40_Year_Dream

Here's another Mustang, located in NM, 1N1 : https://grandrapids.craigslist.org/avo/d/edgewood-cleaning-the-hangar/7805393271.html

Interesting - as an instrument pilot-in-training, the 'lost comms' procedure is still being taught, and is on the written test i.e. fly to cleared altitude (or minimum), up to the 'expect futher clearance at xxxx', etc, etc.

The J is finally back flying, as of yesterday (12/12). It now has a rebuilt engine, and a Garmin 430. Looking forward to flying it again.

Had the same thought - it's enough of a challenge for a normally flexible person to climb into a Mooney - not to mention someone with reduced strength and / or agility. That said, though, your 'step stool with a flap' idea could be easily constructed - just make sure that all is strong and secure. A fall for the elderly can easily break bones, leading to other serious issues.

I put a small piece of blue painter's tape over the terminals of my spare 9V I keep on hand for my headset. Easily removed when the battery is needed. As far as the LiPo charging bags commonly used in the RC hobby world: https://www.towerhobbies.com/search?q=battery+bag&search-button=&lang=default I use one of these - but have never had an 'incident' to find out how good they are at protection. Should give a couple of minutes margin, at least.

“The bitterness of poor quality remains long after the sweetness of low price is forgotten.” ― Benjamin Franklin

Wow - major thread drift. Personally, my Mooney training and checkout will be delayed, as the club Mooney is going down for an engine overhaul. The oil filter check at the recent annual was bad: apparently lots of metal. Hopefully back in the air sometime in August?

My experience as a 58-year old in getting a 3rd class SI took quite a while: I spent 9 months gathering records from the hospital(s) for cardiac treatments, CPAP, stress test, medications, etc. (You'd think if you're asking for your own records, it'd be simple - but, no!). Once I had all that, I saw an AME, knowing it'd be the SI route, then had an overpriced service (who shall remain nameless) submit the records to Oklahoma City. I then waited 7 months for the specialist at the FAA to approve and issue the SI. Calls to OKC and the regional flight surgeon did nothing to help the processing time AOPA may be able to advise - I'd use them, if I had to do it over again. YMMV (and I hope it's better)

Ok, after a total of 3 times in the Mooney with the club instructor (about 3 hours total), my general impressions are: a) Landings aren't THAT big a deal - get the speed right, and it's not that much different than landing an old Cherokee. Really. (Although I have to admit I've not tried a short-field landing, yet). b) Things happen faster - this bird is up to pattern height by the time I turn crosswind - definitely got a few more 'ponies' up front than your typical trainer! (compared to a tired ol' Cherokee that takes a full pattern just to get to 1000 feet) c) Gotta use trim, frequently - especially with lots of pitch change from the flaps. As far as those wheels - can NOT forget that white knob. d) I really like the 'positive' solid feel of the controls, both on the ground, and in the air. e) The higher g-force in practicing steep turns is surprising, not what I'm used to, but not a problem. f) Climbing in and out requires a refined technique. (Now, the club bird is going to be out for a couple weeks for panel work and ADS-B addition, so the next lesson will have to wait.)

This fellow may be able to arrange a ferry pilot: http://global-air.com/global/ No personal experience, other than talking to him on the phone about a possible Sonex ferry.

Got a short intro flight yesterday (3/9) preflight, start, take off, extra large pattern, landing ((didn't have a lot of time). Was less overwhelming than I'd feared. Really, just 1 more lever to deal with - (gear). Landing went OK, for a first try. I really liked the 'positive' feel to the controls (vs. the Cessna). I think I'm going to like this bird. More sessions scheduled for next week (after the latest storm front has passed - ).

Same experience - easy to forget to turn the ignition off. I was reminded "Music, Mixture, Mags, Master" at shutdown. Seems like the mag checks are quite different - little or no drop (that I can tell) when you shut off the mechanical mag, big drop when the electronic mag is off.

Um - I'm pretty sure that for Basic Med, you have to pass a 3rd Class medical first, at least once ! (In my case, a Special Issuance 3rd class). It's pretty clear in the regs.

Interesting: - this is exactly what I tried to do (except maybe not quite 2 miles from the pattern ) and got gigged on my 1st try at a checkride by the DPE. Still puzzled by that.

Thank bmcconnaha - but the actual POH, with added sections for installed electronics, has been scanned and provided to club members. I skimmed through it this evening, and will get a paper copy printed (too much of a Luddite to do that much reading on a screen, I guess). The 2 sessions so far in the Cardinal have been pretty much as you describe. Just a few more things to remember to do. Have another scheduled for next week. I will order Don Kaye's video as well - should be helpful.

Thanks all for the encouragement - it is appreciated. FWIW, I do have some hours in a Cherokee / Warrior (3 different ones actually). One was damaged by a bad crosswind landing, and is still under repair as far as I know, one (the Warrior) was a rental whilst on vacation away from home, and one (from a local flight school) is so far 'out of rig' so that I refuse to fly that thing - anymore. I really prefer the sight picture of a low wing - so I'm not too concerned about that aspect. It'll be nice having a few more 'ponies' up front, compared to a tired flight school Cherokee 140. I will proceed - however West Michigan is not so friendly for VFR pilots in the fall & winter - so training opportunities may be a bit harder to come by.

I don't know a lot about the history of this particular plane, but it does look like it changed hands a few times. 3 club members / instructors flew it back from the East coast recently: several other members in the club have have flown it already, and there's been a few bugs to work out. So far, the biggest issue has been a prop overhaul for leaking seals. An ADS-B install is in the works. The plan is to get my complex endorsement in the Mooney - the Cardinal is intended as a step on the way to that. (Gotta admit - those big doors do make it a lot easier to get into the seats!)

Haven't even touched the controls of the Mooney yet (other than just sitting in it on the ground), so there's nothing specific at this point. Really, just the overall impression of what all's going on with a fast complex bird (when compared to a 172)/ The instructor I'm working with (who I informed that the Mooney was my goal) recommended getting some time in the Cardinal first, to get used to dealing with the prop & cowl. I'm still working to master that.

I've recently joined a flying club, which has, in addition to a 150, a pair of 172s, and a 177 - a recently acquired M20J, N727KC. As a low time pilot, with most of my 150 or so hours in 172s, the club Mooney is looking like a serious challenge to learn. At 61 years old (had a late start getting the PP certificate), it seems to take longer than I'd like to learn things (but I can learn, given enough practice). I've had a few hours in the Cardinal, but am not quite yet at the point the instructor is ready to turn me loose in that. I did ride along in the back seat of the Mooney FWIW, when someone else was getting an intro - and liked the ride! Given all that, getting to my personal goal of VFR proficiency in the club Mooney seems almost as big a challenge as passing my PP checkride. Am I making this out to be harder than it really is?