gsxrpilot

I'll take a picture next time I'm out at the hanger. The pictures I have now are all from before the GEM install.

I went through this very same exercise this last spring. After quite a bit of research I went with the Insight G2. Both the JPI and EI instruments at the same price point are still using 1970's technology displays. The G1 and G2 have modern full color graphics. They are much easier to read and show all data on all cylinders simultaneously. I went with the G2 for the fuel flow option. And it has become invaluable. It's so nice to know how much fuel has been used, and how much is still available. It also helps with leaning. My local A&P took 30 hours to do the install. But he'd never done an Insight before. The G2 is certified as primary for CHT and EGT allowing you to remove the factory gauges.

Much to my surprise, I might actually find myself in an O2 required situation in my little M20C. I'd have never thought an O2 bottle could ever be needed in a C, but on the return from OSH this year, I spent some time at 13,500 and even saw 14K briefly. Even for my carbureted 180 hp, the efficiency is amazing at that altitude. Where is the best (cheapest) place to get a little O2 bottle? Is the little Aerox bottle from Aircraft Spruce the way to go? Does it have to be "certified"? I've read the discussions where it's much cheaper to fill the bottle at a welding shop than at the airport. I'm wondering if there's a cheaper place to buy the bottle than from a pilot shop where everything is triple the price just because it's for aviation. Thanks,

I made a tow bar from about $20 worth of pipe from Lowes. Put the ring on the tractor, not on the tow bar. I'm pretty sure I used 3/4 inch galvanized pipe, but I'm not at the hanger right now to verify. Parts list: All 3/4 inch galvanized pipe 2 - 10" threaded pipe 1 - 6' threaded pipe 2 - elbows 1 - end cap (thread finger tight after attaching tow bar through front gear) One end goes through the front gear and attach the cap to keep it from slipping back out. Other end is 90 degrees opposed and is pointing down (vertical). Drop this end through the ring on the tractor. I can send pictures next time I'm out at the hanger.

That actually looks like at least 3000 ft of ground without any obstructions. You can easily flare before the touchdown zone on either end and allow your float to get you to it. On take off, you can use the entire displaced threshold for the take roll. It looks pretty simple from the picture.

Where are you in Texas? I'm based in Austin with my M20C. I only have about 50 hours in my Mooney but think it's very easy to fly and land. I found my M20C with every speed mod available, a very nice IFR panel including 530W, HSI, coupled STec30 all for less then your budget. I do have an Instrument Rating and would agree with your plan to get the IA in your own airplane. The Mooney is a very stable IFR platform. I'd be happy to take you up for a ride if you like.

I did a longish leg on the return from Oshkosh at 13.5. I thought the C ran well and still had some climb in it. I don't have O2 but have done quite a bit of high altitude mountain climbing and am very aware of the effects. I was regularly checking for signs of hypoxia. I actually had a fairly long and detailed conversation with flight watch towards the end of the time at altitude and was still quite sharp discussing weather at specific points along my route. That was my first time having the C so high. I am therefore actively shopping for an O2 system so that I can make use of this high altitude capability on a regular basis.

Flaps before brakes saves a lot of tires... as does slower approach speed.

It's so hard to get across the intended sentiment, on an Internet post, and I'm certainly not a gifted writer. I have complete respect and appreciation for all of you on this forum. It was all of you here on Mooneyspace that convinced me the Mooney was the correct first airplane for me. And you were right. The nickname or call-sign 'Rocket' was given to me by the elders in the Mooney Caravan. As you might know, one never choses their own call-sign. And it's certainly not meant as a complement. (That only happens in the movies... cue Top Gun theme here...) But rather poking fun at my 180hp M20C carrying all the speed mods. Lipstick on a pig? I do fly one of the slowest Mooneys in the Money Caravan. I will stick by my belief that there is never only one right way to do anything, including landing a Mooney, the POH not withstanding. At the first briefing for the Mooney Caravan training clinic, we were given the speed and configuration parameters for the formation flight. We were all shocked at the 90 kts speed over the numbers. But were also just as pleasantly surprised at the ease of the landing at that speed. Let me also say that going through the Mooney Caravan training was a huge step forward in the development of my stick and rudder skills. They guys that teach the Caravan training are very serious and highly skilled. There is no funny business with this group. I am a much better pilot for having trained with this group. I just did an IPC this weekend and have never been so steady on an ILS Approach. My CFII complemented me on all the practice approaches I must have flown. The truth is I flew one, the rest was just Mooney Caravan practice. And if you're going to Oshkosh next year, consider flying in the Caravan. It's got to be the easiest and safest way to fly to Oshkosh. Much better than running the gauntlet that is the Fisk Arrival. I apologize if I offend anyone in this group. That's never my intention. But I'll agree with Wakeup that the reading of these threads is good entertainment.

