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I had a neat experience in my 1980 M20K 231 yesterday and thought I'd share. My wife and I were returning from a weekend trip at 5500' MSL (because icing was higher). My iPad, via ForeFlight and the stratus 2s onboard, started showing traffic 4 NM ahead and descended to the approximate same heading and altitude as we were cruising. Their groundspeed while descending was 170 and ours level was 180. They leveled off and we drove around them at a pretty good clip and continued to our destination. A quick lookup on flight aware showed the aircraft, N998DF, was a 2013 Cirrus SR-22T. I got a kick out of thinking about my 37 year old bird passing this almost new 1/2 million dollar airplane on 75% of the fuel he was probably using. Mooneys are awesome! John

Dont ask me to compare a brand new SR22T with an Acclaim Type S . It would be like try to compare a potato vs a kiwano . I just made some comparison test flight between both . Here is some number at FL 180 : Mooney : 27 Inches MP , 2400 RPM , 50 LOP , 14.5 GPH , between 200 and 205 Knots Cirrus : 90 % power , 30 inches MP , 2500 RPM , 50 ROP , 20.5 GPH , between 190 and 192 Knots . There was a small difference in GW , however it was not really significant .

On the other hand, I was flying in to KPDK in Atlanta, and they moved me to #2 behind a Learjet. Kinda ruffled my feathers.

rare clear, warm, calm day along the rocks today. Jumped to leadville and back before work. 1.2 round trip. LXV of course is 9,933 ft MSL. Nice flight, smooth as glass. Quick touch and go at LXV and home. Love that rocket power.

Ok well I filed my eAPIS for departure and return and thanks to this awesome group/community I received additional help from some members that are going to meet me at KFXE and lend me their raft. I'm looking forward to the trip but slightly nervous that I'm forgetting something even though I've gone down the checklist multiple times. I'll keep you guys updated how the trip progresses and give a final report when I land safely in the bahamas!

I left a message at sensorcon today to inquire about a group buy. I'm back at the doctor tomorrow so I may not be in touch with them until Friday. I'll keep you all posted. I'll pass this along to beechtalk and other groups as well. The sensorcon looks as good as any. Marauder, could we get a pirep? I think the high resolution ones are the way to go. Bob Belville has a great example with being able to find a small leak at his rudder pedal boots. A home one probably would have saved me, but also left my airplane grounded a long way from home. The FAA found a crack in my exhaust under the heat shroud. Today he asked is I had any backfires at start up recently. I did a few weeks ago. In 6 years and 680 hrs it has maybe backfired 3 times, so it surprised me. But I didn't give it any though 2 seconds later. Not sure if that caused the crack or not, but if it did a high resolution detector would have picked it up that flight. I also love the example Bob gave us. Just being able to troubleshoot and really know your airplane is worth the investment in my opinion. Cheers, Dan

Giddy, with emotions oscillating between excitement for the possibility and dread for what could go wrong, I deposit my plane at Cole Aviation this weekend for the WAAS upgrade. Hopefully enough other folks have done this now that Mooney has worked through the kinks and can support Joey to get it done correctly and quickly. He said he's done at least one other, although that was for a GFC700 plane and not an S-TEC. Fingers crossed!

Apples:Apples for Alain's comp: M20TN FL180 50*ROP 20.2 GPH = 224KTAS vs SR22T's 191KTAS. Mooney wins hands down. Quality of stick & rudder flying: Mooney wins hands down. I don't like the side yoke, and the plane will not hold airspeed. Build quality: Mooney wins hands down. Look down the wing of an SR22 in the sun..... Cabin comfort / ramp appeal: Cirrus wins by a nose or maybe a length. Useful load: The Acclaim's Achilles Heel. FIKI planes have ~900# vs 1100# or more for the Cirrus. Avionics: Cirrus wins with better G1000 systems and keypads, but Mooney is supposedly fixing this with the Ultra. If the Acclaim fits your mission, it's the better plane. The Cirrus, however, carries more with reasonable speed and better avionics at the expense of good hand-flying qualities. Family of 4 with teenagers and a nervous spouse? Cirrus. Couple that likes to travel far and wide? Acclaim. To the OP: I owned a TKS'd 231 for 12 years, and it was the right set of compromises for me over a long time and changing lifestyles: Single guy -> Married guy -> family of 3 -> family of 4. Had I not gotten into the Diamond business, I probably would have kept it forever. -de N676JM

That's what she said !!!

