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Mooney insurance for a student pilot is sometimes attainable but more difficult to obtain in California. I don't know where you are. As a CFI and insurance agent, I don't recommend a Mooney for a student pilot. Buy any Mooney you want right after getting your private pilot certificate.

Do not spend any money on aviation until you get a valid Medical certificate. Do not train in a Mooney for your PPL. Never buy a Mooney with the thought of renting it out.

Strap in. I bring you a story of adventure, peril, and a bit of “there I was” with my recent purchase of M20J sn 24-1167, currently N1156P (Soon to be N707LT) You saw it for sale here: A seldom used M20J of a few 1810 hours. 0 time OH engine and prop, new paint, engine mount, tires and tubes. Original interior an panel. Looking for a new home from Fl. And I bought. Sure, a few questions, but it is a good deal so yada, yada, she is mine. Fast forward. We all have jobs. When do you have time? Not now, or now, but NOW! Time to fetch the new find from FL to CA. Overnight, delayed flights, lost luggage, finally land Orlando. Rent car. Drive to Daytona (DAB). Meet airplane and confirm I have not been catfished – it exists and isn’t a fantasy (of 6 figures tossed for fan mail) Wait for an hour for gas (because it is a training base for Embry-Riddle after all). Pay pre-purchase inspection bill (shout out to Daytona Air Service – great people), and become #12 in line for T/O. A moment: ME: 13,000 hr pilot. Current 121 B737, 135 current G650/G4. But first time ALONE in an airplane in 3 decades. I taught in these airplanes: How hard can it be? Well, my friends, neighbors and colleagues, your skills and patience will be tested. Especially in a new airplane over 2,400 nm cross county with the three time FLARE rule: one at 737 height, once at Gulfstream height, and once at “OMG this is LOW” height. After multiple landings, it wasn’t pretty, but no bent metal. I will be calling a local CFI. Short story: DAB-HXD-TOI-MKO-ODO-E63-STS. 2400 nm, 2 days. 9 hours first day, 8 the second. REALLY comfortable factory seats (thank God). Super-grateful for iPad and Sentry+ And a great deal of super-IFR/VFR skills involved. Let me explain. I used skyvector.com to choose the route. I chose cheap fuel spots. It was a fantasy because MA nature had other ideas. Day 1 was just up to meet a friend in HXB and landing was embarrassing. But I didn’t hurt anyone or bend metal. Day 2: Up at em and head West! But 400nm long line of TRW up the East Texas side through LA and AR. So I land short in TOI. Nice FBO, quick gas. New plan. UP North around the TRW and come back down towards Midland right? OK: lots of TRW, dip, dodge and weave at 8,000’ in the “not forecast East of the Texas Line”. Oh, but low clouds/vis underneath you for about 4 states. Thanks. Not ready to takle a non-turbo airplane over the Rockies/Sierras so Southern route is still the key. The FlightAware forecast: LIES: 4+20 if dipping and weaving around the most hearty of cells who didn’t want to be found – but they were there (like Artesians for those of a certain age). MKO: My first time self-fueling up in a while. I ran the truck in the old days: this self-service stuff is new, but I figured it out. Then, well, we are on the back side of the TRW, so let’s head for the original destination: ODO. Multiple overcasts, with MOA’s: NO, you can’t go right for weather but you can go as much LEFT as you want. Why would any military agency in their right mind want to fly in THIS? OK, you want it, you got it! I’ll go around and you in your T-38, F-16, F-18 can cry for help later. Actually feel sorry for the newbies trying to navigate this. Why the Hell would anyone head to Midland in their right mind? Because dear friends, I go there A LOT. Well, to MAF. But now I’m in a light plane headed to ODO. There are MOA’s to avoid, overcast with some good thumpers I’m trying not to get underneath. It’s quite the show. And by landing, it’s 9 hours of flight. And the young line man looks at me on landing and asks, “Want a hangar?” Oh yeah, the MOTHER of all TRW has parked itself South of MDW tops +510 so Yes please! I just bought this pure-skinned angel and don't want her BEATEN TO DEATH BY HAIL PLEASE. (Heck, she make it this far) This AM (4/24): I am up at 630, breakfast, UBER to airport, and there is my plane fueled and ready. Only real IFR to break through layer to E63: Gila bend. 3+45 I was there. Spoke to a really nice lady who was in her C-182RG just out foolin’ around for the day. You know what? It’s 623 nm to STS from here: I can do it. Damn Skippy. Across the American Southwest. Great controllers through Joshua, LAX, Lemore, and OAK. 4+23, 40.2 gal 4+23 later landed in STS. I now have my commute vehicle. Needs some radios. But the mechanics, interior and exterior are fine. Good deal. Glad to be a part of the Mooney community and have a literal 2 day cross-country machine. So friends and family of the Mooneyspace, I welcome you comments, contributions and patronage at my FBO's in OAK and STS. Dang: What a machine AL built!

