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Well, I know what it feels like to be scared. Lol. BFR with a CFI. practicing stalls. One turned into a very short spin. Quickly regained control, buy I've read too many reports and heard too many stories about spins going bad. Weird how fast your screen fills up with the ground below.

If you're going with a short body, find one you like. IMO don't worry if it's a C or E, manual or electric. Make sure it checks your boxes with care, condition and instrumentation. I was looking for an E when I stumbled across my C model. Couldn't be happier--with the plane anyway. Lol

They run great. Once started.

This thread has kind of degenerated. People are building strawmen and then attacking them in the next sentence. No one has advocated a regimen so closed as to not practice short field, soft field or crosswind landings (or anything else that one ought to prepare for). Most of these activities require more precision and speed control, not less. What has been said by me and others, can be boiled down to the notion that there is no operational need to carry surplus energy to the touchdown zone and that doing so is the cause of many embarrassing if not dangerous incidents. If you want to cross the numbers at 115mph and hold it off for 3000' or fly it on at whatever speed you deem best, go for it. I think folks should be able to operate as they please. But I will not agree that it's good SOP because it's not. The real issue is that a lot of low time Mooney pilots look to this and other forums for operational guidance. If you're advocating poor technique as an "alternative" to good airmanship, I would expect the community to label it what it is...sloppy airmanship.

My thought exactly. It must be for candy crush or netflix. He's already got 3x redundancy before he turns on the iPad.

So, I did that one time. Power on stall and I was LAZY and inattentive about having the ball centered. I wouldn’t call it a spin, but it was FAR from benign. That wing dropped like a bullet shot out of a pistol. I mean FAST. Got my total attention and made me realize I DO NOT WISH TO DO THAT AGAIN. I am hyper alert to centered ball on flight maneuvers. I don’t need a face slap. That is a memory like yesterday. Hey, somebody go up high and do that with another plane shooting the video. I would love to see that from another outside perspective. I am NOT volunteering. So far the only “surprise” going along for the ride shock moments I have had in my Mooney. The bounces and fuel running out of a tank I expected based on the circumstances. This? Nope.

Glad you quickly ended that spin. How much altitude did you lose in your less than one full rotation? What altitude did you practice the stalls? Thank you for sharing your experience. I'm actually lining up spin training with an instructor (not in the Mooney) for the near future. I just talked about it last week with him. I have a weak stomach (flying has really helped) so I plan to do the spin training with a barf bag handy just in case. I got airsick the second time I did aerobatics. -Seth

Thank you for all your thoughts to everyone. As the process eases along I took the time and was fortunate to meet Don Maxwell. I found him to be a great great resource. He took time on his day off to come in just to meet with me. We walked thru the hanger and look at various Mooneys and their characteristics. I'd never seen a Mooney up on jacks like a car in mechanic shop. Pretty cool. I will surely reconnect with him and his very helpful wife Jan. I like the C's. If I found one with the 201 front windshield that might the THE ONE. Queston: 4 or 6 cylinders ? Frankly I thought they were all 6's. Shows how little I know.

I taught in a tramahawk for a bit. During stalls and spins if you turn around you see the tail wagging like a homesick dog. -Robert

What, you don't like looking over your shoulder to land???

I'll go with M20doc's opinion as from what I have seen so far on this website. he seems to know what he's talking about. I'm guessing it's as simple as taking out a single power supply out of the 3 and installing the led straight in.

Installation completed! Yesterday I finally flew my M20F, just a test flight but it looks good. With the bladders you also get new fuel drains with anti-ice screen (I think it also block bugs from entering, as you can see below...) and new sumps.

Finally made the trip over to Provincetown, MA today. I took along my favorite copilot. We brought the bikes along for ground transportation. We got to fly directly over Logan on the trip over. (That has never happened and was kind of neat) Ptown in the distance. It was a grey cool day in Ptown but we had a good time anyway.

That was a fun and educational series, thanks! Robert

As a Navy pilot once said, but it's often repeated, "Speed is life". The Marine version is, "A smoking hole is a small price to pay for a shit-hot approach."

I bought a pristine 68 C last January and love it! You get a lot of airplane for the price of a C; that's what attracted me to it. However, I would prefer an F for the additional rear seat space when you are carrying passengers. All around, C, E and F's are terrific values for high-performance singles!