All that and yet Cirrus is about the only succesful single piston seller. But then as they say checkers sells more than chess. Honestly if I came accross a financial windfall I would not even think of a Cirrus. An ultra would be so cool.

Once again, being the oddball, I don't fit into your poll options. No, I do not plan to always be within gliding distance. Once the gear and flaps are down, I would probably not make it. To say that I always remain within gliding distance implies that I fly at idle all the way from downwind to landing. If I don't it either means I will be fast on final or will not make it if the engine fails. Am I always tight enough on downwind that I can make it if the engine fails before I put the gear down? Yes. Question 2 I can answer. No steep turns. If I overshoot, so be it. If it's minor fly back to final. If it's gross, go around and fly a wider downwind.

CO production will be less in a leaner combustion mixture than a richer mixture. It is virtually impossible to completely eliminate CO production during combustion.

If we want to actually compare the performance aspects of our planes to those of the Cirrus variety, its not a fair comparison. My next door friend at the airport has a G3srTurbo. We were comparing our typical numbers on similar trips, while she had 310 HP to my measly 270HP the comparison was astounding. From a comfort level it's subjective and I'm more comfy in my Mooney than other singles I've been in. IMHO my Bravo handles far superior than her plastic plane, travels about 25 knots faster and I have superior range. What's not to like. We flew to S.C. about 500NM as a nice guy they left first, and I waited in Charleston for 30 minutes wondering what happened to them, nothing just a typical flight. The Mooney's were made for speed and that's what they deliver, to really outperform one must have a experimental plane or a strong Twin, as most twins can not keep up with the Acclaim let alone a good Bravo. I purchased my Mooneys for speed,comfort (I'm a small guy and it fits like a glove) safety and handling. My story your's could differ.

I pass

As a SR22 owner i should probably say something. Something.....

The Cirrus airframe spins and recovers just fine. It passed spin testing to attain JAA certification in Europe. They were able to leverage the chute installation to get a waiver from the FAA. This was done to speed the certification process and not due to some deficiency in the airframe... I wish people (especially Mooney pilots) would stop parroting this nonsense.

Before and after photos... 1) wintery white -vs- 2) bronzey tan send a status update if you can... Best regards, -a-

Its always great to see another Mooney join the ranks of international flyers! Have a great time and don't worry. There is no international destination easier than the Bahama's either in my opinion. How could it be when you are still talking to Miami center most of the entire time (Personally, I can't even think of our brethren to the north as a international destination - just our neighbors with a one way border we don't really notice much till coming back home to less than welcome treatment by our CBP. )

I've bugged them already too. I'm even looking into trying to go a field approval route if the FSDO lets me. E-Mag is the way to go simple easy instillation no jumble of extra boxes and wires running around in already congested spaces. I'm not associated with them just like their system. If I were associated with them I'd probably have one already for testing.

One more note on my initial pirep of the sensorcon detector... the clip on the back is easily removed by removing one machine-screw which is screwed into a threaded brass insert. I used a 3M Command picture-hanging strip to attach it to the panel. If you're not familiar with them you can easily attach items but then remove them later without leaving any residue behind. These also attach my folding drink-holder to the console. Sent from my iPad using Tapatalk

It's funny how the Cirrus guys say the exact opposite , until they hitch a ride in a Mooney . Suddenly they get very quiet .

They're dreaming. That's what the management/marketing people think they're gonna sell. Then the reality sets in and it's a dozen if they're lucky. Is the Ultra even certificated yet? http://www.mooney.com/en/features.html On a different note, I am REALLY happy with their new features page. Flaunt the advantages of a Mooney. I don't think they've ever done this before. We know it. But someone who is a potential buyer but doesn't know much about the Mooney brand should be hearing about the advantages of the all trimming tail, the steel frame, continuous spar, pushrod controls, etc. If you have it, flaunt it baby!

You will have to pause the video to see the info you want but this was taken at cylinder breaking after I put a new top end on my J. Everything firewalled in this video.

