FlyingAggie

Ned, It was nice meeting you and your wife. ILXLR8 and I came down Thursday afternoon to see your plane, which I thought was parked among the Swifts in the vintage area, but you must have moved. It was really cold turkey coming back to work on Monday after a great week of hourly fixes of aviation cocaine.

Ed, You made it sound easy. Alan Quote: edgargravel Alan: The checkride took longer than anticipated. Difficulty with NDBs for the requisite hold in the Ottawa airspace for VFR "playing IFR." In the morning it was just the NDB hold, vectors to the ILS 32 and then vectors to the NDB 32. Went missed in both cases at the MDA/DH. Came back later in the day to do a hold over the Montreal VOR. As soon as I "entered" the hold, he said: "OK. You passed. Hood up. Left to 230 and back to Cornwall." And that was it.

Ed, I admire your persistence, so there is still hope for me. Would you mind sharing how your checkride went?

Ed, Congratulations!!!! The IR and attending an APS are the next "pilot" upgrades I have planned. How long did it take you from start to finish and how often did you take lessons? Did you do an accelerated course? I hope to bump into you at OSH. Quote: edgargravel Just passed my initial instrument check ride today. Given the weather forecast for this part of Canada, it will not make it any easier to get to Osh, but it sure feels good!!!!

Yeah....that what I am doing, but please keep it a secret from those split tail devils. Quote: mooneygirl Hey Mitch, Alan is a Mooney Ambassador...maybe he is trying to bring folks back from the dark side.

FlyingAggie (Alan) Mon-Sun Caravan-no BBQ-no Camping with vintage Bonanzas/North 40

The Colorado Pilot Association (CPA) offers their certified Mountain Flying Course twice every summer. The next session is Aug 7th. Saturday is an all day ground school and Sunday is an optional Mountain cross-country with a CPA certified mountain flying instructor. Several of the instructors have extensive Mooney experience. In fact one is a former MAPA Safety Foundation Instructor. The typical cross-country route is Denver (5280') to Kremmling (7411') to Glenwood Springs (5916') to Aspen (7820') to Leadville (9927') then back to Denver. At some point in your flight you may have to deal with a simulated emergency. The actual route will depend on you, your plane and your instructor. Details at http://coloradopilots.org/mtnfly_class.asp?menuID=42~42 Full disclosure: I am a member of CPA, but have no financial interest in the course except for my $15/yr CPA membership

No need to wait till next year. The Colorado Pilot Association (CPA) offers their certified Mountain Flying Course twice every summer. The next session is Aug 7th. Saturday is an all day ground school and Sunday is an optional Mountain cross-country with a CPA certified mountain flying instructor. Several of the instructors have extensive Mooney experience. In fact one is a former MAPA Safety Foundation Instructor. The typical cross-country route is Denver (5280') to Kremmling (7411') to Glenwood Springs (5916') to Aspen (7820') to Leadville (9927') then back to Denver. At some point in your flight you may have to deal with a simulated emergency. The actual route will depend on you, your plane and your instructor. Details at http://coloradopilots.org/mtnfly_class.asp?menuID=42~42 Quote: Mooney_Allegro I'm glad it will go higher than 14,000, as I would like to take the Mooney MAPA Mountain Course next year, and I think they fly into Leadville, CO. I'm not sure of the altitude for that airport, but I think it's above 14,000'.

Parker, I have the TSIO360-MB, the same engine as in the 252. The Trophy 262 Conversion POH supplement doesn't list the certified ceiling. Do they the certify the airframe or the engine at the certified ceiling? Quote: Parker_Woodruff Does your engine have a limitation? Which engine is in yours? MB or LB? Do either of those engines have operating limitations?

Just to clarify RJ's statement: The M20K/231 is certfied to 24,000' The M20K/252 is certified to 28,000' Now my question is what is the certified ceiling of my 1982 M20K with the Trophy 262 conversion? 24K or 28K? Quote: RJBrown The service ceiling on the M20Ks is 24,000'. That is a certified ceiling.

Is you problem with CHT only during cruise? Do you have any problems during t/o and climb? Good baffling will provide lower CHT for both cases and LOP seems to offer options at cruise, but what can you do to lower CHT during t/o and climb? I have only owned my plane since March and had no problem in the cool to mild temps this spring, but when I returned after an extended trip OCONUS, summer had arrived and suddenly, I really have to watch my #2 CHT during climbs. This article by Mike Busch (http://www.avweb.com/news/savvyaviator/SavvyAviator_65_WhatsYourFuelFlowAtTakeoff_199805-1.html) has me thinking I need to have my plane checked after having the fuel pump replaced shortly after purchase. At full power, i.e. 36" MP and 2700 RPM, the fuel flow is 21.3 GPH, which is within the limits, but not at the high end TCM recommends. I want to know if any other 231/252 owners have had their fuel flows adjusted as described in the Busch article and did it reduce your CHT during t/o and climb?

I'll be there from the 26th to the 1st and this will be my FIRST Oshkosh. Unfortunately, I am not bringing my plane, but may be next year. My daughter is getting married on Sunday and my reward for surviving her wedding is escaping to OSH for a week of unadulterated aviation. Flying commercially to Madison and renting a car to get there, but camping under the wing of a friend's Bonanza. I'll miss the carvan BBQ, but still hope to meet some of the MooneySpace residents, perhaps around the MAPA or Mooney Ambassador tents.