Looks like I need more upgrades...... Sent from my iPhone using Tapatalk

Yep, the Harrier came of age in the slide-rule era I saw a documentary a few years ago that showed a Harrier pilot with an inop nose near - carrier crew basically stacked up some boxes on the deck, and the pilot hovered with the nose directly over the boxes, chopped power, and successfully landed a plane with no nose gear and no damage.

Not quite as modern but from what I have read and seen on documentaries the Harrier was very easy to land and did not have any computer assist.

Progress report, coming along nicely and am very pleased with how it's looking. The one I chose has some real fun challenges to resolve.

No idea what the history is for this guy, but I suspect that modern military VTOL implementations (V-22, F-35) depend heavily on computer assist.

No one has mentioned decent planning. I like to use my second GPS to put one of the indicated fields to be the feet per minute necessary to make home field. So say many tens of miles out, when it starts to show 500fpm to 700fpm that's when I want to think about come down along a reasonably nice decent path. Also, here is another tidbit for discussion: if on a straight in approach, then the view of the runway should be relatively stationary in your windscreen. Just getting larger. Not creeping up or creeping down in the view - i.e., pick something on the windscreen like a dead bug or. scratch or something and keep the runway at the same position. Also - for those that suggested using the approaches in the GPS, or if you are using the above as I said, (and you can use both of course, and I have many times) those are mostly for straight in landings. Vs pattern landings which are the safer way for uncontrolled airports when fitting in with the flow. And of course the pattern entry is of taught cook book - e.g. when downwind abreast the numbers reduce power to xx inches. and decent at such and such speed, then turn to base etc.... which is a different concept than stabilized approach isn't it? But these work well since you nonetheless should roll out on final at an appropriate speed and height or something close enough to adjust quickly and easily.

I like these valves. They work good and they are an Arizona company! http://www.curtissuperiorvalve.com/tablet/products.html

We had a very pronounced fuel smell in cabin and we were NOT losing ten in Two. My guess is somebody is stealing your fuel.

I am not a big fan of leather seats in Texas, but have you tried vinyl ? I still have scars from my youth. I did not know anything about leather when I bought the hides to do my seats. There is a upholstery grade and a regular grade. The upholstery grade is a bit thinner and seems to wear quicker. The khaki is the thicker. Since I can do another cover in about a day and it will cost me $50. No need to do protectors. I should get some 3 years after pictures. And how much fun was it to make Mrs. Yetti a matching handbag clutch with the scraps.

With all that pretty glass who needs an iPad??? Sent from my iPhone using Tapatalk

@Stephen Likewise! Enjoyed meeting and the opportunity to talk to another Mooney fanatic. I only wish the Dallas weather would have been better this weekend. Unfortunately, Mother Nature often has a mind of her own. I look forward to a trip up to your neck of the woods.....hopefully sometime later this Fall. Safe travels back home Monday!! Jeff

In addition to @DonMuncy. I also got to meet @bill98 and @Jpflysdfw for Mooney talk and beers. Wonderful gentleman and great conversation. Thank you for taking some time out; I really enjoyed getting together. Stephen

Winter starts in a C are easy! You will want to preheat if below 40°F or so. You may turn the prop 2 or 3 revolutions before getting in the plane Begin your normal Prestart and Engine Start checklists Run your fuel pump until fuel pressure reaches peak and stabilizes, then turn it off. Mixture Rich, pump the throttle full stroke 4 or 5 times, then set open ~1/2" Wind and set your clock Put on and adjust your headset Rub your hands to get them warm Do anything else to kill time, at least 60 seconds since pumping the throttle (cold avgas vaporizes slowly) Now turn the key and push to start. It will take a few more blades than in the summer, but should start right up. I don't bother to count them since I have 3 blades Of course, this may not help with an E model; I'm not up on the details of your fuel injection system, but it works great on my C.

43.13-3A Chapter 10 Battery Installation. One might start by reading this. It tells you just how to do it. A good A&P can use this as "Approved Data" in install your battery in the back end using 43.13 3A as the "Approved Data" for installation sign off with the appropriate W&B calculations changes to the airplane W&B..

I would re-check the timing on the retard breaker mag. How is your mag drop?