I have a perfect copy of this book that was included with all the materials I got when I purchased my plane, Revision #8 9/15/2000 When I get some time for an extra project I'll scan it and upload it if people are still interested in checking it out.

Hello all, I'm new to Mooney Space but I've learned a ton here - thank you for all the great info! I'm the builder/owner of a Long Ez and I recently bought a '66 M20C. I wanted a better solution for the Yoke mounted PTT switch. I don't like the velcro strap variation we've all seen and my airplane still has the vacuum PC system so replacing the PC disconnect valve wasn't an option. I had a spare yoke / control wheel and I 3D scanned it, then modeled a switch mount around the top of the yoke. The mount is an interference fit and snaps onto the yoke. Below are pictures of the installation, I'll share more once its installed in the airplane. Its meant to work with 6mm momentary switches available from various sources, but I used these ones here: https://www.mcmaster.com/catalog/131/1104/7400K111 The files could be modified for any switch or expanded if additional switches are needed. Attached is an STL file. - Disclaimer: check with applicable regs and your A&P before using. I recommend using a plastic that isn’t biodegradable. PTT-Yoke-66M20C.stl

Fortunately, since I use a checklist I haven't been placed in a situation where I had to be rescued by one because I didn't use it and then decided to. I'm not sure what you are asking about but it reminds me of something non-aviation that happened ages ago. I was still in law school and my friend Ken got a student prosecutor position with the local DA's office. He was going to have his first trial that day, so I came to watch. The case was about a kid sniffing airplane model glue (aha! an aviation connection!) from a paper bag, a popular albeit stupid pastime of the era. Anyway, the police never secured the bag in a sealed enclosure so, by the time of the trial, the evidence was gone. Undeterred, in response to the defense motion to dismiss, Ken valiantly argued, "Airplane glue smell dissipates with time, so the fact that it's not there now means it was airplane glue."

Saw someone do all of his training and get his Private in a C-210, which in my opinion is “more” airplane to handle than a NA Mooney. Guy wasn’t stupid apparently, quit flying before he killed himself and or his Wife. I figure something happened that scared him. Neighbor has a story of a wealthy friend that bought one of the last Mooney’s to learn in, Acclaim I think, turbocharged, had long range tanks put in it to learn to fly because he could make his business trips in it, had to pay someone to go along apparently due to insurance. Got his PP, I guess got enough hours so he could go alone, quit after his second gear up, reportedly saying he had been thinking that if he was forgetting the gear, then likely he was forgetting other things too, that would end up killing him. There is a time honored step program if you will that has you starting in a C-152, now 172, but gradually increasing in complexity and performance, getting your instrument etc., then graduating to a complex aircraft. It works. Look at WWII Military training, they started in Cubs, then moved to Stearman’s, then T-6’s, getting their instrument training somewhere along the way before their tactical aircraft, and we were in a hurry then, killing a few extra pilots was acceptable if it got them in theater quicker. In my flight school I flew four different helicopters before transitioning into the AH-64 In my opinion the biggest reason the Bonanza got the moniker of Dr Killer wasn’t really the airplane, but that the Dr’s back in the day had the bucks to buy one as their first airplane after getting their PP, same I believe back a few years for the Cirrus. That big jump in complexity and speed killed them. Sure some 16 yr olds Daddy’s buy them a ZR1 Corvette that don’t kill themselves, but many do. Most of course would never consider buying a kid a ZR-1 as their first car, but think a complex airplane is OK as a first airplane? So sure some get a Mooney right after their PP and don’t hurt anyone or gear up, but many do, so many in fact that their insurance rates reflect their greater propensity to do so. Insurance companies are experts in risk assessment, do whatever is necessary to keep your rates low and I promise you that you will be a safer pilot for doing so.

