Niko182

At 4000ft runway at 927ft elevation theres really nothing to worry about. it'll feel a bit sluggish compared to what you're used to, but its still a mooney. I'd rotate about 5 knots faster than what you're used to. the rest is pretty identical. expect a lower climb rate.

right now you're at 3519 views. when going on to mooneyspace.com click on the genereal topic, in this case "General mooney talk" and look at the options. the option in this case is "An absolutely horrible day!". look to the right of that title where all the picture of the latest user post is and it'll tell you the number of posts and views. BTW, options for your prop consist of repairing the prop. if you go to MT prop, the weight will drop from 80.6 on the MCcauly to 60.4lbs. if you go hartzell prop, the weight drops from 80.6 to 72.5. also if you went with the hartzell prop, I wouldn't be surprised to see somewhere of a 10 knot increase in cruise speed as the Original Ovation 1 had the same prop and would cruise somewhere around 175 with the 3 blade prop. most people with the Acclaim props see around 185.

In the J-3 i learned to fly in, I also hand started it from behind the prop.

this was a question. not a statement. but I can understand that they only sold 7 in 2017 as the certification came out pretty late in 2017. hopefully they're doing pretty well this year and for the years to come.

I believe @TheTurtle stated in another post that his annual was 800 bucks.

they probably bent upon impact. doesn't need to be running in order for the blades to bend.

you have the proper layout for your instruments, but its still somewhat a shotgun panel with it not being straight. Do what @gsxrpilot offered and either make a panel yourself for 200 bucks, or most shops charge around 500 bucks for panels layouts. This is what you want This is what it would look like without a new panel. this is fine, but it doesn't offer a flow of instruments, and I think the panel above looks a lot cleaner. also make sure to get flush mounts. Its an extra 200 bucks and it makes the panel look way cleaner.

I have the 100 buck plan. Its what I'll have until ADSB is in the aircraft. Its the cheapest version, but even the 300 dollar is completely worth it. 300 bucks per year is pennies on the dollar when considering the price of aviation.

8 and a half dollars per month is pretty damn cheap IMO. Especially considering the fact that I don't need to buy any VFR/IFR charts where ever I go, and I can get live weather with it from ADSB.

Jet A fuel is cheaper than 100ll and cruising at 300 burning 32GPH instead of 145 at 10GPH. thats 10GPH more but the difference in price of fuel makes that comparison closer. Also factor in that your climb is shorter, and you just go. no run up or anything. then again, 1st world problems.

Signature got replaced by ACI jet, and ACI jet is the nicest BO i have been to so far. bunch of snacks. fuel price is okayish, and it is at the midfield runup, which would shorter your taxi, but not by anything more than 50 seconds to a minute and 30 seconds.

Theyve only sold 7?

Ive personally done one on hotel. Which is where the tower runup is. You may be able to request it. If you takeoff before 7 you can depart 2L on the otherside

My bad.

The type S was 310HP from the factory.

this might help a tad bit if the 201 style glareshield doesn't work

Engine management in any engine is critical to longevity.

Just imagine landing at an airport and the guy in his cirrus parked next to you walks up and asks you what that is. The look on the Cirrus owner and his wife's face will be priceless. Included the Cirrus owners wife because no single guy buys a cirrus.

Personally, I have always been a fan of turning on the autopilot, slowly down to 90 knots indicated, opening the window and doing it the proper way. you have a pilot relief tube. I have a pilot relief window. Edit: don't take me seriously please. Its a joke.

im at 1600 without switching any cylinders on an IO-550G

I'd still pick john wayne over Fullerton. you pay a ramp fee and a tad bit more in gas but you get a full service FBO, plus quite a few rental options, SID's, an ILS and an RNAV approach going to 200 FT minimums in the morning and at night when the marine layer gets around 1000Ft ish overcast. Fullerton does have a VOR A approach, but it is to 700ft or something. And if you land any where in between 6am and 10am and 3pm to 7pm, enjoy the at least 1 hour drive from fullerton to UCI. right after flying for 2 to 3 hours. Traffic here is a nightmare, and the 3 highways you'll be taking, (405, 55, and 5) will make it seem like forever. BTW whenever I get back from a flight around 5pm, I drive to UCI's chickfila and wait out the rush hour. its a 7 minute drive to UCI, vs an hour of driving. IMO john wayne has never been a hassle to taxi around. you're on the east side. ask for 20L and I doubt the wait will be any long. Just my 2 cents.

Yes. With climb rate i get i can make it to 6500 ft for the coastal route which is the way i would recommend. I would avoid the special flight rules area. Once flying a cessna a couple years back a baron was flying at the wrong altitude and missed me by 2 or 300 ft. He wasnt on frequency either. Just tell clearance dilerevery you would like to fly across lax via the coastal route.

All long body mooneys exceot for the Bravo and The L dont have cowl flaps

Next time you land 20R just land long. Do not exit at hotel. Atlantic is way down there and its easier to go all the way down to echo.

Most likely they'll send you to 20L unless you're on an IFR flight plan. Just contact ground and usually they clear you directly to Atlantic via Hotel Alpha. if you're leaving from atlantic, ask for midfield run up, which is the run up most people use on the east side of the field. Ground operations are pretty straight forward at john Wayne, and in my experience, its never taken me longer than 3 minutes to get from the end of runway 20L to my tiedown spot at the southwest side of the airfield on the opposite side of the main runway(20R). Taxiways are wide enought for 2 way traffic, except when you have an airbus or boeing taxiing from the end of the runway to the gates. controllers deal with a lot of students at that airport so be straight forward, and they'll help without an issue.