mooneykflyer

Quick question for you guys/gals: During flight, does the airspeed gear retraction switch still work? If flying slow with the gear down and you want to retract, I assume the switch wont allow this unless you over-ride, correct? Also, what speeds does the switch operate under? I can't find it in my POH. Many thanks!

Quote: Jrob Hello all, I am a 125 hour private pilot and looking a purchasing a plane in the next year or so. I am tired of putting along at 100 kts in a rented Cherokee that looks like, well it looks bad. I plan of finishing up my IFR before purchasing and getting another 75 or so hours. I have been following several forums with special interest in this one and bonanza.org trying to decide between a Mooney and Bonanza. My typical mission will be me, my wife and my 6 y/o son (400#) from KLBB throughout texas (2-3 hours) and someday into the lower Rockies. I am a surgeon (insert the dead doctor joke here) and do not want to buy more plane than I can handle (thus the reason for the dead doctor jokes). I would love to hear any thoughts about why you chose a Mooney over a Bonanza. Would that decision be different today with the current state of Mooney Aircraft Co. Also, any thoughts about buying your first plane knowing that over the next several years (and few hundred flight hours) that your skills and comfort level will expand. Thanks in advance judge

It's with sadness that I have to put my 231 up for sale. If anyone is interested, I'd be happy to answer any questions about the plane. http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1980-MOONEY-M20K-231/1206115.htm? Sure has been one heck of an airplane...

Why don't you like the 50 ROP he discusses?

Thank you for your service, sir. Very much appreciated.

Hot topic of debate (at least in my circle). Some swear by the original POH's =full rich until altitude=, others by the 1400 TIT indication discussed by several Mooney engineers via MAPA. Let the games begin!

Engine time is a little high for my liking. Quote: Spanky anyone have anything on this mooney or seller? looking to purchase this one if all is good. thanks http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1979-MOONEY-M20K-231/1171663.htm Spanky

The OP said: =I will fly through a towering cumulus cloud when less than 8,000 MSL.= and =What is the limit to fly through a towering cumulus?= So when you say =So where did anyone say they penetrate convective activity in this thread?=, hopefully the quote from the OP is a concise answer. The phraseology I coined in the second paragraph isn't my personal definition. It's the FAA's definition straight out of the AC 00-6A. I have no issues flying through cumulus activity or teaching students to do so as long as they understand that generally, they're an indication of an unstable atmosphere, present moisture, and some sort of lifting mechanism; we know where those ingredients generally lead to so, it's again better to be informed and aware. Cheers! Quote: mooneykflyer

Quote: crxcte I know as a pilot we don't fly through towering cumulus clouds. But, when the clouds are small what is the limit on the height? I will fly through a towering cumulus cloud when less than 8,000 MSL. Sometimes its a little bumpy but never bad. What is the limit to fly through a towering cumulus? We never know what the updraft winds are on these things are.

Towering cumulus (not sure what a cumbulus is) are by formed in areas of deep moisture and convection. Think back to your private pilot training days. There are indeed three elements required for a thunderstorm to form. A TCU is presents all three. Additionally, it's careless, reckless, and quite foolish to be so naive and assume that all will be OK when flying in such a condition. Cumulus clouds, or fair weather cumulus, are as you said are generally an indication of a relatively small area of instability. However, they're still an indication of convective activity. Generally speaking, they're simply uncomfortable for passengers (or pilots alike who don't like turbulence). The last thing I teach and practice is being an airborne convective activity expert by gambling on which hazards a cumulus (fair weather and TCU) may/may not present. The towering cumulus clouds are a textbook indication of the first stage of a thunderstorm and as some have described here, are hazardous to small and large airplanes alike. In my profesional opinion, it's an unwise practice to penetrate convective occurences such as TCU. Quote: flight2000 So where did anyone say they penetrate convective activity in this thread? Both cloud sets below are cumulus are they not? One I'll fly through, the other gets a really wide berth or I'll land until it moves along. My experience has shown me what my minimums are for flying through a cumulus cloud and I have not seen any major turbulence, hail, or lightning in any cloud that size (or smaller) in almost 15 years of flying with my IR ticket. If clouds (cumulonimbus) are in the flight levels I will simply go around it or alter my plans if it's to big to go around (i.e. a squall line that extends for a couple hundred miles). I have no need/desire to fly above 10,000 feet and I base my weather decisions on that starting point. This thread seems to have morphed into flying through convective cumulonimbus clouds instead of answering what the original poster asked. Brian

Randy, thanks. I do want them and have sent you a PM regarding the postage.

Penetrating any convective accumulation is a less than smart idea and candidly, could be considered as careless and reckless. When I flew airliners, we had a zero tolerance policy for the very activities that are being described in this thread.

RJ, PM sent. Thanks!

I have an Electronics International engine monitor that does a great job. I also have GAMI installed. While I personally don't fly LOP, both are an excellent investment.

I may have asked this before but does anyone know where I can get a couple of head rests for my 231's bench seat? Thanks in advance.

In looking at a few new potential airplanes, I have found a few that are close to TBO. I found a shop in a publication that advertises overhauls for a somewhat unbelievable price. I emailed the owner and asked him what an overhaul would be for a TSIO-360 and TSIO-520. His reponse was around $16,000 - WHOA! That's about 50% less than I've seen in the past. Now, I am not one to skimp on maintenance whatsoever; in fact quite the opposite. I am the first person to fix everything the right way without hesitating. My question - Does anyone have any experience with Kline in MI?

Anyone know of a STC'd seat belt upgrade for the 231?

I have the LoPresti main hub caps but also saw that other have a nosewheel cap. LoPresti doesn't make one for the nose. Does anyone know where to find a nosewheel cap? Thanks in advance.

Missing a pic but was doing 216 GS at 15,000' in my 231 on 12.0 GPH. It was actually a pretty decent ride (most of the time).

I recently bumped a plastic panel in the back of my 231 and cracked the panel in an unusual spot. Anyone know if there's an option to repair rather than replace? If replacement is neccessary, where's a good place to consider a new panel? Thanks in advance.

I currently own an excellent 231. She's been a really nice and reliable bird. However, lately I have the need for a bit more speed. i am hoping from something that trues out at 190-200. Without breaking the bank and going straight to the Acclaim, any suggestions? I would hope to keep it around 150K. Turbocharging is a must since I live out west and need to routinely fly at 15-20,000'. Thanks in advance.

I fly a 231. I keep hearing there's a Mooney procedure that is supposed to be performed on the trim prior to flight. Many folks have said its in the POH yet I cant seem to find it. Anyone know where to locate this 'mysterious' practice?

For those of you flying the 231, what temp do you 'usually' find peak TIT? Thanks in advance.