Ibra

Just take it, as long as the seller is happy to be paid on arrival and he puts fuel on the other wing !

Yes, usually the case for avionics installations or additional approved kit but for a landing gear? Landing gear troubleshooting issue has to be in the POH (never heard of a gear installation suplement in the AFM)

Does that everytime I pass the threshold +5kts than I should, luckily after a bounce the Mooney likes to go back flying in the air at almost circuit height than taxi straight to the hangar !

I think Mooney's sits well in the same rank as Falcon 900ex/2000ex and I mean literally ! I recall, everybody else (Cessna, Pipers) were sent to park on grass that day except Mooneys & Falcons I beleive those two bizjets were for Game Of Thrones casting crew during the 45th Deauville American Film Festival, St Gatian airoprt, France, Sep7th

Yes, I have an FAA VFR PPL(under 14.cfr.61.75) with current BFR that I use to fly an N-registred M20J outside the UK, some rentals are happy with this but their insurers ask for +300hTT hours without an FAA IR I will be flying visual down there and I plan to keep well away from any convective weather, after all we want to enjoy scenary from the air at slow speeds rather than commuting there quickly or stuck above clouds (got an IR valid on UK aircrafts but still not valid for flying in caribbean cells neither )

I discovered that as well the same way as Amelia, luckily issue was solved in the air after 2h but I was just lagging behind my plans I was trying to push to far destination with gear down, figured out half-way that range/fuel burn was not on my side, so decide to divert to a place mid way By then I had chance to open/read the whole book*, I figure out issue and fix it, so went back to original destination but could not make it and had to divert a second time *Carried a short simplified checklist, it did not have all emergency/trouble shooting procedures, that is when you really need it or just open POH/AFM

I bet two of my friends flying an airliner from door to their destination airport on a similar 400nm leg flying an Archer (on a Mooney, I would have been in a swimming pool waiting ) On a winter day like today, they could win that London-Bergerac challenge with a donkey...

Thanks a lot flyboy, some looks neat but they have the wings in the wrong place (wife prefers sitting on wings than hanged to them) but I will check with them for that nice Archer

Thanks Dave, will give a shout when we are around the Miami area !

Yes this one produced along original type certificate with Continental and it was almost identical to J3 I did visit the grass strip underneath in the Mooney (550m/1600ft), I need a cold dry day with gin clear sky and +20kts bonus wind on the runway, you don't get that many weekends like that in London (UK), especially dry day & clear sky

If I think green and fun: I do long hours of solo gliding in clean and calm air, the max was 7h with zero emission, tough sun heating on those thermal days is a bit excessive but that is not my fault other than that I just think green and money: I fly direct to places with friends/family in aircraft LOP Last resort, for touring trips I fly a slick Mooney/Diamond and I rarely touch those square or oval size Cessna/Bonanza, in the long run it has less impact on the planet Obviously, if one wants to do very good to the planet, the best is avoid having childrens but where is the fun in that?

why C90/95 are not powerful enough? but here is the baby and "super cub" is on her birth certificate, calling it J3 is a mistake Did not know Mooney had a 21hp, what speed do you get 21mph !

Thanks mike, it will be a long shot to get that M20E, so I more than happy to take a familiar school type now (slow is better for flying over Bahamas and in the busy FL airspace trying to get sense of the RT ) Dave, we will be flying to Orlando from NYC but I have a car to wonder around down to Miami along the beach, the plan is to fly to Key West/National park before a water crossing for 3 days in Bahamas and back to Orlando, Insurance, I understand guys renting in Florida will have this covered for aircraft they rent for trips to Bahamas (but yes, a C182 I used to rent in NYC area did not have that insurnace and I am not sure about its N-tail number dimensions otherwise I would have gone for that easy option) Thanks tmo for that one will check with them !

