Hank

You will not "build time" in a Mooney. Flown responsibility, I get ~145 knots true in my C, despite being told by everyone that my Hartzell 3-blade prop is slowing me down. This is about 5-1/2 hours flight time available. Yes, the Performance Tables show an endurance setting that will give more than 7 hours at reduced speeds (130-140 mph = 113-122 knots true) at 5000' or less, but I don't travel that low unless headwinds are strong. For instance, I just returned to Alabama from Houston (505 nm) at 9500 msl at 125 knots indicated = ~149 knots true, with groundspeed varying from 135 - 170 knots as the winds went from left crosswind to right quartering tailwind. Landing at home was fun. Runway 18 - 36; winds were 260@8G14, winds varying 240 to 320. Mooneys handle crosswinds well! I was a little long due to gusting, but had no issues holding centerline. You'll like a Mooney, and C models are great. But compared to a 152, if you want to build time, you'll have to travel a lot further. Have fun, and check back with questions. Just as important as finding a good plane is finding a good instructor to teach you how to properly fly the Mooney you purchase. Please note that all Mooneys received electric flaps and gear beginning in 1969, and Cs were made up through 1977.

For three years, I went 44 miles to work, sometimes doing shopping in town before my 44 miles home. Then I changes jobs, and my commute became 35 miles each way. These do not include sometimes going out for lunch. It was easy to hit 100 miles in a day. Went from gassing up (ten minutes) every six working days to every eight working days, and I didn't need an hour or more stopping to drive 360 miles to visit my mother. If I stopped by my brother's house enroute, it would definitely be two charges going up; regardless, it would then be a minimum of three charges coming home, taking a six hour trip to a bare minimum of 8 hours. Unacceptable. While Vector hasn't tagged me with any landing fees yet, I'll be sure to argue with the airport if they ever do. I've never seen a landing fee assessed for a plane less than 6000 lb., almost two and a half times my max gross weight.

Many airports charge to oark, some more, some less. The issue with Vector is that they are charging to land, even billing for touch and goes, low passes and missed approaches. I have never been charged for those, and will fight any that indo receive. Recently, KFAY waived the $8 handling fee because I bought (overpriced) fuel (with flowage and other fees), but charged $37/night for parking. No fees to land.

No one needs an EV, and I certainly do not want one. Range is too limited for much more than a daily commuter, and I'm freshly retired. For the 360 mile trip to visit mom, I could leave home at 100%, charge twice going up and three times coming back. Or hit one gas station near her with low prices for the trip home, the round trip's about 50 miles longer than my full-tank driving range. (Sometimes weather prevents flying to her 2770 x 30', unlit, no approaches nearby airport).

My 2004 Ranger finally died, so I'm "getting by" with a '21 Ridgeline. Yeah, I splurged after 15 years of Mooney ownership.

My M20C left the factory with a baggage door . . . . Right there behind the back seat.

The hydraulic flaps, and hydraulic-era electric flaps I think, are all 105 mph. When they went all electric on flaps and gear (68? 69?), flap speed went to 125 mph. In addition to the activation, the whole mounting and support structure was changed.

That's what my coworkers thought when I bought mine. Then I said "it's a 1970," they got funny looks on their faces, and one said to another, "that's older than you!" Didn't hear anything else about it . . . .

Just got mine at T41, if you wa t to fly a bit. Tri Star Aviation.

Good on you for trying! Be sure to log the missing lights on each approach, and which were successful, even if inkynfor your own personal review the next few years. I love, love, love my Whelen LED landing light. It went in in April '14, when the GE incandescent blew between takeoff and landing . . . Since then, one A&P and one instrument tech have turned it off, otherwise it's always on. It's a big improvement in visibility to others, day and night, and it lights up the runway pretty well, too.

I have some that looks like chrome, but it wrinkles pretty bad in the corners, especially the bottom front corners where the bend is >> 90°. Seems like it came from Spruce? Long time ago, when a new owner back in 2007 and pulled, repaired and repainted all interior panels.

Shocking! I made a round-trip to Houston, VFR both ways! I've usually been above a pretty solid layer with no ground visibility. This is crossing the Mississippi, looking towards Natchez on Tuesday. Coming home today was smooth sailing at 9500, just had to duck out of an MOA that two F-35s entered about 4 minutes after me, and about 15 minutes after Center confirmed that it was cold . . . .

How you are handling yourself at this time, and for the last year and a half or so, is remarkable, and quite an inspiration for the rest of us. I enjoyed meeting you at the Mooney Summits, and our online interactions here. We will all miss you, Andrew.

You just described my C!! Except my useful load is 130 lb higher. For that price, you could buy a second C so you're never down for annual; lease some land; build a hangar; pay for all required inspections, typical maintenance and fuel for several years! Maybe ten or twelve, longer if you only buy one C.

Is a call out for this really necessary? We should all do it at every airport, every time e we crank up the engine or land!

That varies by model and year. The hydraulic flap planes had a spar stub that was prone to cracking, but the whole flap mount changed in the late 60s. No idea what's in the "modern" birds, or the long bodies.

@Alan Fox, I just flew my 1970 C today, 4+ hours into the wind at 6500 msl. This is what I had: 22"/2400, leaned 50° ROP 42°F OAT 30.47" barometer 6500 msl Full tanks (52 gal), me and an overnight bag Empty weight = 1606; useful load =969 lb. Call takeoff weight under 2200 lb. These were the results: 150-152 mph indicated or ~170 mph true Groundspeed = 126 knots into the wind I'll know total fuel burn later, no self serve in this here part of Tejas, gotta let the FBO do it. Once upon a time, call it 7-8 years ago, I took off one beautiful fall morning in Sweet Home and climbed to 1500 msl, around 1200 agl. WOT/2700, Full Rich, she hit 165 mph indicated. But in a 500 fpm descent, indicated airspeed has always been right on 165 mph; higher descent rate gives higher indicated speed. With a fresh allover wax, it may hit 170 mph at 500 fpm; super dirty, it won't go above 160 mph.

Stupid spelling changer! Avare!

Charts, approach plates and airport diagrams are part of (free) Avare, which runs on Android. I haven't drunk enough Kool Aid to pay triple the price for an iPad with GPS chip so that I can then pay FF's high annual fee. Besides, I don't care for ios anyway.

Kind of like the ski planes in Alaska carry pine boughs to drop on the snow and figure out where the white sky turns into white ground . . . .

Yeah, so I diverted one county over where it was 900 overcast, visibility unlimited. Much easier landing after 4 hours' flying.

I don't like to take off if I can't come back in to land if need be. I also don't plan to shoot approaches to minimums, but the weather is what you get, not what is forecast. Like my trip last fall, where the forecast at home was scattered Cirrus, but on arrival was 400 overcast with 2 miles in mist . . . . It makes me uncomfortable when ATC asks, "what are your intentions?"

Yes. Clean it well, let it dry and mask off the edges. I did mine with a 4" roller. Don't forget the step!

That makes sense, that's how we van depart with 0-0 visibility like we all practiced and demonstrated on our IFR checkrides. Having landed without lights before, I'd make a no-runway-light departure, but will save my next 0-0 departure for my next IFR checkride or approaching severe natural disaster.

My Owners Manual shows at 5000 msl, 24/2400 is 80.6% power, and 165 mph True at 2200 lbs. At that altitude, I generally run my C at22/2400 for 72% and 158 mph. Generally indicate in the low 150s mph. No idea how you're indicating 170 mph, or 195 mph True . . . .