Mooneymite

I'm just interested in pricing trends. I'd love to have a J model like yours, but the price Delta with my C model just doesn't work for me.

Thanks. I didn't know about this. $1000 with no installation cost! >>>DELIVERIES TO START APPROXIMATELY MARCH 7.<<<

Congratulations on a successful first annual.... Approximately $5000? Pretty typical first annual.

Uh....I don't think under part 91 we are required to operate all TSO'd equipment, are we? However I think that our transponders/encoders are required to be TSO'd, so changing that requirement will help us when equipping for ADS-B. Is there a Non-TSO'd ADS-B solution available? Is it significantly cheaper?

>>>Always hangered.<<< Great recommendation for any plane! Hangaring, that is. How much are you asking?

Hank, try 678-364-6131. That's Atlanta-south direct line. It works where I am. I think it will work for you too.

A non PMA inspection plate?!!! That's pretty gutsy. If the wing should fall off due to a mid-air, the NTSB would certainly cite the unauthorized modification and the experimental nature of the access panel as a contributing cause!

Maybe someone can correct me, but as I understand it, notes in the AFD are basically "requests". They do not rise to the force of an FAR, or even local civil regulation. An airport may state "RWY 24, right downwind", or "Do not use RWY 6 after 8 PM". If you choose to violate these, the local airport manager may read you the riot act and threaten to burn you at the stake, but they have no force of law unless the FAA could characterize your actions as the ever popular, "Careless and Reckless". Is that correct?

Ha! I wasn't talking about you. I was talking about me.....back in the day. There's plenty of room to laugh at ourselves. Doesn't cost a thing.

I hadn't considered piano wire; I figured safety wire is too soft. I wonder how many band-aids will be required by my finger tips by the 43rd bend? My only concern about pop rivets is the pain involved if they ever have to be removed. That's a lot of pop rivets! Thank you all for your input. Any other ideas?

Oh, yes! Not that rare. Mr. Airline Pilot figures HE has the right of way since, 1. He's bigger/faster. 2. He's IFR. 3. He's got a lot more hours than the bug smasher pilots. Unfortunately, the FAR's do not (necessarily) give him the right of way and there are a ton of examples where the airline pilot ended up with a violation in exactly this situation. Usually some "petty bureaucrat" bug smasher pilot who happens to know the rules, sticks it to him. Once the IFR arrival enters into the visual traffic pattern, his IFR clearance doesn't mean squat. While the "cleared a visual" is part of his instrument clearance, it does not trump the traffic operating VFR established in the pattern. As a matter of fact, the IFR clearance doesn't trump anything in the VFR environment. None of the above is meant to suggest that the petty bureaucrat is making the pattern safer. He isn't. Don't get me started on how much I hate the local "pattern policemen"!

I have a "Guppy Mouth" C model with a doghouse instead of the more common baffling. The rubber that seals the cowling to the engine compartment has deteriorated after just 41 years. I found the rubber material, but am trying to figure out the best fasteners to use since the only stapler I have is a desk stapler. I have considered PK screws and pop-rivets, but am wondering if anyone else has replaced the rubber seal and what they used, or what you Mooney gurus out there might suggest. Picture attached. (Hopefully.)

Another awsome issue of the Mooney Flyer! How do you guys keep coming up with fresh material? Keep up the great work.

Ha! Ain't that the truth. Ask 10 pilots how to enter the VFR pattern and you'll get at least 15 answers....all backed up by.....nothing. The AIM is advisory, the FAR's are not specific. Y'all be careful out there.

When flying jets into VFR airports, generally the prop guys are super courteous and allow us to land straight-in even if they have to extend. We really appreciate it. What a lot of prop guys don't realize is how poor the visibility can be out of some jets once they are in the pattern making turns. We really have to depend on our TCAS a lot and hope that everyone has a transponder and radio. Every once in awhile, some prop guy seems to take pleasure in making us go around. It is lawful to use one's legal right, but in the big picture, is safety served? Our worst "night" mare is flying into a VFR airport at night and being unaware of a nordo/no transponder aircraft on final with only a single white light on the tail visible to the faster moving jet behind it. There, but for the grace of God.....

If the work is good at that price, O&N probably will never sell another set of bladders!

At an airport with no tower, this is not necessarily correct and has bitten many an instrument pilot.

Aircraft in the VFR traffic pattern generally have priority over aircraft on a straight in. There have been many airline pilots violated arriving straight in on an instrument procedure and falsely believing they had priority over aircraft on the downwind. However the FAR's are written, courtesy and headwork should prevail. Most of what is in the AIM is "recommended", not regulation. The FAR's really aren't too specific: FAR 91.113: (g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft. AOPA opinion piece: Straight-in approaches are always a topic for discussion. Under VFR conditions they are acceptable only if there is no conflict with other traffic. Local VFR traffic should work with transient IFR and IFR practice traffic to allow a reasonable flow. An IFR inbound aircraft, real or practice, executing a straight-in into a jammed-up VFR pattern is not the most courteous approach. A retired airline captain allowed that he never made straight-ins at nontowered airports if the weather was decent. It gave him a chance to fly the aircraft and get a good look at the traffic.

Longer drive, but I think you might find reasonable hangar space at OKV.

Just to muddy the water.... You may operate IMC without a clearance in uncontrolled airspace according to the regs if the pilot has an IR and the aircraft is appropriately equipped. Also, military pilots may be familiar with MARSA procedures which is a different animal, but permits IMC operations without an ATC clearance.. Two issues: Uncontrolled airspace is getting tough to find. Who in the civilized world wants to fly IMC without a clearance? 91.173 No person may operate an aircraft in controlled airspace under IFR unless that person has -- (a) Filed an IFR flight plan; and ( Received an appropriate ATC clearance.

Getting a Mooney owner to tell "true airspeed" is about as likely as a fat woman telling her true weight. Lying about airspeed on this forum is considered a piloting skill. :-) :-) And, yes. My C regularly cruises at, or near the speed-of -sound (of my lies). I'm not sure that is reflected in the type certificate.

Go to a vertical card compass: http://www.aircraftspruce.com/search/search.php?s=VERTICAL+COMPASS+CARD&x=0&y=0

Nice job!

Nav updates, for sure. I don't know about terrain, but I think he does them, too. Email him.

I was looking for a oximeter with an audible alarm. I don't want to have to figure out what the numbers mean while I'm going hypoxic. Unfortunately, the only models I could find were in the $250 range! Seems like there's a market opportunity for someone. Anyone know of a "cheapie" with an alarm?