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I traded up from a J to a Bravo in December of last year. The Bravo is an amazing airplane! The redundancy - 2 alternators, 2 batteries, mechanical and backup electric vacuum pumps - all provide a level of insurance that makes a failure of one of them a non-issue. But you also have to maintain 2 of everything. Also, the Bravo has lots of power BUT the fuel burn to go with it - You'll find yourself wishing you were flying the J when you get to the fuel pump! Fuel burn is my only issue with the Bravo - EVERYTHING else is a no-brainer! Dave

After speaking extensively with John Yodice, general counsel for the AOPA and the guy that writes all of their authoritative legal articles, I consented to him having the AOPA follow up with the CBP/DHS about my incident. A few days later a couple of AOPA employees sent me an email saying: “AOPA had a sit-down with the folks at CBP yesterday and we met with the head of the Air Interdiction effort while Mark had a good meeting with the Commissioner. I briefly discussed the general circumstances surrounding your stop and the leadership was appalled. They asked if I could share the information so that they could conduct an internal review and take appropriate disciplinary actions. I advised them that I would need to check with you (didn’t reveal name or dates in my conversation) and would get back to them.” After receiving that email, I called AOPA and had a long discussion with them expressing my fears that should I pursue this matter with CBP/DHS as they encouraged me to do for the sake of “the cause” that CBP/DHS would go to the FAA and create all sorts of havoc for me. I’ve rarely seen a government agency investigation that didn’t try to somehow shift the blame to the complaintant and retaliate totally out of proportion to things. But, after discussing it with my wife, we arrived at the mutual decision that we have a duty to stand up and be counted and give AOPA the go ahead. Yeah, just like I did when I told them they couldn’t search my airplane without a search warrant and I wanted an attorney before I would talk to them anymore. I can’t express the anxiety that I am having over having made that decision, but its done. So what happens, happens. Keep your fingers crossed for me and wish me luck.

This may sound controversial, but any good instructor who understands real "stick and rudder" flying, reads and follows through with the applicable Mooney POH can train you. It didn't take long for me to go from an Archer to the 201, takes not more than 10 hrs or so, but for insurance purposes, you will probably need more to be signed off. The 201 is easier to land in crosswinds and lands predictably if you get the airspeeds right. Just watch out for the usual turns in the pattern and learn to slow down efficiently. This is the only part that is different from a draggier plane.

The most important advise I could give .......... ? Get an instrument rating! You want to travel in a single engine airplane? A Mooney was built for just that. You travel in an airplane and you will be flying in and through weather systems. If you don't have the training to handle that, the people you are traveling with don't understand and fuel the gotta get thereitis ? This is the scenario we have all read about but also say how that will never be me. A Mooney is a fine traveling machine, want one? Get one but an instrument rating had better be high on your priorities if you plan to travel and take others on trips.

Just remember, that mounting cameras on the outside of certified airplanes, no matter how trendy and done all the time, is not legal in the US without some sort of DER sign off. Just a FYI in case you worry about ramp checks. Too my knowledge, there are little to no restrictions to putting them inside the plane on temporary mounts. If you do a bolted on mount inside, depending on where it is, it will likely require a sign off in the log book as minor alteration.

I have an M20J that had the factory radar installed. We removed the unit from inside the plane and now we want to remove the unit from the wing. It weighs about 30 lbs total. The cover to the wing is fiberglass and has black caulking around the edges. The black non-slip surface is beginning to deteriorate and I am going to paint the fiberglass to match the white wing. Now the question: (1) has anyone ever removed the radar from the wing and is there anything I need to be concerned about? (I am leaving the wires in and simply bundling them up) (2) what type of caulk do I use to reinstall the cover on the wing? (3) Has anyone every simply replaced the fiberglass cover with a customer sheetmetal cover to match the wing? You can see the area in the attached picture (although not a great angle). Thanks.

The May Issue of The Mooney Flyer is here. You can access it at www.TheMooneyFlyer.com In this issue: Ø Flying Mooneys in Turbulence by Phil Corma Ø Everything you need to know about Carbureted Mooneys and Maintenance/Repairs by Paul Loewen Ø Pull a Cylinder for low compressions? Maybe not! by Master A&P Cliff Biggs Ø Getting Your Mind Right by Master CFI Mike Elliott Ø Really Dude? 1/4 tank? by Jim Price Ø MAPA Convention by Shery Loewen Ø Musings on Mooneys by CFI Geoff Lee Ø Mooney Tale to Glacier Park by Linda Corman Plus an expansion of Upcoming Events around the USA and now, Europe also! Bringing the Mooney family together, one event at a time. Phil & Jim

They did make one in the 60's I believe it was the D model and most of them have been converted to retract.