Ok Doc, you've been really good to me lately but I can't resist. Did he get passed by a Commanche? Tom

my friend was complaining that the parachute repack (?) is due next year for $15k. It's definitely in a different price level than my vintage mooney.

After several years of working on the M20 Airframe, I've found that there are typically three basic ways to accomplish a maintenance task: 1) the way the manual says to do it. 2) the way experienced Mooney mechanics do it. 3) the way it looks like it should be done to someone new to Mooneys. Occasionally all three are the same and that's obviously the best course of action. Many times numbers one and two are the same, also the best course of action. When all three are different, number two is the best course of action. The trouble is if you won't know unless you fall under the definition of number two or are working with someone who does. I on occasion have found myself removing items to gain access when a better mechanic might not. I do this because I think I'm a lousy wrench when I am bloody and frustrated. Things like thin walled sockets, swivel sockets, crows feet, low profile open end wrenches, can be the difference between having an easy job of it and something so frustrating it kills your gumption.

I usually plan to at least spend a few hours at my last point in US before departing so that I could depart at my planned time and stay on schedule. In other words plan to have lunch at Fort Pierce and either take your time or hurry up to make your scheduled time. Things get messy when you go off schedule. If you have to, you have to. But what you can control saves a lot of trouble and keeps your mind clear. Plan to arrive in FPR with a few hours to eat, relax, get your plan together and then when the time comes, go and execute it. If you treat this like a scheduled airline flight, you will do well. If you think you can just jump in and go like some casual weekend burger run, you may have trouble.

Ultras's will be deliver with a G1000 NXi , same avionics as Cirrus with a different name , only the keyboard is different . Ramp appeal : well it depend to who you talk too . At my age , i dont care much about kids , so no issues for me . Usefull load : I go nearly 40 % farther on the same load of gas , or i use much less gaz and arrive way faster . Where is the gain ? Cirruses are plane for the wife , Mooney are plane for the pilots ! Some fellow here told me this once . I agree with him . Flying quality : my old Beaver flew better , was more nimble , sturdier and constructed better then Cirrus . My old Beaver is 50 years old now and still fly like a charm . It will probably outlive me . Show me a 25 years old Cirrus ? It all depend if you want to show off on Sunday afternoon , or fly and go places for real . Sorry for Cirrus's guys , that's my opinion . As for me : this matter is closed .

Downwind with the runway just inside the wingtip. Best glide is 2.3 nm per 1000' agl, so it's pretty safe almost all the way around. I never bank > 30° in the pattern, and generally only bank around standard rate. When I overshoot final due to wind on base leg, I just hold the bank and fly back to final; if that won't get me back and aligned by short final, I go around and make it correct. Going around doesn't faze me, I've done it with family, friends and other pax on board, and with friends watching on the ground. Safety trumps everything!

OK... Let's do it.... It also has a parachute

John get used to it, sometimes the others get pissy when ATC has them move for faster moving Mooney traffic, I believe when I've heard that the controller must be a Mooney guy.

They don't have radar so no vectors at any islands except Nassau. I'd rent a raft but you can go without one. I would be more concerned about no PLB. Say you ditch successfully and you're hanging out in the warm water with your stylish jackets, how are they gonna know where to serve you cocktails? This one isn't too expensive, is a good year-round backup to your ELT, is portable and floats: http://www.aircraftspruce.com/catalog/fbpages/ResQLinkplb.php?clickkey=16027

Didn't think it was this small. Sent from my iPhone using Tapatalk Pro

Ok. I have a final final date of the 4th March. So this week the final lacquer coat is going on. (Possibly today even). Then the flying surfsces are being attached, rigged, tuned etc. Interior is being added next week. Flight testing is being done next wek and the following week. We have asked for at least 5 hours minimum to be carried out before we get anywhere near the aircraft. My partner and i will then fly for two hours each and include a full test of all the instruments and AP. Then we get into our immersion suits and take her back home. I CANNOT WAIT. i have a powerpoint slideshow which i have put together of the paint process. Ill post it when all the flight controls are back on. To give you an example of the quality, the paint stripes you can see, continue on the inside of the flight controls, ie the bit that is normally hidden and painters ignore. Watch this space, you will soon see the finished result.

