bonal

Agree with the second part but when I think of an automotive counter to a Cirrus I don't think BMW I think Dodge Grand Caravan

Yet they are the most loyal loving creatures on earth and have far fewer foul habits than their human masters

I was at a disadvantage parking my 150 not 50 yards from a major Mooney shop. Seeing all the different Mooneys coming and going made it tough to move up any other way. Since your goal is to get your IR really think about the avionics you want as well as the normal pre buy inspection when doing your search. As many here on panel space, I mean Mooney space it's a lot to invest to upgrade your avionics as compared to letting the previous owner pay for it. Have fun and good luck

Hence my point about significant cylinder head design changes. It's amazing how much performance we get from modern engines running on the crap they sell at the pump. I wonder what would be possible if we could get 103 or 105 octane at the pumps like the good old days

I think my V6 150hp Mercury weighs around 320 pounds and that's the total weight including everything the power head the housing lower unit and trim and tilt hydraulics as well as the bracket that hangs it to the transom. Actually the oil injection is extremely simple and reliable it also has a backup oil supply that provides around 30 minutes reserve in the event of a main system failure that has a built in warning horn to advise the operator if there is a failure. Also, these engines often sit for long long periods of time with no use and suffer no detrimental effect. Ad to that we all worry about corrosion these engines are designed to operate in salt water can't think of a more hostile environment than that and continue to run year after year. edit, a two stroke diesel would be nice not needing an ignition system but as I said before my Mercury has redundant electronic ignition systems. Marine design has some serious safety concerns just like aviation

Lots of discussion on the need for a replacement to our traditional engines and for a number of reasons most significantly high cost of manufacturing and fuel availability. I agree with the comment that our traditional engine does the job it was designed to do very well. I don't know why they are so expensive to manufacture other than the stupid product liability that is needed to protect from ambulance chasing attorneys. The other is because of the environmental battle against the lead in our fuel making it so hard to get outside of North America. All other forms of internal combustion engines have been designed to operate with un leaded fuel but this is not going to happen without major design changes to the cylinder heads and computer controlled ignition and fuel injection. In response to the diesel outboard well I do know that the lower unit on my v6 Mercury is no where near 150 pounds. One of the biggest complaint that the out board consumers had when environmental requirements forced the use of 4 strokes was the additional weight of these engines. Not as big a deal on a boat but still has an impact on WOT performance on their respective hulls. As for what would be a great engine for an airplane my favorite would be a V6 or 8 cylinder 2 stroke. These motors are designed to run a 100% power for long periods develop high torque at lower rpm and are super light because there is no valve train needed. With fuel injection along with oil injection run very clean on unleaded auto. And since their is no valve train the engines are extremely compact which would allow for the needed water cooling so you would not have a big areodynamic penalty since the engine is so much smaller there would be room to provide air to the radiator. As for life span my 1986 Mercury still makes max RPM and has never been overhauled. It also has redundant ignition systems since being at sea with a dead engine is arguably just as bad as losing one in flight.

I usually don't have much to add do to a lack of knowledge on most threads on the MS and this may fall into that same scenario. Back before my Mooney ownership we were the proud owners of a nice little C150 that I bought to train in. During that time the FAA issued an AW directive advising that intentional spins were prohibited. The reason given was two incidents where following accident investigation found that the rudder could become jammed or caught on the fixed rudder stops on the tail. The two options to resolve the issue was to install larger bumpers on the stops or to mount a placard on the panel stating intentional spins prohibited. IN the two investigationss one was an airplane that was out of annual and the other was undetermined if the stuck rudder was the cause or if it was resultant of the impact. This was two incidents out of a fleet of over seventeen thousand 150's. The consensus was that the addition of the rubber bumpers would in fact reduce rudder athority. As mentioned before it takes very quick and full control deflection to get the 150 into a true spin. Lots of fun by the way. My point is there are many different reasons for spin restrictions. I opted for the placard on the panel and then from that time forward I would only accidentally spin my 150.

I love this comparison. As someone that spent a number of years racing sprint karts the steering is very heavy but nothing short of an F1 car is more responsive. I never even think about weather control is heavy or light it just is what it is and becomes second nature even when doing steep banks just turn trim and let go the yoke pressure and around you go. As others have said the Mooney just feels tight, think it and it responds.

its a new year and we were going to get out and fly today but winds were really whipped up and the sky's just didn't look very friendly. I hope all of you fellow Mooney Space flyers will share your flights with stories and photos here on the today's flight thread. Hope everyone has a great year in 2020. Thank you in advance for all that participate

We watched this and found it to be very entertaining and nicely done. Historical and technical accuracy not important even though there was some historical reference. It was fun to watch and we really enjoyed the sets and depiction of the period. Definitely wondered when they were going to pass out from lack of oxygen.

Just wanted to take a moment to thank all of you that shared your flights and stories on this thread. Hope everyone had a great year in 2019 we are all so blessed to be able to take to the sky in our machines. No matter what type Mooney or other great aircraft you fly they all bring a very special set of emotions and joy that we all have in common. Wishing all of you a happy and blessed new year

I don't think $50K would buy a similar C today, but it for sure won't buy an E or F. this is true in the current market unless one can find the mythical unicorn. The OP indicated a budget of 50k but does not mention if this leaves money for always needed issues as time passes. And as so often happens with this kind of thread the op asked and then makes no effort to provide more information about the type of mission and loading requirements they are going to have basically no follow up at all.