For landings, I can get always away with 1800ft without breaks by flying 10kts above stall bellow that factors like wind, temperature, fuel, weight and if we had lunch gets into the picture On soft wet runways, 2400ft is about a good number for my takeoffs My home base is 1700ft and has both grass and tarmac but I don't visit unfamiliar grass places if they are not above 2200ft maybe worth a visit by car or better in a 90hp Super Cub to check how high the trees at the end of the runway, if I feel surprised probably not a good idea in a Mooney even with 200hp

Hello Mooniacs, Me and wife are planing vacation in Florida & Bahamas next year in January or March and I am looking to fit some private flying (ideally rent an aircraft for one week to fly it around Florida with few days to Bahamas) Unfortunately, it is too far and crazy to try crossing the Atlantic in the winter on my Mooney from the UK, maybe when we fit a twin jet engine to the M20J , so I will be looking to rent an aircraft for one week (C172/PA28 probably as no one on earth will rent his Mooney ) I am familiar with flying in the US (NYC & LA areas) but this time I am looking to try a foreign trip to the Bahamas, I hold a UK PPL (with instrument/instructor ratings) but unfortunately my FAA PPL is VFR only, did anyone had any luck renting in Florida for foreign trips VFR? how is the weather on January vs March? Anyone who flies around the FL area have some FBO/School rental contacts? or some tips if they have done the trip VFR? We are planning to be around Jan16 to Jan26 and Mar15 to Mar28, Thanks a lot, Ibra

Took 2 friends for a 30min UV session overhead the airport at 5000ft while under it was 800ft overcast grey dark day

Assuming you have lot of power to reach Vx or Vy with gear down very soon in ground effect, once in climb the gear down does create drag without any impact on your lift, that actually help acheiving a steep climb angle, if you don't follow the intuition ask why a STOL aircraft climb on full power and full flaps? In practice, in a heavy touring aircraft (full of fuel & pax) what kills your short field takeoff petformance is the ground roll to liftoff, whatever you do in the climb seems to have less chances of fixing anything, I would just consistently learn to go with flaps at takeoff position, accelerate in ground effect and climb at Vy then retract both takeoff flaps/gear once clear of obstacles and worst case I will just aim for top of obstacles with lot of speed excess while resisting temptation to pull up anything (stick, gear, flaps) This technique works for me, it is not the best, but having done this many times I know exactly how much speed margins I have for various short runways (as it is hard to judge your height margins when flying at Vx) I visited as well if I can comfortably make it somewhere else before trying, and even if I am wrong I can still pull the stick and I may get away with it...

I can't find an easy way to build time appart from few days tripin good weather, I tried to build hours by squeezing few at sunset/night after work, local flights in winter weekends with weather but they rarely accumulate that much, it takes 3 months to get as much as flying in a single 3 days trip Obviously, if flying at night is your only option now do it but not for very long (one would get one or two engine stops in a lifetime, my first one and hopefuly the last was stupid fuel starvation)

Yes, it got that checked on each annual, I was referring to try it while flying? It is a pleasure to see the gear extended while outside and aircraft on jacks, something pilots are not used to see while flying

How often people try testing that manual extension while electrics are still OK? (last time I pull it for "12 arm gym practice" was 1 year ago)

The grass I visit regularly to is 1700ft as well (+300ft displaced thresholds on both sides), it tends to be hard choice beween 60kts overhedge and no breaks or 70kts and lot of breaking, I fly both profiles depending on crossinds/gusts but it seems no go around once I touchdown and rolled for second or two, so having working breaks is a good backup, on tarmac where I am based, I rarely touch them appart from the usual checks and turns

Yes the part is Mooney one and was about to let go on the right side, I used to fly to grass (sometimes wet) and leave it for one or two weeks outside so probably the cause? it is also the same place where I really need breaks (unless I am in the mood to slow it down to 60kts over the hedge)

First post on the forum ! How often do you see this on an M20J? I do look well when cleaning the aircraft but this one took one year to spot it and now I am more concerned with breaks failures and careful with my toes