That's a long flight from Luxembourg.

just buy the plane you want now, save yourself the headache. mooney, esp c-j aren't esp more difficult to fly then a 172, arrow, archer whatever, plus you'll have all that time in the plane with a cfi right next to you.

Ok, here we go!! The first one is POH 65% power setting which also matches up with the TCM operating manual for 65%. It’s at 11.3gph or peak tit. I wasn’t quite at peak tit at 11.3, but speed was the same either way. I let it settle between each change… POH 65%: second one is using the “key number” of 50 for 65% and setting 100 rich of peak on the first egt to peak. Hmmm, same speed, more gas. 100 ROP “key number 65%”: Last one is lean of peak, 10.4ff for my 220hp engine. This is ~30 lean of peak on the last cylinder to peak. Hmmm, same speed, less fuel (~10% less than poh), cooler chts! 30 Lean of Peak: speeds are all within a knot! Up to you if you want 10.4gph or 12.4gph.

hey dkk! That’s pretty funny..! the longer the threads… the more fun the summary became. for about a decade and a half, I was able to read every post ever written… welcoming each member, as they came aboard… it was a fun way to learn, or check old memories… to see what I forgot, or didn’t quite learn the right way… the best parts… meeting thousands of MSers on line… then running into them in real life, at various fly ins… helping so many people find an answer to a challenge they were having… or a service they were looking for… I happened upon MS… in the early days. I had just sold my M20C, and was starting the search for the next Mooney… in some places… I left cryptic markers. To help remember people… and find them again… if you can’t remember Cody as the person to answer questions about Mooney propellers… do a search on prop guy… and see how often he shows up… Or search welcome aboard and your screen name… see if you can find your own first post! keep in mind… MS had a weak search function at first. Finding a three letter word like ‘guy’ was a bit challenging… running a google search from outside MS has always worked better… hmmmmm… imagine being replaced by AI. my post count grew by thousands every year… We would celebrate the post count at each 10K milestone… hoping to make that post a memorable one… I always look forward to the next post… some posts are more fun than others… inviting various people to a thread… using the important @ symbol in front of their screen name… it’s been about 18 years or so since this all began… next stop… post number 50k. it’s been a fun flight! Best regards, -a-

I was once handed an RPG “program” and asked if I could make a couple of changes. After looking at it for a few minutes, I told my manager I couldn’t figure it out. Didn’t want to be “the RPG guy”.

Go back to page 1 of this topic.

Coming back from Willmar on 21 March, I took this screenshot. “Crazy busy” might be an understatement.

Mid 45 upwind entry usually. Teardrop is stupid as it puts in conflict with the Mid 45 downwind entry people Airport not busy- maneuver for the Overhead Break or for you AIM people the Overhead Maneuver. ya it's in the AIM. Making radio calls of what I am doing for the uninitiated.

Could be. But I think it's more likely that the term "teardrop" just puts a picture of a teardrop into some people's brains. So that's what they do. Fly away from the runway just enough to get back to it quicky after a descending turn when we are really being asked to fly about 2 miles from the downwind leg as it exists at the time . If we could find a another shorthand, it might help.

Yeah, in flight failure is a very bad thing. My shop reread the AD and said there are 7 different ways the clamp can fail the required inspections and needs to be in practically new shape to pass. I believe mine failed because they found micro abraisions on the outside part of the band. No reason to risk it, I can wait and see what happens with clamp certification and production. Happy to have this resource to share info,

The m20c was my old plane. Gus (mooneymite) actually texted me about it. I hope it can be repaired and not salvaged. It was a sweet plane. I always felt it was one of the nicest C models out there.

I fell asleep after first paragraph. What exactly are you asking, and are you a person or a bot?

