Glenn

Everyone seems to like to bash Garmin, and it is understandable for those with a short memory. But if it was not for Garmin would others have developed an integrated color, moving map GPS at a price-point suitable for single engine general aviation? The 430 did not have much competition for a long time. How about XM radar? Garmin's innovation has greatly increased the utility of light GA. I contend that they are now in a competitive environment, but they are not villeins. Others may differ...and I am sure that they will.

I had time in an E, prior to flying a J. If I found that I needed to use pitch trim more in the J, and that the ailerons were a bit lighter. There is of course the issue of that round electric switch on the right side of the pilot's panel, that, as I recall, operates the landing gear. (I've been flying an F with a Johnson bar for the last 29 years.) You will need to become familiar with the emergency gear procedure, that does not exist on your C, if the C has a Johnson bar. Speed control on approach and landing is the same. You can fly instrument approaches a little faster, because you do not have the same limiting gear speeds.

I agree with you! Maybe that's why I have owned the same F model for 28 years. With the avionics upgrades, some speed mods, that I have added over the years, and the fact that I know everything works, I would not trade straight up for the average J, even though the J is probably 7 knots faster. Peace-of-mind, and lack of hassles has a value. Plus you avoid the issues involved with selling and buying.

Another thing to consider may be, do you love your avionics set-up? If you do, that could count significantly in favor of the conversion.

I use both Dulles and Leesburg a few times each year and have received good service at both. If you call ahead a Hertz car is available at either. Fuel is a lot less expensive at Leesburg. You will however want to use your cell phone to pick up an IFR clearance on the ground prior to departure from Leesburg. No PIN is required at either airport.

If memory serves me, Sturigs charged a little over $13,000, including aileron skins, all new stainless screws, and new static wicks.

I had very good results with Sturgis Aviation, in Sturgis, MI (KRIS). Danny King is the proprietor and is great to work with. I had my M20F painted about 4 years ago, an it still looks great. I had to wait about 2 months to get on the schedule, but they then stripped, had ailerons reskinned, and painted the plane in less than 3 weeks. In short they did what they promised on-time and on-budget. They even ferried me back to my home airport in their C182. Their number is (269) 659-3773. Below is before and after.

Is the probe for the colder cylinder in the same location as the others, or is it different to accommodate the placement of the probe that serviced the factory gauge?

396 & 430W

I used an AirGizmos panel dock to put a Garmin 396 above a GNS430W. Your avionics shop can direct the 430 to share your flight plan with the 396/496 for a very nicely integrated system.

I have had a 40 cubic foot SkyOx bottle behind the pilot's seat of my M20F for years. Used with Oxymizer cannulas it gives pretty good endurance between refills.

I believe that the original quick drains were held in by two rivets. An A&P should be able to replace this with the newer screw-in type. If you ever have to replace it again, it will be much easier.

Cold Start Throttle - open 1" or a little more Mixture - Full Rich Electric Pump - on until indication of Fuel Pressure, then off Engage the starter Hot Start Throttle - Wide open Mixture - Closed Engage Starter Enrich Mixture when the engine fires Reduce throttle I am on my third engine in my F model (over 29 years) and have never had these fail. Good Luck.

Tulsa is beautiful this time of year, and you will be amazed how well that autopilot will work when Jerry and his team at Brittian work on it.

I admit that I was looking for a Piper Arrow, back in 1984 when I wound up buying a 1967 M20F. The interesting part is that I still own it. It has, over the years, been upgraded beyond any reasonable resale price, but the airplane has been a joy to fly for almost 30 years, and I feel that the utility that I have received, has been well worth the expense. It is not unusual to see Mooney owners do this. I believe it is because they truly enjoy the way the airplane flies, and the inherent safety of the airframe. This model Mooney provides a great combination of speed, economy, useful load, range, and reliability. After flying one for 29 years, there is not another single engine airplane that I would rather own.

Two additional things to consider, as if you needed more. Is your engine idle set too high. 750 is max 600 is better. Think in terms of skimming it on. Be surprised when it touches down. When my landings have gone south, I have had luck practicing slow flight at altitude for a half hour or so, just to refresh my feel for the controls at minimum speed. Good luck.

I had a great experience with Sturgis Aviation, in Sturgis, MI (KRIS). I had to wait a few weeks for my slot, but was promised that the plane would only be out of service for 3 weeks. If I recall I was quoted $14,000 to strip and paint, as well as re-skin both ailerons, because of hail damage, install all stainless screws, & new static wicks. The job was done on time and on budget. The owner, Danny King was very pleasant and more importantly, he did what he said he would do, on the timetable that he promised. They also ferried me back home in their C182. I wish all transactions went this well. The paint is now 4 years old and still looks great. The only touch-up that I have had to do was a single rivet. I can email before and after pix if you like.