WaynePierce

Junkman, We originally just thought we could only dream of a fly in community but that may be something we could swing. I've noticed there is a HUGE shortage of hangars everywhere, this has been very dissapointing. Flyingscott, we have actually been looking very hard at the Bryson City area. We would love to be in North Carolina. We've got grand-kids in Greensboro (and their parents) as well as here in Memphis.

Sounds perfect, but we're still probably a couple years away. I'm retired but my wife plans on working another couple of years, so we're trying to just get some ideas and maybe an excuse to fly out and check on things. We've also looked at very West North Carolina but hangars don't seem to be available and State income tax...

I'm looking for a place near the mountains to retire... And keep my plane hangared. Currently in Memphis but keep the plane in Mississippi.

I replaced mine with the GNS 430W that i moved when I installed my Avidyne IFD550. I would not recommend doing this and expecting it to be inexpensive ...

I hope yours gets put back together quicker than mine did.

I would also highly recommend that you get on Jimmy Garrison's email list for planes he has coming in before they are listed. He sells many planes that way, that's how I got my J. Jimmy Garrison Office 830-438-4081 Cell 210-872-1110 (If I don't answer, please text - I don't check voicemail often) Mailing Address: P.O. Box 1223 Boerne, TX 78006 GMax Email Address: jimmy@GMaxamericanaircraft.com

Even in today's market I think this is way overpriced. Non Waas, Non ADS-B, Lancecasper is right.

I'm glad to hear that. Maybe I'm just a little more concerned about them because I had one side fail on me very soon after I took possession. Very soon was probably like 25 hours on it after I had purchased.

That is exceptionally good looking. I, too, like the raptor beak look on the cowling. Was that accidental?

I'm surprised the engine, when rebuilt, wasn't swapped out for a single mag x2 rather than keeping the -D... They kept the -D in my J as well when it had it's engine re-done. Congratulations, GeneralT..., this may be the fastest turnaround on Mooney Space from what can I get to I got one...

I forgot to mention in my earlier response.... If you are serious and starting to look seriously, get in touch with Jimmy Garrison at gmaxallameircan: Phone: (830) 438-4081 Email: Jimmy@AllAmericanAircraft.com He keeps a list of people that are looking and sends them advance notice of when he is getting something new added to his inventory. Check out his current inventory here: https://www.gmaxamericanaircraft.com/default.htm

Three years ago that got me a 1985J with enough of that left over to update the avionics. Prices are definitely higher this year than they were then, but it will give you some idea...

As Matthias stated... I'm rather partial to my 1985 J. Of course it might be because it's the only Mooney I've ever flown :-)

At my last annual I had squawked unusual amount of oil being used. I was having to put in two quarts after a 4 hour flight. We checked compression and it was good, we pulled the plugs and they were clean. We pulled the oil filter and cut and inspected and found nothing out to the normal. I wasn't dripping oil on the hangar floor. What we did find was a little blow by from the the intake tube to one cylinder and some seepage from the oil fill tube where it goes in to the engine. We replaced both those "O" rings and it seems to have solved the issue. I've only flown short distances since annual so no good test yet but after a couple of hours total flight time the oil seems to be staying on the same spot on the dip stick. We also switched from multi weight to 100 weight. I may have some terminology incorrect in the above but it is what I remember.

I bought my Mooney to go far, quickly. Until electric has advanced to the point where I can go far, I'm not interested. Same reason I have a gas burning automobile event though the go far isn't nearly as quickly :-)

Been there and done that... now I have the tape on the floor and an extended "center" line taped on the asphalt going in to the hangar. I'm in a shared hangar and I have to back it in at an angle.

The Cherokee I got my PPL in 11 years ago did not have passenger side brakes. I guess it depends on the DPE and perhaps the relationship the DPE has with the CFI?

Just out of curiosity, do you have more ground clearance with the prop now than before? I was surprised to learn that there wasn't any difference in ground clearance with my 2 blade than a 3.

If you look in to the Amazon deal, be sure to sign up for the "smile" account so part of your money goes to the Mooney Summit.

This is an interesting thread. I'd considered the halo type before but never moved on them. I've used ANR since I started flying even during PPL training. I'm a late comer to Aviation even though I always wanted to fly and solo'd in a Piper special in the late 70's. No hearing protection then. I've had Tinnitus for probably 30 years and I lost the upper frequencies years ago. (You know that frequency that your wife's voice seems to live) It's funny we have an egg cooker that sounds a high pitch when the eggs are done, my wife, in her office upstairs can hear it going off and alerts me when I'm in the living room next to the kitchen. I can't hear it until a couple feet away. Hearing is important, all you youngins' out there, protect what you have.

I am no expert, unlike a lot of the folks that have given answers here. But I was a lowish hour VFR only pilot that transitioned from a Cherokee, and I'm only a little older than you are :-) The hardest part for be was two fold, both of them in the landing phase. Proper speed control on the pattern and learning the sight picture on the flare. I'm still getting better but not mastered after about 50 hours in my J. I have gotten much better at speed control and a little better on the flare and touch-down. I have also started to not trim all the way down but to trim to short final and once I've gotten the runway made and power to idle I use both hands to slow the decent in the flare and keep it just off the ground. This seems to be working better for me than trying to land with one hand. The Mooney is a breeze to fly and to get where you are going. One of the worst things about the Mooney is how hard to build time in it. Where your Cardinal or 172 will take you 3 hours to get there, the Mooney cuts that time considerably. Have fun, learn well and you will love it.

I found it kind of funny when they stated that, if you experience an engine out emergency, the Mooney has a glide range of 34% more than a Cirrus. Considering that if a Cirrus driver has an engine out, most will pull the chute and glide range is based on winds, and the Mooney keeps gliding to the landing.

The "squirreliness" is only during take-off. I think the dash to the left side of the runway may have been a brief crosswind gust upon landing. Normally the landings are pretty firm and down the center.

So, I just got the plane back from annual and one of the things I had them double check and I went to the shop to observe and see for myself, was the steering linkage. I had quite an unexpected jaunt to the left of a great big, wide runway recently I also, on every take-off get a little "loose" right before I leave the tarmac. Everyone was very helpful in recommending the 8 Second Ride, and having the linkage looked at. Mine was fine, no slop, the alignment with the rudder was also correct. Then I watched a video on YouTube with a CFI-I and a student in the left seat of a M20J, and the CFI-I mentioned to the student he may need to put slight pressure on the yoke to keep the nose down on take-off. I never thought about my "squirrely" handling on take-off possibly being due to the front getting light right before take-off speed is reached. I will play with the trim and see if making it a little nose down may make the handling better. Where do you other "J" drivers trim for take-off? Center of the block, top of the block or bottom of the block?

Isn't there a web address where you can enter your tail number and get a report of what you're ADS-B is sending and if it's correct?