I am planning to change my oil for the first time this weekend and forgot to order an oil sample kit. Will it work to take a sample in a clean jar and then transfer it to the kit when it arrives?

This plane sounds awhole lot like a one I was interested in last year. N231EH was for sale by Barron Thomas. It had a damage history in which the the rear spar had been damage and repaired by a unrecognizable A&P. The the repair was poorly documented. BT assured me it was a first class repair. The a/c had been moved to Chandler Aviation for a pre-buy that fell through due to the buyer not qualifying for a loan. The prebuy hadn't turned up anything major, but they hadn't pulled the wing skins off either. BT originally listed for $79K, then reduced to $59K and I think finally sold "here is as is" for $28K. Months later I was speaking to Chandler about another 231 and I asked him about EH. Turned out, the next buyer had'em dig deep and the repairs were improperly made. I was going to cost a ton to make it airworthy. Proceed with caution.....

On takeoff, I see MP of 36" with a fuel flow of 21.3 GPH and 2700 RPM in my 262. In criuse and below 10K ft, I am leaning to a TiT of 1550 degF at 2500 RPM & 24" MP which gives about 10GPH and 155 knots. At full throttle and full rich, what TiT do you see?

My plane has a JPI 700, but it may be one of the first models, because it doesn't seem to have the Lean Find Lean-L mode. Also the step button jams in at times and you have to try to grab it and pull it out to get it to step. I want to find out about upgrading it to either a 730 or 830 with fuel flow. I am hoping there will be some deals at Oshkosh. Currently my plane has a Hoskins Fuel Flow Meter (FT001?). So for those 231/252/262 drivers, who have added FF to a JPI, what did you do with the Hoskins? Did you keep both? Can you use the Hoskins sending unit with the JPI? Alan

I don't think that you could do better than flying with Don Kaye, who is based at KSJC and specializes in Mooney Instruction. http://www.donkaye.com Quote: OR75 Thanks for all the input. A good discussion. I need to find a CFI who knows Mooneys in the bay area. If not, might as well get the endorsement to use the flight school's trainers.

Dave, I am curious how many stalls you actually performed as part of your transition training. I used a very experienced Mooney instructor but we only did 4 or 5 stalls. The power on stalls were only done at 65% power. For some reason, I expected to do more. My instructor was pretty diligent about taking care of the turbo charged engine. We also didn't do touch and goes. Each landing was to a full stop and except for on day when we were doing crosswind landings training, we didn't just stay in the pattern. Instead we airport hopped from landing at one local airport to landing at another. I think I would want to take my BFR in my Mooney. Quote: DaV8or, I just did this. I wanted to combine my BFR with my Mooney checkout. Good comments above. Only negatives for me is the fact that a BFR flight can be a little tough on the engine because your doing alot of very different throttle settings in a short period of time. Then there is the stalls. My instructor really wanted a full stall and not just to the buffet. We did power on and power off. I did my damndest to keep the ball centered and both times she dropped a wing and started a spin. Recovery was easy and we didn't loose all that much altitude, but it is an exciting stall IMO. I felt OK because my instructor has a fair amount of Mooney time and lots of aerobatic time. I personally would see if you can ask your instructor if stalls to buffet would suffice.

Dave, Breadman and dmevans, Congratulations fellows on your new Mooney's. You have bought yourselves a great airplane and you are about to start a love affair. I know it is wrong to love a thing, but dang I love my Mooney. She gets more beautiful everytime I look at her. Those long sleek wings, that well proportioned body with curves in all the right places and that tight little tail. Despite the great looks, she has a great personality that speaks of speed and efficiencies and boy does she like to perform. I am no Mooney expert, being a low time pilot with about 35 hours in my Mooney, but I would add that in addition to airspeed control on final and flying a stabilized approach, holding the correct attitude at touchdown is another key to making a good landings. (Don't ask me how I know ). I usually land with full nose up trim, which helps helps on a nose heavy 262. Life (particularly work) conspired to take me away from my Mooney and I hadn't flown her for eight weeks before last weekend. I was a little apprehensive about flying and in fact asked my wife's CFI to ride "shot gun" on my first flight. Turned out to be a non-issue. I made three of my best landings and never felt behind the plane. While I was in Australia, I mentally flew my Mooney everyday by rehersing (in my head) the "flows" and checklists. Enjoy! Alan

Quote: Parker_Woodruff It's getting about $5000 worth of work done at Don Maxwell right now...FWIW, an electric cowl flap motor is not cheap!!

Why I went turbo... Took N262MB over the "big rocks" west of Denver for the first time to attend the 3rd Annual Never Summer Fly-In at Walden-Jackson County Airport (33V) where Traffic Pattern Altitude is 9,200' msl and the surface temperature 22 degC above standard temperature on Sunday. I was about 100 lbs below gross weight. See the pictures from the Walden fly-in in my Gallery. However in the interest of full disclosure: there was a NA Mooney (N202PC) in attendance too!