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.

Much depends on how recent the damage was...the older the damage, the less it affects the value of the aircraft.

I think it would bother me that this guy had my tel. number.

How did you talk to him if the telephone was disconected? How did you detect an African accent if you had to contact him by email? There must be parts of this story that somehow got left out of the post.

Have you determined the proper airspeed by calculating your actual stall speed and multiplying by 1.2? Regardless of the numbers in the manual, if you practice stalls and record your speeds in the landing configuration you should have the right speed for your aircraft when you cross the numbers. It should let you settle down on the runway everytime unless you flare too early, or come in at the wrong pitch attitude.

I have had the 430, and now have the 480. There is a learning curve, but I much prefer the 430. I use it with a GMX200 and it is great. The only problem with it is that (of course) Garmin no longer supports it. I will keep it until I can no longer upgrade the database or until it dies.

Same for me....on-line blizard causing a white-out?

If you have done no mountain flying, try to arrange for some mountain instruction on the east side of the Rockies, and try to time things so you cross in the AM rather than in the afternoon. I have crossed in the morning, mid-day and afternoon, and the morning was certainly the more comfortable. As the mountains warm up, you will get tossed around a bit...be safe and get some supplemental O2 in the event you want more air between you and the earth....and follow the airways.

I had it happen when I had my J, made it part of my end of flight check list to make sure the light was turned off before I secured the aircraft in the hangar or at a tie down when traveling. Problem eliminated at no expense except for the red face from letting it happen in the first place.

I just push into the hangar, but rather than an incline, the hangars here have a grate at the doorway to prevent water from flowing in when it rains. It does take a little extra 'oomph' to go over the tracks for the doors, but not insurmountable yet.

Two different Avionics shops quoted approximately 12 hours of labor on the change. One is local, one is about a three hour flight from here. I decided to go local. My upgrade is in progress now, installing a newly yellow tagged GMX200 that came out of another plane doing the touch-screen upgrade. Saved about 8 AMU over cost of new GMX200 with traffic and chartview, so by going local and not opting for 'new, out of the box' I have almost made up for the market losses. Should have it back in a few days (weeks?). Not good flying weather here right now anyway. Too much opportunity for icing with inversion layer and really low temps.....I can wait.