I thought about an F and then got an E. I'm really happy with my E and have never regretted not getting the extra legroom for rear seat passengers. Have only had the opportunity to carry rear seat passengers once; they were teenagers and fit fine. The F has the full length rudder and so has a little better control I suppose and also for some reason it's redlined higher. My 183 mph redline doesn't seem like much of a problem in practice; if I really want the speed I go higher. Often I go for the lower fuel consumption possible at lower power settings so I'm not even in the yellow. I think if you want comfort for four people on long trips in GA you probably have to spend a lot more, anyway. If I suddenly came into 50K I might trade up to a J but I think I'd sooner stay with the E and really trick it out.

Very well done, as usual. But Mile Elliott is the last person to tell other folks how to get their minds right

Remember you can set alarms so if at of the parameters exceed under over your settings the screen flashes red....not sure it's necessary to be glued to it all the time.

I guess the bottom line in all of this is that you need to be comfortable flying. If you are a "white knuckle" pilot in a Cessna 150 you will be uncomfortable in a Mooney, no matter how many hours you have. An instrument rating is definately important, especially since it gives you more air time in the air, and getting to know what flying is all about. Mooneys are fabulous planes (as everyone here will attest), One of the major items to control from the beginning is approach and landing speed. As long as you are at a safe and controlled approach speed, all will be ok. There are very few things in a Mooney that will bite you as long as your speed is under control, and your approaches are stablized. I guess come to think of it, that is the same in a Warrior as well! Get a good CFII who is familiar with flying Mooneys, and you will be fine. Hope you enjoy your new flying experiences, this web site is loaded with people who love flying in general and especially flying their Mooneys.. We are all part of a great fraternatity, and would gladly helping you in any way we can. Welcome to "the club"! Roger

Great advice above to get your IR. I can’t tell you how many flights in the last 2 years I have been able to make that without the IR would have been very stressful or could not have been made at all under VFR rules. While you are getting your required dual time in for the insurance company utilize that time with the instructor to start working on your IR if you are a capable pilot you will only need the first 4 to 5 hours for the transition and remaining hours are CYA for the insurance company. Get under the hood and fly it by hand do not use the autopilot. However, while you are waiting to find a plane and buy you one start studying the instrument approach procedures (IAP) and low altitude enroute charts so you have an understanding of what you are doing before you step into the plane. Talk with some instrument rated pilots and discuss approaches, holding enroute work etc. Why not you are already paying for the instructor and for the fuel.

The M20J is an excellent airplane to train for and fly instruments. It is rock solid and very economical. It's also an excellent idea to stay ahead of the game by training in the airplane you're thinking of flying.

Agree with Dave and got my Bravo(my first Mooney and the only one I have ever flown) at same time as he got his. Absolutely love it. Actually, because I also fly a fixed gear Toga( we can't always get everything we need to take into Mooney) I don't think fuel burn too bad. At the power setting I typically use fuel burn about same as Toga and perhaps slightly less. However, Mooney gets you down the road a heck of a lot faster! Regards, Frank

I bought my Mooney with 62 hours in Skyhawks. Needed 15 hours dual with an "approved" instructor to miss the 10 hours solo, and it had to include 5 hours IMC. Well worth it! A month later I attended a MAPA Pilot Proficiency Program, also a good time, great education, money well spent and my longest flight at the time (2.2 hours to get there). Find a good plane, get quality instruction and start having fun! "You are now free to move about the country."

I got my mooney with less then 100 hours in mostly 150s and the transition was not too bad. Very important to get an instructor that has a lot of mooney experience. Go for it!! You only live once.

I've done this at Charlotte International (KCLT) and Raleigh Durham.... Land, taxi to the FBO and use their crew car or shuttle to get to the terminal and meet your passenger. Back to the FBO, pay the fee, get a clearance and go. Pretty simple BILL

I have been there several times (in/out same day) stayed overnight once. I've used both FBOs but the last time I went to TAC air (was something JET at the time). I used to use LANDMARK but they changed all the personnel and got really tough on the "landing fee". On a day trip I'd fly in and tell then when I'm leaving then order a pair of PIZZAS to be delivered at noon from my work location with my N number on the box. I'd arrrive and the plane would be waiting and a big grin on the people saying thankyou !! Cheaper than the 10gal of $7 fuel. BILL

I've flown into Rdu a few times and there was no problem, the folks at the fob were friendly..no bad items to mention..just don't buzz the tower, I was given an immediate L turn and complied, the controller mentioned gun and was glad his coffee was on his desk...I have to assume he was kidding a bit.....

Lubing the threads on whatever mechanism you are using will make it much easier to turn. It takes quite a bit of force to compress the pucks, especially if you are putting a shim under the collar. On dry threads it is not unusual for well over 1/2 the torque to be used to overcome the friction present. Softer metals, Aluminum or galvanized threads will be even worse.

I did it the old fashioned, dangerous way, with an exposed flame. Waving a cell phone in the air just doesn't do much for me . . . .

Keep the J. It's the greatest production airplane ever built.

I immediately raised my lighter app and waived it in the air! Different Free Bird, I guess.... Was I the only one??? Best regards, -a-

1/3 the price of an LSA and 4 times the airplane. Economics are weird.

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