Oh hell yes.

Welcome Warren, you don't mention number of expected passengers if more than 1+1 most times you might want an F as you know the leg room is better in the back. However, we have never had a problem with 1+2 but then I'm only 5 10 which means my seat is quite a bit forward. Based on your budget I think your best bet is the C because you will be able to purchase the best version out on the market and still have some money saved for the always needed fixes that seem to come up with new to you airplanes. If you made those coast to coast trips in a 150 then any Mooney you pick will have much better range and speed. Personally I like the manual gear and flaps. And I know this may be disputed (normal for me) but I think the simple carburetor is more reliable than the fuel injection. Carb ice has never been an issue with our C. Also an o360 is less expensive to rebuild than an io360. Good luck

Yesterday our friends granddaughter came to visit, she's eight and the first thing she asked was if we could go flying. It was severe clear so couldn't say no to that. We flew down to Nut tree as there is a Fentons ice creamery just a short walk from the field. Don't know what got into Snoopy but was actually able to see the CHT gauge peak and decline before engine began to run rough at least 25 degrees LOP. Never been able to do that. We were at 6500ft 2450/21 getting IAS of 137 knots. OAT was about 35 degrees and altimeter was 29.92 snoopy likes cold air. Not nearly a single bump in the air but VCB was gusting to 21 at about 80 degrees off runway heading. Anyway was a great day to be out flying.

Engineering and science still can't agree on this because they think out of the left side of the brain. Us right side folks know it's all about delta P which really means pixie dust. It's not about who makes the best wing or most powerful engine but who makes the best pixie dust. I have really enjoyed this thread.

Welcome sir, are you selling or are you looking at the described to buy

I met Bennett at a gathering put on by Lake Aero. He was very friendly and seemed very interested in my flying I enjoyed speaking with him. Also a favorite poster here as mentioned before always straight forward and respectful to others. God speed sir may you always have smooth air beneath your wings.

Merry Christmas to all and whatever brings you joy may your holiday season be a happy one

For some reason could not add text to pics above . Well we got a break in the weather yesterday and today so we got Snoopy out for some Santa sleigh ride shopping to STS yesterday and VCB today. I have to say Sonoma Jet Center continues to impress. They were very busy and the courtesy cars had just gone out ahead of our arrival. They arranged a lift ride for me and my wife down town and then got us another ride to return to the airport and covered the cost of both trips. Above and beyond good service. Nice flights both days without any problems other than the crowds at the mall. Living in the country you lose tolerance for critical mass but was nice to see so many people out enjoying the holiday season. Merry Christmas every one and wishes for safe travels throughout the season.

Poor choice of words my bad not what I meant. I guess I really had no business responding to this thread. It was a rainy day and I was bored. Sorry everyone. im out

And Paul as I said if I were an IFR pilot and flew the kind of missions you are able. I would be on the other side of that coin. I think horses are beautiful animals but I've no desire to ride one. Sorry if I pissed you off not my intention but it seems like people don't accept my version of the passion for flight as its not the same as theirs. I do have a garmin 296 and like the information it provides. Everyone wants to see the costs associated with flying and owning an airplane go down but all we talk about is this upgrade and that upgrade shoot most of your panels are worth twice my whole plane. And I celebrate all you are able to do with your awesome Mooney's.

I guess I have to re read it again but I'm pretty sure he discusses many variations of air flow and its relationship to angle of attack not just chord and direction of flight. As for new technology my old c is based on a design not much newer than a cub. I think a C is a great stick and rudder fun to fly basic airplane the only thing I miss about my C150 is doing full stalls to fully developed spins. I'm not advocating that folks shouldn't enjoy equipping there airplane with the best tech money can buy. I just derive my enjoyment of flying from a different perspective. If I were an instrument rated pilot that needed to fly in challenging weather I would be on the other side of this coin but that's not me. I like these discussions because it reminds me of what's important when it comes to safe operation of an airplane. I remember a fellow called me stupid or something not nice years ago around here because I mentioned the importance of airspeed well his comment got me thinking about the importance of AOA and wing loading. All I'm saying is the more people rely on technology the more they risk losing the ability to feel what's going on around them. Please correct me if I'm wrong but aren't the airlines going back to a greater emphasis on stick and rudder skills in their training because too many incidents have been attributed to the pilots dependence on the airplane doing all the flying.

I think your excitement about gettIng your PPL is great and helping your family this way also commendable. If you decide to do your flight training in the Mooney and if you are able to resolve the insurance issues i would strongly recommend a CFI that has Mooney experience as opposed to your friend. Doesn't matter if he is a good pilot and instructor what he can't be is well versed in instructing how to fly a Mooney. I know they aren't the most challenging to fly but they do have certain requirements like all types do and you would be doing yourself a disservice by not using a CFI that can teach you rather than learn at the same time. I'm sure your friend would understand and respect that. Mostly be patient as there are many steps on this path and they are all important and worth the effort