I only land at 90 when landing in an element formation landing where we are two abreast. Its without flaps and on long wide runways. This is standard by the book procedure. We landed 35 of us at Oshkosh this way. And my short body Mooney lands just fine at this speed. And yes I can hold the nose wheel off and ride the mains for 1000 to 1500 ft. It might not make much difference in stopping distance. But it's fun and I'm not using break pads.

You're only 2.5 hours in the M20C from Maxwell's at KGGG possibly the best Mooney shop in the country.

I don't understand why landing a Mooney seems to be such a complicated event. I also don't know how one would do anything in the cockpit without making a positive decision to do so? I generally raise the flaps immediately on touchdown, turn off the fuel pump, and flick the radio to ground all before reaching the taxiway. This is also while applying full back pressure on the yoke for aerodynamic breaking as well. None of it is complicated and all are easily done positively and with deliberate action. I couldn't actually tell you what speed I land at, unless I'm in formation and then it's 90. But then we never use flaps and the runway is very long. Anyway, it works for me.

This was my first time to Oshkosh. I wanted to wait until I owned a plane and could fly in. Flying in with the Mooney Caravan has got to be the best, safest and easiest way to fly in. I fully intend to make this a regular thing.

A two hour flight in two minutes.

http://mooneyspace.com/gallery/image/35692-/ Two versions of cheap transportation and the left seat fits the same in both. 64 Mooney M20C 06 Mazda MX5 Miata

I'm not sure I agree with Piloto. I gave low J money for a very well equipped C and am very happy with the decision.

That's a very nice panel to be replacing. Most vintage Mooneys really need a panel upgrade, but I wouldn't include your's in that category. But Aspen's sure are nice.

Very nice! Now what to do with all that empty real estate?

Hi Phecksel, This is just how I bought the plane in March this year. I gave $48K for it. I've added a an engine monitor and just replaced a mag. Otherwise I just fly it. Almost 40 hour since mid March. Paul

Back on the original topic... I had a 4 wheeler that I purchased specifically for this purpose. I also made a long tow bar out of galvanized pipe from HomeDepot. I used the 4 wheeler several times but was never happy with the ability to push the Mooney back into the hanger. I was always afraid that it was pushing too hard on the nose wheel. There is a bit of a lip to get up into my hanger. By hand, I could take a little run at it, but with the 4 wheeler it was too difficult to steer the plane into the hanger. But the unexpected revelation was the long tow bar. moving the Mooney forward or backward is so much better with an 8 ft tow bar. Also, the 10 inch pipe that goes through the knuckle on the nose gear is threaded on the end which allows me to spin on a pipe cap. This ensures the tow bar doesn't slip out. Using the longer bar has made it so much easier to move the plane by hand that I sold the 4 wheeler. It was simple to make. I think it's 3/4 inch pipe. 1 - 8 ft piece, 2 - 10 inch, 2 - 90 degree elbows, 1 end cap.

I wanna see a picture of the JPI installed. Which JPI did you go with?

I would agree with you and I've just returned to the US from 4 years running the Asia operations of our company. But I don't think Mooney's fit that space any more than Porsche is building vehicles to to solve a practical transportation problem. I hope I'm wrong because I certainly want Mooney to prosper. I like the good folks in Kerrville and I'd like to think someday, maybe 20 years from now I'll be in the market for a 2014 model Ovation. :-)

I've often wondered how large this demographic is? And of course, of this group, what percentage are wealthy enough to fly MUCH more expensive aircraft such as jets or turbines such as the Pilatus. I'm certainly a Mooney supporter and fan, but I also make my living in Sales, and the market seems to be very small for new Ovations or Acclaims.

Let me second how cooperative and nice to work with, ATC generally is... I was returning from an IPC in Dallas. While the weather was beautiful in Dallas, the weather at home in Austin was deteriorating. I diverted West and was able to squeeze between the MOA's around Killeen and the convective weather over Temple. I was pretty low to stay out of heavy rain. Austin Approach called me and asked if I had weather radar onboard. Now my M20C is very well equipped, but I don't have weather radar. I responded but ATC couldn't hear me. Then the request to ident if I could hear them. After the ident, Approach said there was extremely heavy weather over the KAUS and everyone was holding. They knew I was going to Smithville (84R) and had two route suggestions. First I could go direct 84R from my position as they were seeing a 20 mile wide corridor between cells that I should be able to get through. Second, I could continue South and West and then turn East over San Marcus, skirting around the South end of the convective activity. They reminded me I was Radar Contact and I could choose either option. They would see my decision on Radar and accommodate. I could see the corridor on my iPad and decided to take it. This went right through the approach to KAUS between the runways and the CENTEX VOR. But they were happy to accommodate and I made an uneventful flight to 84R. Of course as I got closer to KAUS, I regained 2-way communication with Approach and was able to help them with a PIREP. The landing was in a strong cross wind, but uneventful and was able to tuck the plane away in the hanger. Here's a picture of the route. But I must say, I was very impressed with how pleasant the guys were to work with even with all the weather activity and lots of flights diverting and holding. http://mooneyspace.com/gallery/image/35758-weather/