Bennett

The 261/262 conversions did indeed retain the 231's 12 volt electrical system. While I had two alternators and regulators, only one bus and one battery. I would have preferred a separate bus for essential avionics, and the ability to select batteries, but I never got around to having this done. In ancient days it was much easier to work with 337 forms for one off modifications, although I did have to some work done in CA, and some in FL to find favorable FISDOs. Sent from my iPhone using Tapatalk

The 261 and the 262 are essentially the same conversion from a 231. From firewall forward the standard 252 engine and cowl was installed. A second alternator was normally fitted, along with a one piece belly pan then all sorts of speed mods and fairings were installed. Many added ram air for the magnetos to control missing. It was usual to remove the step, and move the comm antennas into the wing tips. Some of us added a third gear door to fully enclose the main gear, and added overlapping nose gear doors . But what gave it more speed in the higher 20s was a special McCauley "high altitude" two bladed prop. This prop has a different built in twist. These conversions with this prop were no faster than a 231, and maybe a bit slower, up to about 18,000', but then the prop was like another gear in a car. These props have a heated leading edge. Many/most of the 261/262s had long range tanks installed, and they were/are/ great traveling machines. Critical altitude was around 24,000', and they were very fast at FL270. I made many trips crossing the country, west to east, with just one fuel stop by flying high (FL270) in winter, catching the lower level of the jet stream. On one trip ATC verified a ground speed of 315 knots average over several hours. Cold and mushy controls, but the speed was worth it. The Trophy 261 vs the 262 was just marketing between Coy Jacobs, Mod Squad, and Tim Combs at the Mod Works,although at one point they were partners at the Mod Works, and some 261s, like mine, were built at the Mod Works. I think mine was the first of the 261s, and a brand new Continental engine was installed (and immediately ported and polished). She was a great aircraft, but way overkill for the weekend $100 hamburger run. Coy took his virtually identical 261 into the lower FL30s with a pressure oxygen system. Coy eventually bought mine (after I beat him on a cross country flight). The POH was just about identical to the 252, and the Service Ceiling was 28,000' Sent from my iPhone using Tapatalk

My old K (261 conversion) felt far less stable in a forward slip, and after a few possible tail "burbles", I stoped doing them. My J slips more comfortably, but I seldom do them. I guess in the intervening years I have learned how to drop altitude quickly without slipping until near the runway in strong crosswinds. I am growing ever more confident in my CYA -100 AOA unit, but to a great extent, 40 years of landings (well over 20 in Mooneys) has a "feels about right" aspect that supersedes just watching instrumentation. A lot of clues here-yoke pressure, sight picture of nose relative to runway, general noise level (even with ANR headsets), perceived speed relative to runway markers, occasional scans of AOA and ASI instruments, listening for aural warnings just before touchdown. As I grow older I find experience trumps rigid adherence to "rules" and "always fly her by the numbers" thinking. I want to be at the right altitude, attitude, speed, and trim 50' from the runway threshold. How I get there comes from years of experience. Many will disagree, but It works for me. My old flight instructor taught me how to do this - "pull the hood off, and now what are you going to do?" That training is invaluable, and I still fly with him for my periodic checkouts, and he keeps setting up "almost impossible" scenarios. Almost, but not impossible. Fly lots - fly safe. Sent from my iPhone using Tapatalk

I have been searching for an online map that shows the ground transmitter locations. Plenty of maps showing coverage, but finding the actual locations of the transmitters is difficult. I found that an individual has been gathering information from Stratus users that can download this information to Foreflight as waypoints. I haven't done this but he has also posted a (non official) Google Earth map with some locations mapped. Since I have been trying to determine the closest tower/s to San Carlos, I didn't try an view the entire country. What I found is that SFO has two towers and that the distance between SFO and KSQL is less than 10 miles. There are no intervening hills between those towers and KSQL, and this might explain why I can see Mode C aircraft TIS-B while I am on the ground. I found the materials on the Pilots or America website under forums. I am not a member, and I could not copy the postings, but anyone should find, and view, the topic: ADS-B ground station locations. Sent from my iPhone using Tapatalk

I'm sure you are right about rebroadcasts where KSQL is situate. We are very close to SFO which has a constant stream of commercial airliners and private jets. I will have to find out where the nearest ground station is situate. What I do know is that when I am anywhere on the airport (outside my hangar) I am seeing a lot of aircraft in our local pattern, and I don't believe many of the flight schools' aircraft are equipped yet with ADS-B out. Sent from my iPhone using Tapatalk

Yes! Sent you a PM Sent from my iPhone using Tapatalk

Interesting. I see mode C all the time when on the ground at San Carlos (KSQL) with my GDL88 set up. This might be because San Carlos is under the flight path to SFO. Class B starts at 1500' on the east side of the field, and to the ground about 5 miles to the north. Lots of traffic displayed on my various screens. As more and more aircraft adopt ADS-B out I expect that most aircraft will show up at low altitudes everywhere. Sent from my iPhone using Tapatalk

