Bob_Belville

I kept XM on a 696 for a month or 2 after getting a GDL88 and GTN 750 which gave me NEXRAD etc on the 750. Side by side I saw no reason to pay for the XM weather. I keep the XM music service.

My plane is hangared except for a total of about 3 weeks per year when I'm traveling with it. I have a good cover so I have little concern parking it on the ramp when necessary. Bigger FBOs are religious about chocking but are unlikely to tie down. I was at KGGG four nights last month. Even in TX no tie down. I suppose the plane takes far more abuse flying through moisture and turbulence that it does for a night or two parked on a ramp.

What did you train it? As I recall a C150 loves to "slip". But it's been over 45 years since I've flown one and my memory is suspect.

Yeah, I think some of these "solutions" have as much potential to do damage as prevent it. I cannot visualize the elevator deflecting to the stops due to the wind on the ground. Likewise with the rudder/aileron/steering interlink I doubt those controls can "hit the stops".

I doubt that our push pull rod system is very susceptible to being damaged by winds on the ramp. I dutifully tie the plane down when it overnights out of the hangar but a Mooney is not a butterfly. In < 50 kt winds it's going to behave more like a Cessna Citation than a Skyhawk. Mooneys might get damaged at Oshkosh when some othee brand gets blown on top of them. Flame on.

The previous owner of my E had 2 KT76A. Only one tray. The 2nd one was in the back seat ready to swap out if the installed unit failed. He was retired AF, worked for NASA, was based @ VKX inside Washington's Prohibited Area. Flight in and out was by prior arrangement only and a transponder an absolute must have. His was the CB solution.

Is there some insurmountable technical reason that Garmin could not get info from the GDL 88 to the 696, perhaps through the GTN 750? I'm happy seeing weather and traffic on the 750 but having it on the 696 as well might free up the 750 for other tasks at times.

I feel certain a "Slip" was part of your primary training. Perhaps by a different name in the UK?

Wow!

My avionics shop says our modern, no vacuum tubes, avionics do not need the shock mounts. If fact a little vibration is a good thing in certain respects.

I have a M20E and the landing gear speed is a painful 120 MPH. But i am pretty sure a J has a higher speed for extension and Vle and Vlo (gear extension) of 150 MPH - 130 knots. Apparently the Vlo (gear retraction) was kept at 120 mph. This makes sense, it is much more difficult to raise my manual gear as speed increases. See figure 2-1, page 33: http://www.zitair.aviators.net/Pilots Operating Handbook G-BJHB.pdf

If you do not have SafeTaxi on a GPS and it's complicated don't hesitate to ask ground for "progressive". In my experience controllers would far rather give strangers turn by turn than have to wandering around on their busy airport. I used to fly to the Gold Coast a lot. KPBI and KTMB were good choices back in the '80s. (There must be a dozen 9-27 runways in those three counties. More than a few pilots have found themselves taxiing in on the wrong airport.)

I signed up for the September KMHT PPP after my earlier post. The next weekend is a HS class reunion @ 26N Ocean City NJ so I'll probably head for KIWI, 6B6. maybe KLCI where we have family between events.

We sent the vernatherm base to our friendly engine shop who reamed the seat and returned in in a couple of days. My A&P does a lot of business with him and I don't think he charged us. We had previously sent the cooler to Pacific along with the vernatherm valve seeking better oil temps. Meanwhile I tweaked the baffle seals about every time I had the top cowl off. I kept finding gaps I could close off with RTV. In my case I think it was just a combination of smaller factors. During my last 6 flights MRN-M40-QQQ-ERV and return oil temps never hit 200 even in climb. With the OAT we had I think we'd have seen 220+ in cruise climb and I would have had to crack the cowl flaps to keep OT below 200 in cruise @ 75% power.

I would agree that a short or mid-body would seem to fit the mission you outline better than a long body. I've been based on a grass strip in the past and never had an issue. Our prop clearance in about the same as a Cessna though we're "short coupled" and it is important to taxi carefully to avoid a nose bob. (My old E model can make 160 ktas.) Mike and Mooney Girl, and several others here have personal testimony to the strength of the Mooney fuselage "roll cage" structure in an off field event.

Chris, let us know what your learn. I plan to spend time @ Aspen @ Oshkosh. But I wonder if I'd care about Aspen display of info I now see on the larger 750 screen...

My mother had a saying for this kind of thinking. "Cut off your nose to spite your face."

I'm thinking to go up for it. I'll combine it with family visits in MA and ME and perhaps a Red Sox game. 2500+ Mooney hours but never attended a PPP. Do they tend to fill up?

Here's a previous thread,,,

Hi Mike, thanks for the planning rundown, Sounds great. Look forward to seeing you in PCB! (The FR with you was certainly understandable and I had no problem fitting a ride in with my local CFII a few weeks later.) It's going to be a great year for flying for me, D.V. Just returned from a NC to KGGG and KERV trip last weekend - logged 14.6 hours. Formation flying training @ KRMB in a couple of weeks, Mooney Caravan to Oshkosh in July. Mooney PPP in NH, a HS class reunion (55th) @ Ocean City NJ and Summit in September. Back to KERV for MAPA convention in October. That's about 65 hours in 6 months wich is about all I've been flying per year.

I could be concerned if flaps were left in full 33 deg position but at partial not so much. "No Step" labels seem to be invisible to some folks.

Well, "subscription free" is a feature of getting weather via something like a GDL 88 vs. XM. I haven't calculated it but I suppose I've saved a nice portion of the GDL 88 investment when I was able to drop XM weather on the GPS 696 in favor of NEXRAD and more on the GTN750.

I'm thinking there's a typo. The 608# is surely not possible as total useful load or as usable with full fuel. It looks more like a number for usable with standard fuel (75 gallons). The book Useful Load was 1100 pounds. With 75 gallons = 450 # comes to 650 #. Close! The 120 gallon LR tanks are for 1 or 2 people. Not an uncommon mission in a Mooney. http://www.pilotfriend.com/aircraft performance/Mooney/49.htm

Hank, why won't a GDL 88 do what you want? It's remote, no panel space. I have a different WAAS GPS (GTN750) but the transponder is a 327. I'm 2020 compliant and have been enjoying traffic and weather for over 3 years..

Yeah, I started out to replace a Narco HSI with an Aspen in myold E model. ~50 AMUs later...