roundout

Try Premier at FXE.

Quote: docket Larry, I wish it was that simple but alas it is not my overhead being open.

Quote: docket Larry, I wish it was that simple but alas it is not my overhead being open.

I know at the factory they charge like $1700 for this mod on new aircraft.

I wear Bose but would buy Sennheiser next time. Get the set with the best passive noise reduction that you can wear comfortably. The ANR system makes it easy on the ears but the passive noise reduction is what saves your hearing. i didn't understand this when I bought my Bose 5 years ago. All they do is make the radio a lot more intelligible. They're also super-comfortable. I would find a pilot shop where you can actually wear the sets. Make sure to test them with glasses, sunglasses, and a hat if you ever wear any of those while flying.

The ambient air is way thin up in the twenties. That's probably why your CDT gets high. Cooling systems are much less efficient there and the turbo turns in to a heat pump. Even though the airplanes can go there, I typically don't go above FL190 unless there's a very compelling reason. I won't go above there without a pulse-ox meter, for certain. There are plenty of good reasons to stay lower and few to go way high. FWIW, the turbo systems on the Bravo and Acclaim are superior to the TSIO360's but they still suffer above FL200.

Glad to see your post, Roger. I will call you today or tomorrow. FWIW, the plane flies as nice as it looks. It's a super J model. BTW, I will take the advice given in this thread to another level. I wouldn't fly from DFW to PHX at night, period. Even with an instrument rating. TRJYMR, PM me.

There are a couple Mooneys at POU. They all fly about the same. Beg borrow or steal a ride in one. You won't find manyfor rent; you have to know somebody who owns or flies one. You used to be able to find some old C models for rent back in the good old days but I haven't seen one for ages.

They do work as advertised and last a long time. Whether the upgrade is worth the money is a different story.

I bet you $5 that he is an active member of this site.

Probably owns a fraction of a Cirrus. FWIW, Goyer does too.

I've used a product called Lexol for the leather in my cars for several years. They make a cleaner (orange bottle) and a conditioner (brown bottle). Not sure how they'll work on the airplane seats but in the car they do a good job and don't discolor the leathers I use them on (02 VW and 84 Mercedes).

1 quart Gatorade 10/$10 at the local grocery store. Get a couple of them. You need the Gatorade on a multi-hour flight and the bottles have a large enough opening that you can "recycle" them when the need arises. They also seal tight so you don't have to worry about spillage. Can't help you if you carry pax or are a female.

Looks like I'm in the lead for Mooney anyway. Later reached as high as 337 but my phone ran out of batteries and I wasn't carrying a camera. ADS-FXE in 3+48. I wish we'd have filled out the paperwork, I'm sure it would have set a record. Oh well.

Quote: ScottZ Thanks, this is great info. I just flew from my daughters' camp in North Carolina back to Austin in our T206. Of course, we were able to haul everything including a trunk and duffle that we would have otherwise have been shipped. As I have mentioned on previous posts, we have the 206 for sale (when it will sell, who knows?). My wife and weighed the merits of cargo capacity versus speed and comfort. We both agree that we would give up cargo for speed, comfort and economy (especially making 128 Knots over the ground into a 20 knot head wind burning 17 gph for 4.3 hours on our recent journey). That said, I do have two teenage daughters and there may be times the 4 of us fly cross country. So I need to at a bear minimum be able to haul enough for two or three days for each of us. This would be rare, but it could happen. The rough calculation would be 120 lbs luggage, 500 lbs people. This would leave us with the ability to carry 50 gallons of fuel roughly. Running in an efficiency mode (not to digress on LOP operations here, I am sure there are other threads for that), I believe I could go further than 4 bladders could hold out.

Call Richard Simile at Premier and see if he can recommend anybody.

PM replied to.

I also wear a Brietling Colt automatic. Mine didn't come with the fighter jet, but it was a gift and I didn't get to choose which options it delivered with.

Quote: Mitch Hi Fernando. Don Kaye says using the speedbrakes in a crosswind will have no advantage and will make no difference either way. They will not creat a hazard. He sees no reason to use them on a crosswind landing. He does use speedbrakes sometimes on rollout to help slow his plane. He also says speedbrakes do not affect stall speed either. If you would like futher explanations from Don, he asks that you please do contact him. He is happy to help.

The speedbrakes really don't do much below 90 knots. I used to demo a takeoff with them deployed (use common sense - make sure you have a long runway on a day with enough performance) as people seemed to be concerned about failing to retract them on a go around. Don't get me wrong, in some situations and aircraft failing to retract the boards will get you killed (see AA 757 in Columbia) but in the Mooney it just isn't a big deal. Personally, I make it a point to NOT use them at all. I figure if I can manage everything with pitch, power, and planning, I am in tune with the airplane. If I flub something up, I still have the brakes in my back pocket if I need them.

He's lucky that the Bahamians got him and not an aircraft owner here in the States. Especially not in my state.

Lone Star at SAT.

The airplane is a niche airplane. Enthusiasm for legacy products is clearly waning because, let's face it, there have been design improvements in the last 60 years. It is amazing that the M20 airframe was so far ahead of its time when it was designed, but you're living in dreamland if you think that the newer airplanes don't stack up. They do. They do some things better and the M20 does some things better. I know which I'd rather have, but I'm kind of old school. If and when the factory re-opens, I see a totally different marketing program with the staff and support to build and deliver about 15 a year. More than that and I suspect airplanes start clogging up the hangars at the head shed again. FWIW, Ronnie Kallies is no longer with the company, either.

While I don't disagree with the zeitgeist of the posts in this thread, I think that some folks may not understand just what kind of time and money it takes to bring an airplane to certification and production. Mooney can't afford to bring anything new to the table and can't afford to even really improve upon the existing airframe (max t/o and landing weights, for instance) because of the costs associated with certification. The M20R and M20TN are difficult to sell against competing models from brand C and Bend. They are also difficult to sell against earlier Mooneys because, frankly, the earlier models are just about there in terms of performance and are available for much less money. Putting aspects such as tax benefits, warranty, etc. aside, you can buy a Bravo for $250k that is 15 knots slower than an Acclaim. A Rocket is nearly as fast as an Acclaim. You can buy an old Ovation or a Missile and put Aspen or G600 in it for half the price of a new Ovation. I would love to see Mooney making and delivering 100+ airframes a year again like we did in 2007, but I wouldn't hold my breath. The only way I see something like that happening is if they can get somebody like Richard Branson to be the investor. A guy like that would look beyond the bottom line and see that the entire spirit of GA could hinge upon a great company innovating and transforming the look of the industry (see brand C, early 2000s. You don't have to like their product to understand that they DID revolutionize GA) and not get too caught up with how much money might be spent in the process. Even if the company as we know it doesn't come out of this in the shape we want it to, I suspect that you will probably see a kit version come out in Carbon Fiber, much like the kit that is basically a CF Comanche. This airframe is too good and has too many supporters to just die on the vine, even if the legacy company can't afford to develop it any further.

Here's why I ....uh. Yeah. Cuz it was what they told me to fly that day. ERV-FXE in under 5 hours.