WaynePierce

Well at least Dan's airplane is a folk hero... landed without prompting from the pilot.

The Velocity.

That's great to know, I had not heard anything about this before.

I had no prior complex and just over 300 hours, my insurance required 15 hours with an instructor. Insurance companies have changed since then, they now want your transition trainer to have X hours in model not just type so if that instructor doesn't have time in a J but 1000 hours in an C, its a no go.

I was going to go the similar route as Fly Boomer, and suggest that it should be placarded near your tire. Or at least it is in my J.

I watched a video on YouTube this morning of a guy "Plane Crazy" (not BrIan) and the factory guy said the single can cruise at 200 mph at 4 gph. Now that's economy even if it's salesman hype and truth expansion...

Congratulations! Very nice looking plane and hangar!

You might also re-think that bulky waste of space Bruce cover and take it with you when you are going to be on the ramp.

The Memphis area is ridiculous. Nothing available for 50 miles around. I just pure dumb luck stumbled in to a shared (2 Plane) hangar when I brought my plane up to KOLV from a space a friend of mine let me use for a while when I first got my J. The shared hangar is owned by the City and the FBO helps me push the plane back in. I pay 425.00 a month for this square hangar. Electricity is included with a bathroom, electric bi-fold door and overhead water system for fires at KOLV. A few hangars became available at a local Memphis airport but they were wore out, old, and I don't know if I could have gotten my Mooney to turn tight enough to get in or out of those. They were probably half the price so I said no thank you.

Before I finished my PPL, 15 years ago I bought in to a partnership in a 180 Cherokee. It was a great platform and not fast so building hours was easier if you need that. I don't. I started working on my IR in that Cherokee, it was dirt simple and no complications, plus it's slow so you have time to stay ahead of the plane in IR training. I was ready for the checkride, or within less than 5 hours and was diagnosed with Cancer so I had to give it up. By the time I was able to fly again my written had expired and I just barely passed that as it was. I started looking for a Mooney 4 years ago and as luck would have it I found a J model listed by All American Aircraft (I got on their mail list so I would see things before they hit the market). Fast forward three years and again I am working on my IR in my J. The only real downside is in the short hops in the local area trying to go missed then do some holds all happens MUCH quicker in the Mooney. It's also harder for me to slow down for the ride from IAF to FAF but that will come with experience. I'm still dreading the written. If you are trying to work on your Commercial it's much easier to get your hours in a Cherokee than in your Mooney. My 5 hour Cherokee trips are only 4 or less in the Mooney. Terrible problem, I know...

I'm in the school of learning to land in a rental or go out and purchase a C or a P. Get your bad landing in these then your bad landings in your Mooney won't be nearly as bad. You will have bad landing while you are learning the 172/52 or even the PA 28 are built for those landings, your Mooney... not so much. Since you are new to this, I would argue NOT to buy a Mooney for you PPL. Believe it or not, you may find that you don't like flying, or your inner ear doesn't like flying. Don't dive in the water until you've waded around where you're going to dive to make sure you don't break your neck.

100LL?

Our airport management does a good job with this as well. When they recently repaved(?) our runway we knew well in advance and were sent numerous emails of when it would not be available. The time before that they allowed the tenants to land and take-off from the taxiway. It's a small single runway Towered airport. That was not allowed this time though. My plane was in annual at a neighboring airport so it timed out perfect for me. We pay crazy prices for hangars and there is a multi-year waiting list to get a hangar. There are a lot of FedEx pilots (current and past) that have hangars here and I think they are passed down from Parents to their kids... but the airport management keeps us apprised of what is going on.

I can't run full rich in my J. If I tried to taxi with full rich I'd have at least one fouled plug by the time I got to run up. My mixture is never close to the firewall tan 3/4 to an inch, even at take off.