Welcome to the forum Buck! I hangar an F in Mount Pleasant and have a sale pending on my previous Mooney, a C that is currently at Maxwells. There is going to be a Mooney seminar in Longview October 10 through 14. Details are available on the Maxwellaviation website. They will spend one of those days at the Mount Pleasant flight museum. Would be a good time to see multiple Mooney’s on the same ramp and my wife and I will be serving homemade ice cream in our hangar next to the flight museum. I have a pretty crazy schedule right now, but we can try to get together if you would like to see and maybe ride in my F. BTW, my late wife who passed away a few years ago was from Wills Point. Also, don’t let your flight experience make you think that flying a Mooney is beyond your reach. I went from a Cessna 140 to a Mooney after having the same doubts. A little transition training and you will find it as easy or easier than a 172 as long as you remember to put down the gear.

I hardly recognize the old girl

Thank you all for your kind replies. Plane is going up to Lancaster for its PPi.

I'd get a loaded and perfect M20C for $55K, with manual gear, since you said "very rarely" for the 3rd passenger. 3 people in a C is very do-able for 2-3 hours. This, to me, is the best combination of efficiency ($$$), but you can't go wrong with a good E or F, you'll just pay more for a little more speed. On a 2 hour flight, the C will be less than 10 minutes slower than the E, and about 5 minutes slower than the F, for a lot less money to acquire and maintain.

Thanks!

Stephen, I’m a full flaps kind of guy.... prop full in and gear down... braking is happening pretty strongly under these conditions....with the runway made, the MP gets pulled.... I Follow the procedures to the best of my abilities... If coming in too fast or too high... the speed brakes get used to remove some of the excess energy. The inherent challenge is the speed brakes are less effective, the slower you are going.... Overall, i am still controlling speed and altitude with attitude and power... if i am 5 kias faster than I want... the speed brakes come out.... 10kias too fast and a couple hundred feet high... the speed brakes are probably not going to be helpful enough.... The challenge becomes changing configurations on final approach is not a really good idea... generating 1000fpm descent rates would be a bad idea normally... Its a pretty small configuration change at landing speed. A small tool that can be used... Just not a big enough tool to make it part of plan A. Plan A, maintain speed and altitude targets around the traffic pattern. Pp thoughts only, not a CFI... Best regards, -a-

Sometimes a video is better than a description. Nice landing Jerry. Sent from my iPhone using Tapatalk Pro

Thrust is set with the power lever. Prop RPM is normally fixed at 2170 throughout the flight, including on final. Once the nose wheel is on the ground the power lever is lifted past a stop and aft. The further aft the greater the reverse thrust. Initial response is as rapid as the prop’s blade pitch can move from flat into reverse. It feels instantaneous. Up to 200 shaft hp in reverse may be applied for 30 seconds, says the POH.

Very cool! That is a great looking Mooney. My only criticism is that CO spot detector. I didn’t see a Guardian or Sensorcon in there. Cheers, Dan

If you accidentally draw this one out of the hat, can we delete the Cessna in the background?

Today is the last day to submit your entries and I must say it's going to be very difficult to pick the winning image. Any others please get them in by the end of the day today. I am really looking forward to getting started on this. I want to thank every one of you that took the time to respond.

Sticking with the sunset theme. My old 69 C. May she RIP. Cheers, Dan

Another sunset.

This is November 3's personal Caravan Airventure. This year Ute and I enjoyed the best Caravan we have ever had, my own gaffs notwithstanding. I took all of our videos and put them together for this retelling. Just us Canadians enjoying ourselves.

Hello, When is the annual due? What were the compressions at last annual? What is involved in the ECI prop inspections?(I'm new to mooneys) What do you mean by cure date on the pucks? Does that mean they are past due for changing? What is the status of the fuel tanks? Leaking, last reasealed date, etc... Do you have anymore pics? Particularly of the right side of the panel and underside of belly/wings. Sorry for all the questions. I am looking to purchase my first aircraft, and have decided on an M20 for it's speed and am trying to find something I don't have to dump alot of money into up front and can upgrade as I go.

Then again for all of us over investors, we could all hope that this is the new market pricing.

I use a Mini on a RAM mount on the pilot side yoke. I'm pretty sure it was that combo that broke my jaw and took out my tooth. Today I learned that I will most likely need one more tooth removed, 5 or 6 root canals, bone grafting, braces, and then implants. The insurance company is throwing a fit and refusing to cover any of it. It will probably be 25AMU's by the time its done. Throw the iPad away, Install a GTN750 and Velcro a pillow to the yoke. You will be money ahead Cheers, Dan

Stock 63 I used to plan for 135 KTAS and 9.5 GPH. That was always 2500 rpm, full throttle and leaned as far as I could. That was for 8,500 to 11,500 feet. You might go faster lower with higher fuel burn.