Hank

True, but I've landed after 90 knot instrument approaches. It's a little different, flying the plane onto the runway. Typically I ignore the steady state wind and add half the gust factor. But a strong steady wind makes for a long approach since groundspeed goes way down. Then again, rollouts are pretty short too.

I had good results using a Rustoleum garage floor kit at home. It's 2-part epoxy with color chips to sprinkle on as you go, and was available in gray or beige. It even came with cleaning powder, which I think the water turned into muriatic acid to mop the floor with. The mop was fairly destroyed when I was done. The whole thing took a couple of days, with the door cracked and a fan blowing on it to dry. Paint adhesion of any kind is all about surface preparation, so be thorough. I lived in that house for nine years, parking on the surface every day, with no problems. Think the kit came from HD, but most big box stores should carry it. A hangar is much larger than a 2-car garage, so calculate the square footage and buy multiple kits, and don't expect to clean the floor in one evening after work. Good luck!

I have a separate PTT on both yokes, similar but different. My PC is still functional. But it's amazing how few cockpit and panel shots show either yoke. I'll find a photo (may be on my tablet at home) and upload later.

Sounds like you have the low drag model! Mine is almost the size of a coke can.

Here's one of my main gear legs, with the fittings circled. Yeah, it's dirty and greasy, mid-annual a few years ago. Some are obviously pre-greasing, but some look post-greasing. Happy hunting!

Sorry, Fred was after my time. I used Terry Philips. Used to be an independent IA in the area. Let me dig through my logs, there may be a signature from before I bought my C in '07. But he may be getting a little long in the tooth.

My tie down, identical to this one, is a long piece, rounded side-to-side to match the fuselage. The eye bolt is at the front; the back is curved down then back up but the free end doesn't touch--call it an inch and a half long and 1/2" or a little more down. No idea why, the whole thing is probably 8-9" long.

When I lived in Huntington, the shop on our field (KHTW) took care of several other Mooneys beside just mine. They also had a shop at KHTW. But I think they had trouble and closed. It would be worth checking with the shop at HTS anyway. There were also a couple of Mooneys in nearby Ashland, KY but I forget the airport code. They used to come to HTW, too. Maybe ask where they go now? Joey Cole is great, I've gone there from here, about a 4 hour rental car ride home. Good luck with the purchase!

You'll be impressed by how bright it is! Shows up great in sunset photos as you are taking off away from your photographer.

The engine starting when the key is released is classic sign of a bad left magneto. Either the mag is bad, the switch is bad, or the left magneto wiring is bad. I'd start by testing the left magneto.

No idea what my C left the factory with. What I have is collapsible rather than folding, and I think it came from Chief--the tag disappeared when I powder coated it from rusty blue to a burgundy that almost matches the lower fuselage.

That's how my 1970 C was done, too. No, I don't have the buttonhook tail. Anyone know why it was changed? How about a photo of the new, not-so-good one? I've never paid attention before. I just noticed that the stinger on top of the tail is angled up at the front, while I'm used to the tail top being rather flat.

There are 11 on my nose wheel, and 8 on each main leg. I like to find and wipe all of them, then lube from the top down. That keeps me from reaching past several already-greased fittings to get one I missed, and getting more grease all over my arms . . . .

Wash Wax All works great. Spray with the garden hose, get it good and wet, let it sit for a half hour and wipe with an old towel to get most of the solids and white goo off. Then let it dry and use Wash Wax All with an old towel to clean and a dry one to buff. Infind that by the time my buffing towel is wet, I'm pretty tired. So i.hang the damp towels on my tail towel bar antenna tondry. I buy cheap white 100% cotton towels in 24-packs, and use similar washcloths in 36-packs to scrub. Both packs should be $10-$12 each. Cheap price, lasts long time.

I've always heard half the gusts. So if the wind is 20G35, I'll add 7 mph to my speed, not 27 mph.

Thanks. I treat mine like a Mooney: roll wings level at 85 mph on final, slowing to 75 mph minus 5 mph for every 300 lb below gross for that landing. And no, these numbers won't work for a long body. But they're fantastic for my little C.

Hey, Jesse. I can't make the event, but I'm very interested in a full SkyView with Auto Pilot. Do you know when / if the AP will be approved for Vintage Mooneys? Or if I can install it under NORSEE without the STC making it through the FAA maze??? I hope to be there next year! I'll certainly have time, retiring next month when the plant closes. It's getting lonely there now . . .

My previous IAs all gave me a printout every year of every possible AD, with either reasons why it didn't apply, or when it was complied with and how. This was invaluable when I relocated, and again a few years later when my new IA retired and I had to find a new shop.

When my IA retired a few years ago, I had to find a new shop. The new guy was moaning about having to build my AD list, and was pleased when I gave him the printout from the previous guy. I like having that 4 or 5 page list of ADs printed out, with date and method of compliance or if it doesn't apply and why.

Me, too. Think we hit most fields within 100 miles over a couple of weeks, after finishing basic aircraft control, use of prop and mixture levers, and I showed I could lower the wheels and land. Most were straight; some had a hump at one end or the other, or both ends; one had a hump in the middle, so the other end was not visible. Some were open, some obstructed, some busy, some empty. Some were in open fields, some surrounded by trees, on a river bank or a hilltop. Variety adds to learning! I had 62 hours in my logbook when Mooney ownership began . . . Those 15 hours were exciting and fun! But I didn't enjoy the required 5 hours actual/simulated IMC, that was work.

But they're both turbocharged! Doesn't the Acclaim have TWO turbos???

I fly my C in the middle of three holes. But there's significant "free slide" that the seat has to move forward to the first hole. My 5'3" wife cannot touch the pedals with the seat pulled forward to the first hole. She move further when someone sits in back.

While a turbo would certainly increase your options, don't rule out the vintage Mooneys. Even my little C meets your requirements--useful load is 970 lbs, full fuel of 300 lbs is good for 5-1/2 hours or more (full fuel is me plus 470 lbs). But back seat leg room is limited, and the F has larger baggage space. My C will outclimb and outfly 172s and Archers, and use less fuel doing it. I've kept an F in sight, landing about 10 minutes behind him (the F took off first, too), on a flight just over an hour. E models should be similar, but with slightly higher fuel burn when not LOP. Few carbureted planes will go LOP well. Caution about the G: while it has the same engine as my C, and is in the larger F fuselage, the max gross is strangely limited to 2525 (I think, it may be lower) compared to the 2575 in my C.

Hmmm . . . Premiums went down for Shadrach and up, but went up for Meshach. What happened to Abednego? Sorry if those jokes are getting old . . .

I bought my Mooney with 62 hours in my logbook, five weeks after my PPL checkride. Insurance changes frequently. My broker said that several no-quoted me; a couple wanted 10 hours dual and 10 hours solstice before passengers. But he also offered to use their preferred instructor for 15 hours dual including 5 hours actual/simulated IMC. I took the latter option, getting the Complex Endorsement along the way. Flying straight into a cloud seemed wrong, and I commented on it; the CFII beside me said, "it is, but do it right now anyway." If nothing else, it taught me to stay away from VFR-into-IMC "opportunities." I flew 100 hours the first year, all over the Appalachians (based in WV), and my sky-high insurance premium was reduced by half for the next two years until I finished Instrument training when it fell by another third. Then I discovered Falcon Insurance and it went down again. Now I'm with Airspeed (thanks, @Parker_Woodruff!), and it fluctuates rather like the price of gas--up and down periodically but trending slightly upward. Good luck with your quest! And remember, Fly as if your life depended on it, because it does!