I've just heard from my guy and Don confirmed to him what others have told me, that the overvoltage relay is in the regulator. He explained to Don what I have been experiencing and what he has found and Don pointed him back to the alternator... he's now checking the wear on the brushes... hopefully we'll find some answers, this intermittent issue is for the birds. (Or not, since it has me grounded)

My plane is at the shop with an intermittent alternator issue. We thought we had it fixed with tightening a loose wire on the alternator and replacing a partially broken ground wire. It flew good leaving the shop with no issues. Next day taxiing out it showed up again. -30 amps on the ammeter and the Low/High Voltage light lit in the annunciator panel. I flew it back down to the shop and it worked properly on the way down. Now that it's on the ground the alternator is working properly and the voltage regulator tests good. My A&P is wanting to find the Over-voltage relay and he can't find it. He's got a copy of the schematics which aren't helping him with the location. I asked him to call Don Maxwell so this might already have been taken care of, but do any of you know where this location might typically be? 1985 M20J ... thanks in advance.

I noticed a power draw on taxi out for an IR lesson in my J. I turned to the instructor and said we weren't flying that day. I got the plane back in the hangar and put the trickle charger on it and flew the next day to my A&P 16 miles away. I was planning on leaving the gear down the entire way, just in case, but once I got airborne my power draw looked normal and with everything not needed turned off, I raised the gear anyway. Ended up being a loose connector at the regulator and a broken ground wire. I'm about to had down and pick it up this morning.

I would bet that your yokes are solid and you can't add them to your existing set up. You would need to get hollow yokes to add your ptt.

You might think about the route I took (for the most part). Before I got my PPL I was able to buy in to a 4 partner ownership in a Piper Cherokee 180C. It was a great plane, not fast but not slow. Super easy to train in and build time. I started working on my IR soon after earning my PPL, unfortunately after I had passed the written I was diagnosed with Cancer. Before I could resume my training the written was no longer current so I have to take it again. Fast forward to today, I bought my Mooney "J" 3 years ago and retired from work 3 months ago. I now have plenty of time and I'm working again on my Instrument ticket. Things happen quickly in a Mooney and the electronics are more advanced than the Cherokee was. Build your time and confidence in a simpler air frame and the IR would have probably been easier for me in the simple Cherokee. Your insurance will be staggering no matter when you get your Mooney.

Thank you both for your guidance. I don’t have a yoke button it is the on screen button. I’ll check it the next time I’m in the hangar. Sent from my iPhone using Tapatalk

My Lynx 9000 has been working flawlessly for a while now, but yesterday when asked by departure to "Ident" they didn't see it. They asked again and I again pressed the "Ident" on the panel and they still didn't see it. I queried about my squawk code and they replied everything was working properly except the ident function. Have any of you experienced this? What was the outcome? I checked the manual and all I saw listed was where "Ident" is located on the screen, no trouble shooting tips or anything else. Is there something buried in the manual that you know of? I've got another IR lesson tomorrow, we'll see if the problem persists.

I only hope that if I ever experience what you did I would have the same reactions. No harm in ATC declaring for you, it takes the stigma out of it. I also on my very first annual with my "J" used the red handle. It was more work and took longer that I would have thought before the exercise. 310 pilot not too long ago posted on YouTube a video where they actually spoke to their Tower about the lights and had them use the lights on the ground and then again as they were approaching the airport. If I remember correctly the white light was the hardest to see because it was night time and the other white lights in the area. Good job!

When I purchased my "J" three years ago now, it was my first airplane purchase. I knew nothing about the process. I went with AOPA's suggestion on the bank to use. The bank had their own form they needed signed by the A&P doing the PPI. It asked and required a check beside each thing the bank required to be done for the PPI and the A&P had to sign the document and return to the bank. To be fair I'm not sure if wing spar corrosion was on that form or not but it would surprise me if it weren't. Sorry you are going through this but it's going to be better once the spar is repaired or replaced.

My answer wasn't listed... I find it harder to get out of than other planes.

More than last year but not nearly enough...