BloodRedSkies

We used to fly with our Borzoi to shows. I assure you a golden puppy isn't going to be a problem. Get a harness and clip them in.

The bulb for the overhead lighting. I know the 68/69 and newer have the "eyeball" style above the right seat in the ceiling vs the map lights in the older.

I'll have to try and find the knob. I read in the supplement its lowest setting is 20% and default is 60%. So maybe if I turned it all the way down I can live with it. I'd probably sell it for a case of beer when I rearrange my panel a little. Is the eyeball light above the FO side supposed to be clear and not red? Any one know what bulb part # that is?

Did that last week in my E. Over 100* 2 of the 3 take offs. Piece of cake.

The AirSport system(thanks aggressive autocorrect) is basically like an Altitude alert that runs off the transponder. The G5 has Alt Preselect so it's unnecessary IMO. The P2 is an annunciator system for gear, airspeed, etc. Not the worst thing, but it's loud and creepy.

About 1700. During the pre buy it was discovered their was no AFH/WB/EQL(separate from the POH in 69) So they did a W&B and actually weighed it. Low and behold when I was doing a document verification prior to closing I found the original AFM etc and the last WB that was 1630(based on add/subtract over the years) go figure. The previous owner was an older gentleman and his A&P/I&A died during the buying process so I was just thankful all the documentation was there. I'm going to try and figure out how it gained so much weight it has no vacuum system. I'm going to ditch the DME as it has 2 GPS, The AirSport system, and probably the P2 system. It scared the shit out of me on the first landing. It was like something from Spirit of Halloween jumped in my plane on final.

The other thing I have noticed(although it's been 16 years) is this airplane is way more pitch sensitive than the 231. The ALT hold on the autopilot only works good in really smooth air so I've been just using heading and leaving my hand on the trim.

I know for mine it was close to gross.

Yup used the ram air. It works as advertised. I forgot to close it until I put the gear down on the second leg. So my flow is close it TOD!

Yeah that's was definitely one of the hottest and highest DA days I've ever flown in GA

So I finally got my 1969 M20E. I have lots of Mooney time but this was my first experience in the short body all of mine has been mid body mostly the 'K'. I'm interested to hear what others find normal for specs & temps as I mostly only have a stock 231 to compare it to and that's a different animal. So for a list of it's mods and equipment to understand the beast. 201 windshield, Lasar cowl closure mod, oil cooler relocation, horizontal stab and vertical stab mods, Aileron/flap gap seals, brake rotation, and Power Flow Exhaust. It has a McCauley 3 blade prop as well. Inside it has Dual G5s, GTN650/GNS430W, GTX327/GDL88, JPI700, STech30. I did 3 legs from Fresno to Minnesota. First two at 13K and the 3rd leg at 9K. I noticed about 145-146kts tas at 13k and about 151-2kts tas at 9k feet. 18" @2400 at 13k and 21" @2400 at 9k. I leaned about 100 ROP got 9gph/13k and 10gph/9k. Hottest cht at 13 was about 315 and at 9K about 340. Oil in cruise was about 190-200, but on climb out in SLC(103*@4200ft elv) it got almost to 240* and I really had to sacrifice climb to keep air coming in. So questions are ....Does this all seem normal for the 'E'? Any other mods tricks etc perimeters to keep it in? Can you run LOP stock? How much does the 3 blade affect cruise? It needs to be rerigged a little on the Aileron and rudders. Brakes need to be bled( has all new pads and rotors). I noticed the mechanical ASI kind of won't increase much after about 120mph, but the G5 IAS seems to be right on.

Finally got my new to me '69 E back home. Two stops from Fresno to Minnesota in Salt Lake and Rapid City.

I'll be my cousin's giant hangar on the north side Friday and Saturday. Would be fun to see some fellow mooniacs.

Where I'll be partying Friday and Saturday.

Make a Beer bong with about 3 foot of tube. The bigger the diameter tube the better and a nice big funnel from an auto parts store. Tube out the pilot window, funnel will have suction and contents will be sucked out. Since tube is 3 feet behind the window nothing gets back in the cabin.

Running a tank dry isn't a big deal. That's pretty much how you know when to switch in a multi.

My last FO came from Southwest and I just asked him and he said SW does NOT have Autoland. I would have lost a bet. We do on our 737s and we have the HUD. I would think a private pilot could get a 737 to a runway. It won't be pretty and the plane might be totalled, then again that's normal for other countries airlines like Lion Air.

Very good advice it was the same thing I was going to reiterate. If you feel the need to have flight spoilers out during landing(or final approach)that was the point you(OP) should have went around. Very glad it was just a wounded rubber experience and nothing worse.

At work we use the ipad pro and I've never seen one over heat. We leave them plugged in almost 100% of the time. 9+ hours of flying a day.

She looked good today!

I'll post pictures when I close for sure. I'll geek out so everyone will have to bear with me when I do lol.

So I have a P.A. on a '69 E right now. Awaiting prebuy (every one is really backed up). Prefer electric gear, long rudder, non Aerostar all of which it has. Less than 1/3 of tbo used up, flown 50+ every year. Low time prop(3 blade scimitar) Dual G5, GTN 650/430w, pma8000, S-Tech 30, JPI 700, GTX335, GDL 88. 201 panel conversion with 201 push controls. Interior 1998/ paint original but in great shape. Desert airplane it's entire life. 201 WS, 1pc belly, flap and aileron gap seals, 231 dorsal seal, lasar lower cowl closure.

You're always a pilot. You might not be a current pilot, but your accomplishments aren't being taken away. If you don't feel safe you made the best decision in your safety and others and that says a lot. It's the hardest thing to do. I haven't flown a Mooney in 16 years (but I do have a PA on one right now) and I still consider myself a Mooney pilot. Be proud and stay in the loop!

The 231 was my Dad's so I got to fly it when I wanted to(and I sure did!), but that was about 25 years ago. I've looked at updated K's and I'm not sacred of the beast as long as it's intercooled and Merlin'd. However it's probably a lot more airplane than I need for the mission I described. Trust me I love the lope of the tsio 360! Had I known prices were going to do this after covid I would have bought 2 in 2019 The J's imo are crazy over priced. Even for ones that haven't flown much and then you get into the issue of overhead cam corrosion issues. A lot of '77s out there which are an F with a different cowl honestly. For real long distance trips we can just go when we want on standby(CA @ a major here). It seems a modded vintage will be 90% of a 201 without the premium price. I'm mostly curious is the short bodies really handle any different?

I am on the hunt for a Mooney(or a Comanche 250/260). I have looked mostly at J & K because that's what my previous experience is in(1150 in the K and about 50hrs in J). I have noticed some nice E & F models (68 and later no Johnson bar) that are more regularly flown with better avionics and a lot of the mods like 201 windshield etc. What quirks do the short bodies have? How is the backseat room for the occasional 3 or 4th pax(I'm 6'3 but long torso)? In the K there is almost a foot behind me when I'm at the controls. How is the ECS system I live in a cold climate? What are gotchyas and remedies for the the A1A vs the A3B6? For those who have flown both who would take a tip top modded E/F over a stripped J? The mission is myself and my GF and our dogs on trips less than 600nm with the occasional 800+nm trek.