If I find I'm overflying final I just keep turning and intercept from the opposite side, no big deal. If on a right pattern I probably fly a wider pattern so I can see the runway, it's by feel. I don't make steep turns (>30°), makes it harder to avoid birds, and hitting a bird at low altitude while going slow in a steep turn would ruin my day.

I was looking at some photos in my album and shifted down and noticed that some folks had posted comments on them. I was unaware that someone could comment on photos. Some of these comments are years old, and asked questions about the pics. Not knowing they existed, I did not respond. Perhaps a system could be set up to notify the album "owner" when a comment is posted, so responses can be timely made.

Here's a picture of the finished panel installed to check color and texture in place

I believe the KAP 150 autopilot will not capture the GS from above or if there is not a minimum amount of time prior to capture (30 seconds?) I don't remember the time. If you are using a Garmin GPS did you establish the inbound course with the autopilot NAV, APR and ALT selected ? The airplane should be at the approach altitude IAF and fly into the GS from below, usually around the FAF. The GS indicator will light up on its own.

PROPULSION Engine Continental IO-550-G Horsepower 310 hp Engine TBO 2,200 hrs Propeller Hartzell Scimitar Three-Blade From the website under Propulsion...

The airframe is fully evolved. There is not much left. Reg determine max stall speed for the category and the Mooney isn't going to be able to put more weight in it without either making the plane lighter or modifying the wing.

I received my new Sensorcon CO detector today and will give a full prep on it Monday after returning from an 850nm trip departing tomorrow. On first observations let me state: The build-quality seems excellent with a solid feel and robust design. It was a bit heavier than expected. When I put it near my car's exhaust it immediately started registering on the display and as it passed 35ppm the LEDs started flashing. Now on the downside, I expected the audible alarm to be louder; the specs listed it as 80-85 db but it was actually about half that. With a headset or a running engine it would be inaudible. The unit is about the size of a credit card so after some consideration I decided to mount it on the lower console below my vent/heater/defroster controls where I will easily see the flashing LEDs in the event of an alarm. I should also add that after exposing it to a very high level (~1,000 ppm) of CO in my exhaust stream it took a considerable time for the level to return to zero. It quickly went well below the alarm level of 35 but it remained between 0-10 for a good while (I believe this is normal). That's it for now, I just wanted to share these details before others make a final decision on it. One more thing, I'd be interested in sharing the cost of a calibration kit with others on MS if more of you buy one of these units. Sent from my iPad using Tapatalk

Make sure you brief you passenger(s) about operating the raft, jackets, and PLB. They are useless if you can't use them properly. If you were in the situation to need them, you'd have your hands full with the airplane. Not the time to think how to use them. Forming a plan in advance is best. If you have multiple passengers, assign a single emergency task to each so that there is less to remember and more gets done. Read the instructions for the PLB and make sure you brief the designated operator how it is done. Same with life jackets, raft, etc.

That's the way I'll be renewing again this year. The Garmin Nav data is not as complete as the Jeppesen Nav data, but not enough incomplete to out weigh the extra benefits of using the OnePac. Private airports are still not shown, and just today the airport data on 3O1, Gustine, a small airport, did not have the runway layout or pattern that I believe Jeppesen had. Still, overall, the Garmin Nav data is acceptable.

I just had the beautiful Jaeger interior system - it looks good and give more room - his interiors STC system. And I had the SCS interiors do the upholstery in a beautiful "umber" leather with perforated back holes. And I had them make the bottom cushion a little bit longer to accommodate my longer legs.

Doing some more research tonight and I find that the tweed material I have meets NFPA 260 (National Fire Protection Association) for fire resistance and the vinyl meets the FMVSS 302 (Federal Motor Vehicle Safety Standard). Therefore they meet the AC 43.13 requirements to meet "some national standard" for CAR-3 airplanes without further treatment.

the way I understood the story was that CO knocked him out soon after takeoff and the plane flew until it ran out of fuel and self landed. Perhaps, if he was trimmed for climb, when the fuel ran out the plane came down at a relatively slow trim speed. If the prop kept windmilling, the PC would take care of the wings level. Landing in the field....pure good luck. I suspect you are right about the windshield. Either way, what a story!