Just another comment. After every flight I mentally replay the flight at bedtime, and critique what I could have done better. I've been doing this for decades, and I think it useful. I don't think I have ever had a"perfect" flight, but it is fun to think about how close I can get to that "perfect" flight. Maybe my last flight at 85. Sent from my iPhone using Tapatalk

I believe that keeping One's mind busy working on problem solving is a help in keeping sharp enough to keep flying as one ages. I mentioned my father (still writing short stories up to his death at 97), my grandfather (still working on his Aramaic - Hebrew dictionary in his mid 90s, - a 30 year long project), and my great grandfather (a respected Talmudic scholar and Rabbi until his death at 101). On the other hand I have seen contemporaries die shortly after retirement when they stopped driving themselves to keep learning (and competing mentally). This seems to be especially true of my military contemporaries (who often drank themselves to death). Of course physical diseases can kill, or disable, one at any time, but I trying to confine my comments relative to the mental skill sets in flying. Sent from my iPhone using Tapatalk

Good point about flying frequently. I fly every week. Sometimes to a destination that is 1-2 hours away, but if I don't have a destination in mind, I will fly about 100 miles down the coast (CA) at various altitudes and play with the autopilot settings, and run through the various options on the GTNs. I always hand fly back. I don't like pattern flying in Mooneys just for practice, and so I tend to fly to a few local airports if I want to try slightly different variations in landing technique. Sorry, but I just can't bring myself to raise the flaps just before landing. Sent from my iPhone using Tapatalk

I'm certainly aware that my physical stamina is not as it was 10 years ago (I'm 81 now). Some lower back pains in cold weather, but general health is great. I work full time in three business that I own, and this keeps my brain going. I fly with my crusty old flight instructor a couple of times a year, and so far he thinks I am a safe pilot. If I was't he would tell me instantly, as the man has no tact, but boy can he make a airplane do what he wants. The family history is good - my dad, grandfather and great grandfather all made it to 97-101. No guarantee for me, but it bodes well. I do think about when I will stop flying, but it's not that time yet. I attend many Wings seminars (and I was a lecturer in about four over the last few years), and I think this helps towards flying safely. After 40 years or so flying Instruments I decided a year ago to restrict my flying to VFR conditions. I still practice approaches, but that is just to maintain the skills should an emergency occur. My current thinking is that age 85 is my stopping point even if all else is well. Of course, I might stop earlier depending on either or both my physical and mental health. Sent from my iPhone using Tapatalk

Bonal makes a very good point here. I once did an owner assisted annual- not to save money, but to learn just what is involved, and what to look for. Lots of bruised knuckles and a cut or two, but the experience was very valuable. I learned more about the mechanical aspects of my 261 than I did by reading manuals and brochures. Sent from my iPhone using Tapatalk

I would be very distrustful of a one day annual. I believe in flying zero known defect aircraft, and therefore I bring my airplane to LASAR for all routine maintenance, including oil changes, between annuals. When annual time comes, the aircraft is flying as perfectly as I can make it. Yet, my annuals normally take well over a week, and they almost always find something that could cause a problem in the near future, and then there are the regular timed inspections and replacements of back-up batteries, etc. Frankly I appreciate their work, and while I gasp a bit at what it costs to do the job right, I would quit flying if I couldn't afford to minimize the mechanical aspects of risk. These (mine at least) are old airplanes, and things will break, or breakdown, over time. Continuous conscientious maintenance is good risk management, and this maintenance is, in my opinion, only as good as the shop and mechanics who perform the work. Off my soapbox. Sent from my iPhone using Tapatalk

I sent them (Aviation Consumer) a bunch of photos, quite a few paragraphs of comments and referenced the AVWEB article about my J they once published about aircraft refurbishment in Dec. 2012. They used none of the photos and truncated the materials I sent them to the point that it is almost indecipherable from what I wrote. Still interesting, but not the best article on Js that they could have done.