I'm really confused as to what you're already done, and what you're trying to accomplish? For clarity, do you have any flight training logged? I'm reading that you haven't yet started, but are looking at complex retract to purchase as a trainer for you to get your PPL in, but put into some sort of business entity to try and get a tax advantage, and maybe/probably not try to rent it out, and when you get 500 hours then go out and buy another plane. If this tracks my feedback below, otherwise ignore: Do not buy a Mooney to train in. Do not buy a plane to start your training - start your training first, when you get past solo then start thinking about buying a plane. Have > 100 hours before you think about buying something fast. Decision making is a skill that you have to develop when flying. Staying away from unnecessary risk and situations that can kill you is a great place to start. My $0.02 - take it or leave it.

I feel like you asked AI to write a long form question about Mooney airplanes in the form of a romantic novel. I think the question is, can you do primary training in a Mooney -probably not. They don’t have brakes on both sides. Suggest taking a discovery flight with a flight school before worrying about any of the subject matter presented.

If you would like to come look at my Mooney let me know. Heck I will even let you buy it from me and fly it home.

I have a C in Kerrville if you're ever out this way. I may be at Hooks next week but, it'll be a quick turn if I do make the trip. Sent from my Pixel 9 Pro XL using Tapatalk

Congrats on the new airplane and welcome to the cult, I mean club. While it's not a 737 or a Gulfstream, they make great personal airliners. I can almost always be at commercial with my C, when you figure in security, boarding, deplaning, delays, baggage claim, etc. I haven't flown commercial since I bought her 3 years ago and I've made some pretty good trips. Starting from Kerrville, I've gone to Phoenix, Ruidoso, Durango, Atlanta, Oshkosh, West Palm Beach, Key West, Detroit, Nashville and Knoxville. Regularly use it for trips to Corpus Christi and Dallas. You're going to really enjoy having her ready to go when you are. Sent from my Pixel 9 Pro XL using Tapatalk

consider yourself fortunate if your IA found some sort of failure when he or she inspected the clamp. Inflight failure is a bad, bad thing. Can you describe or share photos of the failed clamp? -dan

, a.k.a. "when the horse is dead, dismount"...

This is a great rec. When life gives you lemons... You could also do some hard IFR sim dual. But taildragger time heals all wounds.

I spoke with a Spruce Creek, FL friend that attended a Bonanza Society Clinic in Daytona, FL this winter where they discussed high altitude flying and the dangers. The presenter was an AME and an ex military flight surgeon, and was running a business specializing in aero medicine. He stated he didn't want ANYONE flying above 15K except for short (an hour max times for topping weather) while in an unpressurized GA airplane. My friend told me because he knew I routinely fly from the U.P. of Michigan to Spruce Creek Air Park (10 miles south Daytona) in my M20K Rocket in the FL's. I listened to his information but thought it was a bit over the top. My next flight home, at FL210, I encountered "itching across my chest and arm pits" and noticed after landing, my chest was showing blue on the skin. I mentioned this to my Bonanza friend, who's wife was a RN, and a few days later he approached me after discussing that with her and said that was a condition, similar to the bends from diving, that derived from high altitude exposure. The condition is called HAPH, High Altitude Pulmonary Hypertension. So, on my next trip down to Florida, with winds really advantageous at FL230 (and my first hour+ needs to be in the FL's to get over Laker Michigan safely) I filed and flew up there. No issues in the first 90 minutes but then I notice the same arm pit and chest itching, and NOW my wife, extremely concerned, is noting the same symptoms. I asked Indy center for 15K immediately and, within 20 minutes of leveling at 15k, our symptoms went away. We HAVE flown since at FL180 with no issues, but I no longer fly above FL180 for more than an hour or so. Can't wait until I get my pressurized Lancair IVPT flying again !!! Tom Sullivan

Green is good, Red is bad The old days had everything at specific numbers (Boeing 727 training vs AB 320 training :-) We used to fly for years with only an oil pressure gage and a temp gage then we got EGTs and started to worry about 50 degrees difference in EGT THEN we got engine analyzers and now we worry about 10 degrees ? We flew Cherokees by leaning to rough and enriching to smooth running all day long. Same with all small a/c before analyzers came along. Perhaps we worry too much these days with 21st century electronics and 1945 engines.

