231Pilot

I learned crosswind techniques in a Cessna 150, and would take off or land in almost any winds (didn't know how much I didn't know). In my Mooneys (a C, a J, and a K) I am more cautious of potential side loads on the gear. Gusting crosswinds are the worst, constant crosswinds are not too hard to compensate for either through slip, or crab and kick.

When I was flying my C: Once I had established a positive climb, with airspeed around 80, I would push latch with right thumb, and as I brought the handle toward the floor I would rotate my wrist so my hand rested on the side of the handle that is up when the bar is on the floor. I would give a slight tug toward the receptacle. To extend the gear I would slow to gear extension speed, raise the handle from the floor and reverse the wrist rotation as the handle approached the receptacle on the underside of the panel. Once in the receptacle I would give a sharp tug upward to fully seat. During GUMP I would grasp the handle without touching the latch and tug straight down and straight up to ensure that the gear was locked in place. I did this three or four times during final. My stability came from my left thigh being pressed against the left side panel, not from my grip on the yoke. It worked every time. I kind of wish I had manual gear on my 231.

My prayers for Bill's family and for Mike's recovery. Regardless of our preparations, it could be any of us. Whether in our Mooneys, our cars, or just walking, accidents happen. This one breaks my heart.

Learn in what you intend to fly. The Mooney is a stable IFR platform and is excellent for IFR training. I got my instrument ticket in my first Mooney (a 1967 C) and hand flew everything as the only autopilot was the wing leveler. When I got my second Mooney (a 1982 J) I spent time with a CFII learning to fly approaches with the autopilot (and learning to take over when the autopilot suddenly disconnected (crafty instructor would turn it off at some point in the approach). Don't go for the simple plane to learn instrument flying, go for maximum safety when you are flying your Mooney...learn in it. You are going to have a lot of fun and be a much better pilot when you have earned your instrument rating. Enjoy!

Right you are mooniac 15u, "It's" is the contraction for "it is".

If you are going to be flying in the high altitudes of the intermountain area, the turbo will give you an added utility that will prove to be invaluable. I went from a 201 to a 231 when I moved from the southeast to Utah, and have not regretted it. Useful load is the only drawback of the 231-252. If you are going to have 2 passengers, they will need to lightweights or you should not carry full fuel. Cruise speeds of 175-185 at 12.5 gph running ROP, and >800fpm climbs up to 17000 are hard to beat with any of the B planes.

If I am flying into KSLC fro the east or the south, the speed brakes are extremely useful, even if coming from the west, the VFR approach involves a "chop and drop" to the east and then the north after crossing the approach end of the runways, speedbrakes are well worth the investment if your locale or your mission puts you in mountainous areas.

Ski tubes are available. My 1985 had a ski tube installed when I bought it. Of course, I am not a ski enthusiast, but the tube remains in place.

I've used Aerotherm since 2007. Works great, thermostatically controlled, so it keeps air temp in the cowl at 60˚F. You can make it higher, but there is no need. I use an old comforter draped over the cowl to help hold in the heat.

I have bought three and sold two dealing with Jimmy and David at All American Aircraft. Not the lowest prices out there, but nothing has ever been misrepresented. They are honest, and they know Mooney aircraft as well as anyone out there. If I ever get another, it will be through them if at all possible.

Much depends on which M20K you have and how it is equipped. If you have a 231 with an intercooler, 40" is overboosting and will have a deleterious influence on engine life. I would pay attention to the POH and to an supplements that might have been added with the installation of intercooler and/or upper deck limiter (automatic wastegate). I have an intercooler but no upper deck limiter and I take off at 35", climb at 32". Watch your CHT and TIT as you climb and adjust pitch and cowl flaps (along with MP) to keep temps in the appropriate range.

Just a few months after I bought my first Mooney, a 1967 C, I was practicing take offs and landings and on the 4th or 5th landing, I put the gear down, heard the warning and couldn't figure out what it was because the gear was down...I could see the Johnson Bar in place. I touched down, taxied off at the first intersection, still heard the noise, and looked at the Johnson Bar when I stopped to reconfigure before taxiing back to take off again and it just didn't look right. I pushed it and it moved about 1/4 inch and popped fully into place. The warning horn stopped. I don't know why the gear didn't collapse. I was just lucky that day. I am a triple GUMP guy now, midfield on downwind, again on the base leg, and last on short final. I haven't come close again, but it could happen.

At those prices, you would be better off selling your current Mooney to someone who doesn't need FIKI capability and buying a plane with TKS already installed.

How can the annual have been completed in December of 2013 when this is only June of 2013?

I use/love my CNX80, and would like to have the 480 as a backup, but considering the lack of support from Garmin, the 6 AMUs is too steep for me. As smart as the unit is, even half that price is a gamble. If the unit goes TU, not sure anything can be done for it. It's the same reason I couldn't justfy the money people are asking for 430W and 530W units they are selling when they do their panel upgrades. I've already been burned by Garmin's lack of support when my MX20 died. No help/available service from Garmin. Obsolete Garmin units are great as long as they work, but the lack or factory support for them devalues them enough to make them a huge gamble.