Hank

I just read that there are now THREE FBOs there.

Go to Gulf Shores. Lulu's abuts the airport, easy walk. Lulu was Jimmy Buffet's sister.

Note @33UM20C, if you're flooding your carb then younhave an O-360, not an IO-360. Yes, some people have swapped engines in their C models for the fuel injected IO-360 with more power, but it's almost prohibitively expensive to do so anymore. Listing the right engine will get you more accurate help . . . . I don't know much about the IOs, but have been managing my C for seventeen years now. (God! Has it been that long???)

The level cruise groundspeed envelope for my C, with similar power settings, is 68-186 knots. Going over the mountains, GSP-TYS while avoiding icing on the way home to WV, was at 10,000 msl, 23°F OAT, WOT- and 2500. The winds had been brutal before that, 4000 and under was 105-110, but I had to climb for terrain . . . .

I've got one at KALX, maybe an hour away from Mobile.

Level off and accelerate, then once IAS is fairly steady, start leaning and watch it move up again.

As shown in the OP, go to mooneysafety.com for details. It's really not hard to do. No, I didn't embed a link for you . . . .

They're pretty much 16 hours classroom and 4 hours flying in your plane. Counts as BFR, IPC and whatever else you need. The instructors are top notch, and are experienced in your model of Mooney, too. It's a weekend well spent.

When I had my tanks resealed, they held 52.2 gallons, and fuel ran down with wings when I opened the caps during preflight. But if you haven't checked yours, you don't really know.

That's how I climb--all levers fully forward. Doesn't matter if it's leaving the airport, or if ATC told me to go higher.

I'm getting old, and have quit driving so boldly. But I've never flown boldly . . .

My C doesn't need 12 more gallons. I've flown 4:45 twice, and boy was I happy to get out and stand up! Don't want to fly that long again, and certainly don't want to fly further! Oh, I landed with 12 gallons both times, so another 1:15--1:20 in the tanks.

If you had bought a Bonanza instead of your Mooney, you wouldn't spend any time here--you'd be living on Beechtalk instead!

Per the TCDS, both my own C and OP's E have 3.4 lb unusable fuel. It's in Note 1 at the end of the file below. Mooney TCDS 2A3 Rev 52 dtd 9DEC10.pdf

My C also has 52 gallon capacity. Looking at the TCDS, which I can't find right now, has the unusable amount. When myntanks were revealed, they were filled to the caps and the receipt showed 52.2 gallons. So almost al of our fuel is usable. Thenp biggest difference between my C and your E is the engine--yours comes with fuel injection and adjustable cowl flaps, and associated changes. Cowl flaps on the C were riveted in place beginning in 1969. Enjoy flying your "new" Mooney!

Some of us only have the one door latch by the handle. The upper latch is offered to Vintage Mooneys by STC, but you need an experienced installer as it's only possible to drill into the door frame one time . . . And apparently I'm a coward . . . (which has likely kept me alive a few times).

The only known cure for Mooney fever is to buy your own Mooney and try to fly the wings off of it! (Spoiler--you can't . . . . )

@Jetpilot86 speaks truth. I've stumbled on a runway hidden behind a ridge in WV, flying the might C172, about 2500 agl at cruise. I pulled throttle, made a right 270 and entered left downwind for a normal landing. When my Mooney was based adjacent to Class D, they would sometimes keep me at 4500 msl until i passed their runway. That was 4.5 nm from my home field, at 567 msl. To get down, I would deviate east over downtown and do 1-1/2 standard rate 360° turns to lose altitude, then bleed off airspeed for the 3-4 nm back to the pattern. THEN I would make a normal landing. Went out for a flight review with one of the instructors, when the wind was unusually out of the east. This meant downwind was behind the parallel ridge lines then choose a gap for base. He wanted me to go through the Cessna gap. As I turned base and pulled throttle to idle, I told him we wouldn't make it, then went full flaps, turned final and slipped until he was also convinced. Went around, and turned base at the next gap beyond the Cessna gap, and made a normal landing over the trees, just beyond the displaced threshold. You have to learn the Mooney procedures, learn and fly the right speeds and power settings. I was still very much in Student Pilot mode when I bought mine, them almost immediately attended a MAPA PPP (Pilot Proficiency Program), which I try to gomback to every few years to brush up and get rid of bad habits that sneak in. Bur it's soooo nice to fly! I go places that friends go in 172s, typically in 25-30% less time while using 10-15% less fuel . . . .

It spends most of its time on the back seat. Need to remember to use it sometime. Didn't have one back in the headclamping days.

I used to feel.bad after long flights above 7500 msl. Then I switched from a clamp-o-matic headset to a QT Halo in-ear headset, and it all cleared up. Guess it wasn't low oxygen after all . . . . Been that way for over 10 years now. Just flew almost 7 hours a couple of Saturdays ago, and 3.5 last Saturday at 8500. No issues.

Cs were built with the battery on the firewall. The OP wants to put it in the back. It may be possible to use E or F parts to do this, but not C unless it's a modified C.

That used to be MAPA, but they're not even a shadow of what they used to be . . . .

Where I was based with my C for the first 7 years, the obstructed (paved) runway was 3000 x 75, which is just over 5 acres. I visit a grass strip at the beach, 3500 x 75, which is exactly 6 acres. The field is L-shaped, with parking on the short leg. The far end is not mowed as often as the 2500' or so from the end with parking. Parking is at the top of the photo, off to the right (out of view in this photo, behind the pine trees). So a 7-8 acre L-shaped plot could work. For square, 3500 x 3500 = 280 acres. Save your money!

All I was taught (PPL, 2007; IA, 2010) was to squawk 7600 and fly your last clearance, if you had one.

I forgot to close the door one hot summer morning. Noticed on climbout, trailing open about 2". Pulled it once, didn't move. Decided to climb some before messing with it. (I may have been 500' agl, way too low for any distractions.) Around 3000', I figured I could try it once or fly 45 minutes with extra noise and draft. Pulled the handle back, pulled on the strap, then yanked it and the door popped closed. Threw the latch and went on. The important parts of this to me are: Fly the plane Don't mess with it at low altitude Try it once Be prepared to fly on if unsuccessful Fly the plane