ZuluZulu

I had an absolute nightmare of an experience during almost all of 2022 dealing with one particular shop in California that failed multiple leak checks over the course of months and then started getting hostile and aggressive in their communications. It's never been right, it's still leaking from new locations on the wing, and now they refuse to reply to my calls. After all that, I would STRONGLY recommend you go to the pros: Troutdale if they're still doing it, Weep No More in Willmar, MN; or Wet Wingologists East. I wouldn't wish my experience on anyone.

Do you regret not getting the Ensolite? Would you order it if you were doing it over? I'm trying to decide if I need it or not. Probably getting the nylon.

This is my question. Seems like there have been no updates from the factory or Jonny for quite some time.

"Colors: Yes" Which material did you go with from SCS, and did you get the Ensolite backing or no?

I'm looking at the SCS carpet package. Quick questions/requests for PIREPs: 1. I'm leaning toward nylon. Would anyone who got nylon recommend the Ensolite foam backing, or can I skip it? 2. Has anyone with an MSE (~1994) had any fit issues with the pre-cut M20J 201 kit?

A friend used to fly a fixed-gear Saratoga in a flying club. One of the few, I think.

Would a Cherokee Six/Saratoga handle grass strips as well as a 206? I’ve never flown one but I have flown 4-seat Cherokees.

You might be interested in reviewing the Volunteer Pilot Protection Act, which was passed as part of the FAA Reauthorization Act of 2018. https://www.law.cornell.edu/uscode/text/42/14503 https://noplanenogain.org/aca-lauds-faa-reauthorization-act-for-providing-liability-protection-for-volunteer-pilots/

I've always had a soft spot for cabin-class Cessna piston twins, so I'd take a Ram 340 or a 421. Turboprop department, give me a King Air F90 please.

I bought a pair of these used from some guy on BeechTalk and can confirm, I look 10 times cooler now. Also, are we sure "Moonies" can't be beat?

That's not all: there's a whole airport, too!

If you want to challenge yourself a little and grow more as a pilot, and possibly venture out on some more far-flung trips, get the Mooney. If you like what you have already, have no interest in longer missions (or would prefer to maximize time-building), and appreciate the peace of mind of a known quantity, keep the Piper. It’s hard to get a plane just how you want it, so don’t change just to change. With that said, if you’re going to step up to an M20C, that sure looks like “the one.” (Subject to a thorough pre-buy of course.)

@OSUAV8TER Is the G3 better than the Pro? I have Pros for my landing lights and G3 for taxi. Would G3 landing lights be brighter than the Pro?

My plane had a BOM on the right wing when I bought it. I think I sold it after a month of flying. It was constantly disconnecting and reconnecting to the iPad and turned out to be more annoyance than anything. All my mentors/CFIs would ask, "what the hell is that?" quickly followed by "why?" Plus it looks kinda silly on the Mooney's laminar wing, IMO, but YMMV. If I had a Cub, 150, or even a 172 I'd probably install one but to me it interrupts the Mooney's sleek profile. I'm glad you're getting more use out of yours than I did.

And here I was thinking Bendix King had accidentally ordered way too many screws.

I, too, want to get in on this, so I will consider offers for my 1994 MSE at the generous discount of $100,000 less than @ilovecornfields is asking here. Lasties, no take-backsies.

Here we go again...

What else is in your panel?

These seem like pretty long trips for any single engine non-pressurized piston airplane, and the frequency you need to go only increases the risk. Doing this VFR consistently is IMHO not very realistic, there are going to be times you’re going to have to wait out weather. Are the airlines not adequately meeting your travel needs; i.e., are you trying to get closer to your final destination by accessing airports the airlines don’t serve? Will this actually save enough time to justify doing it? Going from not flying at all for 15 years and no instrument rating to dispatching to frequent 1000nm business-critical trips in all kinds of likely weather conditions is an awful lot of mission to take on. If you “need” to get there on time for meetings or other business, that’s just going to increase the pressure on you and tempt you to disregard personal minimums. If, on the other hand, you just want to fly again, that can be done without taking it to such an extreme. Your past experience counts a lot, and you know how to handle ownership, but it might realistically be a while until this mission actually becomes feasible, factoring in the equipment, training, proficiency, and preparation. Just my two cents!

Wish my plane hadn't been in the shop

My favorite part was missing multiple radio calls because he’s more interested in the cameras than paying attention to ATC.

Not really apples to apples to compare a new certification that incorporates integrated avionics as part of the TC to retrofit avionics modifying an existing type certificate that’s many decades old.

Just curious, what's the mission change that needs a J instead of a C? A little more room in back?

What do you get at 100º ROP (not 120), at 7500' (not varying altitudes), at 22.5"/2400 RPM (not 22"/2500)?

Everyone who starts another one of these threads should have to donate $20 to MooneySpace!