How about a small piece of 4130 sheet steel and a small steel bushing and a little brazing flux and rod. Drill through the hole and be done with it. 2 hours tops. Seems like that would repair the problem eezy peezy. But maybe their aren't any real A&Ps anymore :-) :-) ;-)

Here’s the panel stripped on the 93J model. David

I always join the 45, we had a very big and deadly accident in KWVI a 150 vs a twin Cessna, the twin came in straight in on final and hit the 150.

I was putting my grandchildren to bed last night when much to my surprise I noticed their bedding! Do not know where they got it.

If you're feeling rusty, get a CFI. It's too late now, but it may have helped to have flown with an instructor periodically during the overhaul, to stay flight current, passenger current and instrument current. I had a small medical issue a year or so ago, couldn't fly from early August until early December, then again late December through March last year. I made sure to fly with an instructor, in their plane, to make sure I could manage the controls. Then when I felt up to it in my Mooney, I extended my IPC beyond making the CFII happy, until I felt comfortable and proficient again. Fly like your life depends on it, because it does.

Yawn. Touch and goes are a normal part of training and staying current and proficient. There is nothing wrong either way touch and goes.

Funny, this was just in a “Ask the A&P’s” podcast. The provenance of this SB was Cape Air and their 402’s run at high power and low rpm. According to Mike Busch, there were no other reports of issues, save for a handful of Cape Air reports and maybe one or two others. The SB is based on 4 reports? Good grief, there are thousands of these engines flying, so not on my top 100 list of things to fret. And, as @brandt points out, the -G isn’t on the list, probably because it didn’t exist them. -dan

Questions to ask yourself: 1. What control is primary in any phase of flight? 2. Can I maintain airspeed within 1 or 2 knots in all phases of flight; level, climb, descent using the answer to question 1? 3. Am I as attentive to slope management as I am to airspeed during landings? 3. Do I understand mixture control management during all phases of flight including on the ground? 4. Do I understand the most effective use of the speed brakes? 5. Can I smoothly execute a go-around from a bounced landing or understand the energy management of the M20M to know when I can land after a bounce? 6. Can I easily handle crosswinds of 20-25 knots and the methods used to be able to safely land in crosswinds in excess of those? 7. Can I efficiently slow the plane down from 160 knots to 75 knots over a 5 mile distance on an instrument approach without harming the engine? 8. Do I understand my avionics and autopilot so well that it never surprises me? These are just a few questions off the top of my head that, if answered in the affirmative, make the proficient Bravo pilot. This is not experience gained over a couple of hours of transition training.

I fly my short-body the easy way: Takeoff = 2700 All climbs = 2700 Cruise = as set (2300, 2400 or 2500, depending on altitude, higher for higher) All descents = Cruise RPM Pattern Entry = prop full forward Landing = prop full forward

Hey there @hazek! I'm right about there with you in the process of getting confidence with my Bravo (but I am IR-rated already). Let me just note down some of the very important lessons of these first 50 hours with my plane, and let's compare notes :-) As you noted, landing a Bravo requires speed and energy management; the beast is very efficient, so I needed to plan ahead and slow down early. That will be important for you also while flying an IFR approach, you'll see. If you are on speed on final, landings are almost always great. If you are 5 knots faster you need to hold it and have runway for it. More than 5 knots call for a go around unless you are landing at the Space Shuttle facility. Weird landing picture: flare 3 apparent degrees more and one full second later than my PA-28 picture got me to the right point with my landings. Staring down the runway from the line up position to fix in mind what "flat" looks like helped me dramatically. More right rudder :-) I know it's a worn-out joke but in most situations I had to retrain to use the rudder much more than I did previously. I religiously set full right rudder trim for T/O and landing and it helps. Speaking of trimming: she wants a lot of trimming, in particular while landing. (good) cross wind landings: still working on them, and even on here there's less useful material on those than on everything else; hints from experienced pilots would be appreciated Engine management: honestly I found it reasonably easy, the G1000 maybe helps in that with all the parameters available at a glance... I think the key is not overthinking about it, honestly There's a lot of things to look at in cruise, develop a flow and prioritize those that can really harm you Checklists: the ones in the POH are really long and some points are debatable, for that reading through this forum has been incredibly helpful Late go arounds - balked landings must be trained, the sequence of things is important, and I fumbled a bit before getting the hang of it Sometimes there will be a sh*tty landing, that's okay as long as you either go around or recover by keeping the flare and adding power if needed, and NOT by pushing the nose down on instinct

Attend a Mooney Safety Foundation Pilot Proficiency Program. https://www.mooneysafety.com/proficiency-programs/

Before I came to MooneySpace. my list of things to worry about was manageable -- now that I read this forum almost every day, I worry about almost everything.

