flyboy0681

Quote: DaV8or Agree with this too. Much more foot room in a Piper. It's not like your feet rub on anything, it's just there aren't a lot of options where to put your feet on a long flight like Comatose said. I haven't found it a problem, but then I haven't gone on any long trips yet.

Quote: DaV8or

Quote: rob The Mooney has more than two advantages over the Arrow. The ones you mention are great, but the general construction of a Mooney is, in my opinion, far superior to the Piper.

One of the oldest misconceptions in general aviation is the interior size of a Mooney. The M20J is actually wider than an Arrow. The M20J is 43.5" wide versus the Arrow's 41.0, although the cabin height of the Mooney is lower at 44.5" versus 45. I think that Mooney has a reputation for tightness because of three things. 1. The Mooney has a full length center pedestal while the Arrow doesn't have any. 2. It appears that the bottom seat cushions are wider on the Mooney than Arrow which makes the two seats pretty much touch each other, giving the impression that there's no room between the two passengers. Getting my hand on the trim wheel takes some maneuvering on the Mooney yet it's in the same spot on the Arrow and I find it easier to grasp. 3. The Mooney sits lower to the ground than the Arrow and I think it gives the illusion of being smaller. The Mooney has two great attributes that the Arrow doesn't: the door opens much wider and it cruises at 155kts.

Pre-heat hmm? Don't think we use that down here

How's the training coming along?

How's the training coming along?

Quote: KLRDMD

My primary concern with "way up" trim on landing is that in the event that a go-around is required, the aircraft will reach for the stars once full power is applied. If this happens it may take a lot of strength to push the yoke forward. I'll try this very scenario with my instructor this week and see just how the plane reacts.

I'm mindful of having too much nose up trim in the event a last second go-around is required. It could end ugly if not executed well.

Let's just say it - I'm a weakling. There, it's now out in the open.

I have flown a 182 and it wasn't pretty. I remember this as clear as day and thank my lucky stars that I didn't do any damage. I was landing and struck nose first and the plane came down in a thud. So much so the ELT went off. Looking back at my logbook, that was 1982, so I've come a long way since then.

Flew with my instructor yesterday and finally nailed the landings. I'm now able to consistently get over the numbers at 70. The trick for a smooth touchdown is plenty of up trim. As opposed to other heavy, complex aircraft that I have flown over the years, the Mooney requires an incredible amount of muscle to flare (due to push tubes?). Since I don't have much upper body strength, the trim is my friend. The Halo keeps getting better and better with each hour. I previously reported that it weighed 8 ounces. In reality it's one ounce.

I just recently read an article in Aviation Consumer (I think) and it talked about skin repairs to composite planes versus metal. My eyes bulged by what was mentioned. A case was discussed where some Cirrus owner struck something on the ground which resulted in a hairline crack in the wing, out towards the tip. The repair was $23k because all kinds of special work had to be done, from finding a repair station qualified to handle the special work to using equipment to see the crack on a scope, to the fix, to the curing process... the list went on. The author mentioned that the same repair on a 182 would have cost about $3k and went on to say that this was a primary example of why insurance rates for this type of aircraft is much higher than the jalopies we fly. Food for thought.

I just got back from my second flight, while it was exciting, the best part was trying out my new Halo headset. Incredible is the only word that comes to mind. After a while it was hard to tell it was on, the noise blocking is great, sound quality is phenomenal as well as the mic. At 8 ounces I just didn't know they were on. There is no way I'm ever going back to the head-vise, no way. Oh yea, the flight was good. Practiced loss of power down to pattern altitude at an airport 7 miles away and did a manual gear extension. We had a very stiff crosswind today and the landings were passable, but I nailed the speed on final.

In the morning we go up again and I'll be trying different configurations. On my agenda are half and no flap landings.

One of my partners is well over 6 feet and just towers over me. I'll get the speed down lower as I get more practice, but the statement was meant more to convey that keeping the speed down wasn't nearly as difficult as I thought it would be. By the way some people talk, I thought I'd be coming in over the numbers at 95.

Speaking for myself, the insurer only wanted 2 hours dual and one solo. About 1/3 of my total time has been spent in complex, so I'm sure that's their reasoning, although I don't plan to do less than a minimum of 5 with my instructor. Tomorrow is my next flight and my new Halo headset arrived in the mail today. Hopefully it's as quiet as it is comfortable. This has been quite a week and I lucked out with respect to my new partners, both very personable, approachable and smart guys.

The plane does have the pedal extensions but I'm not sure if they are 1.5 or 3.0 inches. I'll have to check the log book.

Roughly 1/3 of my time has been spent in complex (mostly Arrow's) so the insurance company just wants 2 hours with an instructor. I don't think I will feel comfortable on my own until at least 5-8. I must say that it was nice seeing 150 knots in cruise.

Today I joined the ranks as a Mooney owner. Shortly after the signing "ceremony" of N1161Z, I went up with a well qualified Mooney instructor from my new home base at Boca Raton (KBCT). He put me through quite a workout over the practice area. The stalls in landing configuration were a bit scary but I got through it. My landings were slightly better than I thought they would be and the last one of the day was very acceptable. I did not have trouble keeping the speed down and passed over the numbers at 75 knots each time. My primary concern with choosing the Mooney was my being a small person at 5'4". In reality this posed no problem because the left seat height adjustment puts me well above the panel and I can comfortably sit with the pins in the second notch. After the instructor left and I was alone by myself in the hangar, all I could say was "gulp". More to come. Mike

Thanks for all of the replies here, I got the answers I needed and appreciate everyone's candor. I close on the plane this Saturday and have scheduled time with a Mooney instructor later that day. As for the instrument training, it appears that using an instructor with a lot of Mooney time is not all that important. I'll be following up with pictures and a new avatar in a few days.

Excellent point Theo. Excellent point.

I'm hoping to sign the papers on my M20J later this week. Sometime in the next few months I'll be starting my IR training. I have a CFII that I have been using for the past few years (as a renter) that I really like and get along with well, but he doesn't have any Mooney experience. My question is, just how critical is it to use an instructor that doesn't have Mooney time? Please, honest based answers only.

In a few days I'll be closing on my deal for a 1983 M20J, which is based in Boca Raton. I'm seeking recommendations for an instructor with Mooney experience that can check me out per insurance requirements.