Building out my J to the way I want it cost well over $200,000, and it might cost even more to duplicate her today. She is not for sale in the near future, but I am reasonably certain that I can get $150,000 from a knowledgeable Mooney pilot, and they would be getting a very good deal. I personally would be very wary of low priced Js. Sent from my iPhone using Tapatalk

Not only does my home county, San Mateo County, in line with most counties, charge an annual 1% Property Tax, but they, and some other counties charge a Possessionary Interest Tax on rental hangars. Be a bit wary that CA (State) will not try and charge you a "Use Tax", when you register a CA address for your airplane. Sent from my iPhone using Tapatalk

"There but for the grace of God, go I". I've now had two runaway autopilot servos, which fortunately I was ultimately able to power down. The real problem was a totally jammed up trim that nothing would budge - hand wheel or electric trim. I was very lucky that day as I was able to push the yoke hard enough to let her climb without stalling to an altitude where I thought I could glide (at idle) to an airport. Full flaps helped reduce the pressure a bit as soon as soon I was level, and then a low power glide to the airport. Used the throttle to control the rate of descent a bit, and when over the runway, popped the speed brakes and let her settle. Dropping the gear just before the approach end of the runway didn't help the trim situation, but did slow the airplane. I used a lot of runway, and it was not my best landing, but the gear didn't collapse. Just dumb luck. The problem was purely mechanical - a flashlight jammed the trim mechanism (inside the tailcone). I won't mention the mechanics name that left his flashlight there. My arms were sore for a week from pushing on the yoke. I am really glad you had a co-pilot to help you push the yoke forward. As I said in a earlier post, you did really well to save yourself and your passenger. Sometimes things happen to aircraft that are totally unexpected, and all that "what if" training we subject ourselves to pays off. As others (and I) have said, be proud of your flying skills that allowed you to have a great outcome. Airplanes can be fixed. You undoubtedly bought insurance for years. Now it is time for the insurer to show their skill set in quickly resolving the repair process. Sent from my iPhone using Tapatalk

You kept flying the airplane, and made a successful landing. Neither you or your passenger are injured. Good for you. Given a mechanical issue you dealt with the situation, and don't try and second guess what you could have done. In time the reason for the jammed trim or elevator will be solved. Until then, try and get this out if your head, and take pride in your skills that got you down safely. Sent from my iPhone using Tapatalk

I too use 2550 RPM with the Top Prop (2 blades) and the PFE. 2700 sounds high for cruise, but I will try it on my next flight (actually 2690 as my JPI. 830 RPM display goes red at 2700). I believe that LASAR did a same day before and after test of the PFE. I'll ask them for a copy and see if they will allow the results to be disseminated. Sent from my iPhone using Tapatalk

Just a comment or two: The CYA 100 AOA works well, but I adjust my speed just before touchdown by my estimated weight at that time. At the end of a longer trip I touch down 3 or 4 knots slower than a short flight starting with full fuel. I've made many "roll on" landings by using speed brakes. The control button is on the yoke, and the electric versions are quick to deploy, or retract. If I am just a bit fast on final, I will open my cowl flaps fully which add just a bit more drag. I normally keep a good deal of gear in the baggage compartment, shifting the CG aft which helps with the flare (and cruise speed) I generally fly alone, so this really helps. Sent from my iPhone using Tapatalk

Mooney 231 converted to 261: owned for over 18 years. When I sold her I took in a 231 in trade and sold her shortly thereafter. I've owned my current 201 for about 3 years. Many other aircraft in between. Sent from my iPhone using Tapatalk

I have had ACF-50 fogged in on every airplane I have ever owned over the last four decades. The aircraft serviced by LASAR (261, and now the 201) are done on an every third year schedule. They are very though in their application. Not cheap, but I think this preventative maintenance is important. Sent from my iPhone using Tapatalk

I keep a fire resistant safe in my hangar with the log books and important papers. I am not worried about theft, so I keep it closed, but unlocked. This is a relatively old safe with a key lock mechanism, and the key is in the lock "just in case" I forget and accidentally lock it. Spare keys are on the hangar desk with labels. Not a perfect solution, as fire resistant is not fireproof. I keep thinking I should bring all my log books, 337 forms, STCs to a good copying firm (like those used in the legal profession), and have them put the data on several different media formats - CDs, thumb drives, and a spare external hard drive. Sent from my iPhone using Tapatalk

Wouldn't it be fun to have a Mooney race by model -- something like the old Sun and Fun 60 mile triangular race. Back in the early 90s I raced my 261 in that race and won the 200-250 HP class . I still have that trophy on my hangar. Sent from my iPhone using Tapatalk

What I have been calling "recognition" lights are actually small diameter LSA and Experimental "landing" lights. They are incredibly bright and just by themselves are useful landing lights. Since I have a LoPresti Boom HID landing light in the nose cone, I use a selector switch to alternate these wingtip lights as "recognition" lights, and anyone who has seen me approaching them in flight spots me at appreciable distances. These are far brighter than my LED strobes (or LED navigation lights) which are part of my wingtip installation. In fact the FAA inspector who came out from the FISDO to inspect them himself, said they were a "safety" item. I guess I was lucky, and the mechanics who did the actual installation and paperwork had a very good working relationship with the FISDO. In other aircraft, with other mechanics, I have had to have been persistent (13 months to substitute an alternator for the original generator in my Cessna 140) by proving this substitution made the aircraft safer. I don't give up easily. . Sent from my iPhone using Tapatalk