Parker_Woodruff

Quote: N4352H

Quote: flyboy0681 The only thing I would like to ask on the subject of performance while bringing the gear up is can it really amount to much? We all know that the electric gear on the Mooney is lightening fast and the wheels are tucked away in a matter of a few seconds - if even that. Has anyone ever watched the gear on an Arrow, Commander or Cessna go up? Those hydraulic systems can take between thirty seconds and a minute.

An M20K Information Manual is sitting on my desk at work right now. As metioned before, I see absolutely no reason for Mooney to recommend a procedure that will hurt climb performance - therefore they say retract the gear once obstacles are cleared. They are not going to put something as normal procedure just because they made the performance charts with the gear down. Are we concerned about a 50 ft obstacle at the end of a 10,000 ft runway? Not really. But in a short field takeoff scenario, absolutely!

Quote: 201er

Quote: 201er Patrick had a 1995 M20J 201 MSE. The point about the landing gear down until clear of obstacles just shows that you're supposed to be able to clear the obtacle with gear up or down so retracting it shouldn't be the deal breaker in making it out in that distance. By how much you'll clear the obstacle is a whole other story though. This presumes stock plane and absolutely perfect piloting with the speed on the exact number.

This was discussed in the AOPA forums. There are certain airframes that cause MORE net drag DURING gear retraction, rather than leaving the gear down until obstacle clearance. That's the reason that some POHs call for retraction only after obstacles are cleared, and some do not.

And also need to remember that Patrick's airplane could have weighed 100 or more pounds heavier, depending on the other airplane in comparison, due to model year differences. But that is still interesting info.

Good work -

Quote: GaryP1007 Does anyone know why Patrick was selling his plane?

Quote: fantom Slower than your 252 up high, lots of WX, and very inexpensive fuel for the passengers Good flight under I dropped them off at LAL and then all but lost both radios. More than a stuck mike as I limped back to KHWO, with in and out comm. ATC was very good with me, so no NORDO or 7600

Quote: aviatoreb Patrick's plane is still posted for sale on controller. I wonder if someone should contact them to have it taken down, and how we (I) could do that.

I made a Texas run this weekend and had a few squawks and other little things I want to take care of. Yesterday I hit Llano, Kerrville, and Dallas. This morning I flew from Dallas to Longview in my M20K and dropped the plane off for MX. Then fantom's M20J back to Florida.

I wonder if anything from this post had to do anything with the accident, or if it was unrelated. http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=4958&postid=63793&page=1

Sad to say that Patrick Sheridan from this board and one other died in his Mooney. One other injured. http://citizensvoice.com/news/plane-crash-victims-were-aviation-students-1.1313369#axzz1uV5ODZfw I hadn't met him in person, but did talk to him on the phone a couple times giving him some shop advice. Fly safe, fellas.

Quote: mrjones30 Thanks for your post. I was told the transition is difficult from a Cessna to a Mooney because of the speed of the airplane and the prop control might be a little tough to understand at first. Remember, I have never been in a Mooney. That is the reason why I'm going to Mooneymart, I figured I would get in a few planes and actually see one in real life. What I hear about the owner I doubt this is going to be "easy". Please feel free to let me know of other things I could be doing, I'm open to discussion. Thank you

Why would you still not be ready enough to fly it after your private? What's wron with you getting your private then going up right away with an experienced Mooney CFI and learning how to fly one the right way? If you're somewhat competent and can listen to instruction, a Mooney is not that difficult of a plane to fly for a new private pilot. You don't need to go look at and fly a lot of Mooneys. Maybe a short and midbody, a longbody if you must (they're pretty much the same as a mid body for crew and pax). Seems like you're choosing a visit to Mooney Mart because it's easy. I can think of 1000 other things to do for a prospective Mooney owner that would be more worth your time and you might actually get some advice you can trust.

Quote: CABANABOY Thank you, Will they come to my home hangar in Saint Pete if I can't fly there?

Quote: mrjones30

Can you get the airplane in a purchase agreement where the seller agrees to pay Airworthiness items and you pay the flat rate labor? Since it appears you need to get the airplane to New Jersey, you might as well have a reputable MSC take care of that on its way to its new home. Maybe one in Texas (Dugosh or Don Maxwell) or Ohio (G-Force Aviation) since they are on the way to where you live. You could also offer to pay the delivery charges. Airplanes aren't exactly selling like they used to - unless the airplane is grounded for some reason, you can make this part of your negotiation.

Quote: mrjones30 Hello, This weekend I'm going down to Mooney Mart. I'm not going to purchase anything just yet I'm going there to check out some Mooney's. I'm going to sit in some to see if it's a good fit for me. Like I mentioned in previous posts I'm fairly wide in the shoulders. Is there anything on the ground I can look for on these planes to watch out for? I would love to have a checklist in my head that I can go over. I know corrosion is one of them, also the overall airframe. What else? What I am trying to accomplish: #1 Sitting in a few Mooney's to see which one is comfortable for my, (And my wifes) body type. #2 Learning how to look for trouble spots for when I'm ready to buy. #3 Establishing what kind of operation Mooneymart is. Is it a place that I can take my business or should I go elsewhere in Florida. Thank you!

I use wingx pro 7 and the skyradar ads-b receiver. I have a 75 F Mooney. I removed the ashtray below the throttle quadrant and replaced it with a ram mount ball and then have a ram mount iPad holder (One 6" double socket arm and one 4" double socket arm coupled by a double ball adapter, then the iPad tray) . While flying, it sits just above the left leg of the front passenger seat. I rotate it up between the yokes when entering and exiting the plane. The ads-b receiver is mounted below the instrument panel on right side. The gps antenna is on front dash, but small and barely noticeable. The remote antenna is mounted behind pilot seat on window. All wires are hidden. While I am happy with it, I recently went from St Louis to ND and I lost the network connection between the receiver and iPad a few times. To reconnect, I disconnected the power to the ads-b receiver and powered back up. It reconnected automatically, but I was hoping to not have any such issue. Glad we accidentally made it easy to connect/disconnect power to receiver. For my one time investment, I am not complaining. I would do it again without hesitation.

This happened once in my M20K. I could flip the stall switch and an additional stall horn (quieter) would present itself. Pulling the CB eliminated the noise. Do you have a handheld GPS wired to the panel somewhere? A Garmin 396 came with my plane and I had heard of that causing a random issue like this on startup.

Until I sold the M20J, I planned my flights at at 9 GPH LOP and 150 KTAS. I would typically achieve 150-155 KTAS in cruise.

Quote: WardHolbrook Actually, here is my favorite Mooney M-20 varient... How much fun would this one be? Two seats, sticks, a sliding canopy and aerobatic.

Slick bird, Tim!