On the -A3B6D engine, there is an adapter for the spin on filter that is attached to the accessory case by the threaded fitting that the filter screws onto. There is a rubber gasket between the adapter and the accessory case. When changing the filter it is possible that the adapter comes loose and damages the gasket.

I don't have to work hard to find out who to sue with an LLC. An LLC is required by law to list with the State in which it is registered a physical address for an "agent for service". I simply go to that states corporations website, I find out who that is, serve them with a suit. Move for discovery (which is a given) where the agent for service has to disclose all the officers of the LLC and it's over. Worse an LLC with a sole asset, an airplane is prime bait for "piercing of the corporate veil". As one aviation attorney said to me, "I move through LLCs like a hot knife through butter". It is easy because with the LLC with an airplane as its asset is fundamentally under capitalized from the get go and not a going business concern (tax returns provided in discovery will prove that). Judge will think about two seconds on a motion to pierce. All of that is about 4 hours of lawyer time. Unless the LLC holding the aircraft, rents it to you, you provide periodic rental payments, show a positive cash balance in the LLC's account, insure the aircraft as a rental and maintain it as a rental meaning 100 hour inspections your corporate veil is an illusion of protection.

Based on the photo the runway at South Texas International needs some repaving, and I'd recommend the airport fence be moved a bit farther away from the runway

Here is a pdf with all the schematics for the M20J series that Mooney sent me. Mooney Service Manuel M20J Vol. 2 of 2.pdf

I don't have any before pictures but this (bottom Piece)was in 3 pieces, had a few of the edges missing and very brittle, I pieced it back together, remolded a few pieces then fiberglassed it..looks brand

Update - Received the Franklin 500lb hydraulic lift from Harbor Freight. Tested it out today. Worked absolutely great. The angle it lifts the cowl at was perfect. Made reinstalling it alone probably easier than with a helper that's never done it before. I used a moving blanket on the table for padding. Not nearly as elegant or cool as the one @JimK made, but I'm not much of a woodworker. And another rolling table to have around the hangar may come in handy for other jobs. Link to the lift table: https://www.harborfreight.com/automotive/lifts-cranes-stands/hydraulic-lifts-carts/500-lb-capacity-hydraulic-table-cart-70726.html

We’re now an all-EV household, and the EVs cover our 95% use case (including a 100-mile RT daily commute). For a road trip of any significant length, we just rent a car. The fuel costs for two EVs on a ToD electric plan are under $40/mo, which more than pays for the occasional rentals. I’m a fan of renting cars for road trips anyway (had too many bad experiences getting stranded with a personal car waiting on a repair shop in the middle of nowhere), so we would be renting for most of these trips even without the EV thing. (Sorry for contributing to the thread drift, just wanted to chime in on EV practicalities. To each their own, of course, but it’s really not bad.)

It depends on the car and it depends on the trip and it depends on what’s available for charging. But unless you buy a Ford excursion diesel with tanks strapped on the back, there’s no vehicle that does 100% of your needs. But for 100-150 mile range around home which are 95% of peoples trips, the right electric car can make a lot of sense. I switched over from a 2009 turbo BMW to a 2023 bolt, and I went from 200 bucks a month in gas to $36 in electricity. But really the money doesn’t really change things, but the complete silence and the fact that I never have to go to a gas station or an auto repair Shop is cool. If I put 100,000 miles in this car, it was free for the gas ive saved, 20 grand. But if you have a 360 mile one-way trip, a model three can do that trip easily by stopping once at the midpoint to charge up for about 15 minutes. And then charge it in the destination town. Most people if they’re driving that far in one direction, they’ll stop halfway anyway, so burden wise, it’s no different. The mooney isn’t the right airplane for a transcontinental trip, but if you only do the trip once or twice a year, it still makes sense. Otherwise, you have a bunch of unused capacity that you don’t need, and that cost money too.