Bennett

Awesome. Just out of interest what was the speed increase post cowl installation? And the amu s to purchase and install if immay be so bold as to ask. The quick and dirty answer is "Too much". Fortunately for me the airplane was equipped that way when I bought her. Actually, I understand that there are more than a few J's with the LoPresti cowl. It is a very fine piece of engineering, beautifully built of carbon fiber and other exotic materials, but I understand that it costs $17,000 or so (including the HID Boom Light). I don't know the install costs. The cowl kit includes new front wheel doors, a fairing behind the doors, and a transition fairing between the top of the cowl and the windshield. LoPresti claims a 7 MPH increase In speed (not specified by altitude, or with or without use of their Ram Air setup- much better than stock).

Call LASAR. They have at least two complete wings.

The LoPresi cowl for J's have side "gills" in addition to variable cowl flaps. Virtually never have to open the cowl flaps even a bit in level flight. I am still breaking in new cylinders (top overhaul at LASAR) and on a really hot day, I open the cowl flaps a bit to reduce temps. Never had to do this before the top overhaul, but each hour of the break-in process brings down the temps. I think all will be normal in another 5-10 hours. >

Gorgeous Cessna 140. I had a Cessna 120 (no flaps, no D Window) with a highly polished fuselage, and silver painted fabric covered wings. Looked very much like the Cessna in the photo. Stupid me lent that airplane to a friend (after having a CFI sign him off -15 hours dual in that airplane). The day he did his first solo flight he managed to land downwind, slammed on the brakes, and cart wheeled that once beautiful aircraft. Destroyed the airplane! Total loss! He wasn't hurt as I had added Hooker harnesses. I miss that fun little airplane. By the way I had an AV MAP IV imbedded in the panel (removable to keep it a "portable"). Probably the only glass panel 120 at that time. Too bad that the FAA won't classify the C120-140s as LSAs (too heavy).

In my experience with the SkyView units most of the software updates were to add features like SV, or their own autopilot interfaces. As I recall, the mapping databases were free. I had very early units but never felt left back as features were added to the newest boxes.

Bennett - I agree with you, I fly a Mooney over a Bonanza primarily for the incredible speed and efficiency in performance. However my longest journeys at this point are about 400 NM (Western Texas to the Houston Texas area). The ability to stay in the air for 5-6 hrs @ 120-130 KTAS (sounds like the 172 I got my ppl in ..?) isn't very exciting for me. However I'd be interested to see your opinions on both your J and the 262 converted K. What altitudes do you see 160 ktas and what power settings in the J? I guess more importantly what speeds do you regularly see and plan for both heading to AZ and coming back? I currently rent an Ovation 2, plan for 180 kts. Heading to Houston at 11000' my GS is typically 200-220 kts, coming back at about 8000' I'm averaging ~160-167 kts into the wind, which is still pretty good! But if I were to buy, my budget would only allow for a decent J or Older K model. Thanks! The short version: if you want, send me a PM, and I will give you my phone number to discuss in detail. The J is a great airplane for 400 mile trips, and personally for trips of that distance I would fly as fast as I can ROP-WOT, Ram Air open, leaned to a fuel flow of about 12.5 Gallons/Hour, (outside air temps as a factor), with adjustments to keep CHTS below 375 degrees., cowl flaps closed, 2550 RPM. The "sweet spot" for J's, or at least my J is between 7,000' and 10,000'. Easy to run at a TAS of 160 knots + for this particular J (LoPresti cowl, PowerFlow exhaust, Top Prop, and a host of other speed mods p> Now my 262 was an entirely aircraft as I set her up for really long distance trips - San Carlos/ Florida/Caribbean and return. I had the Monroe LR tanks, and 7 hour legs were no problem. Except for the hamburger runs, I hardly ever flew her under FL190, and generally between FL190 and FL230. (the Critical Altitude was 24,000'.) Altitudes were chosen for the highest possible ground speeds, and I spent a huge amount of time in planing these trips based on predicted winds aloft, and then adjusting for the real winds and enroute weather. I ran that airplane hard, but with good cowl flap management, and fuel flow adjustments, TIT, and CHT temperatures were kept reasonable. Why a J now rather than a 252/262 conversion? My needs are different today, and the J does everything I want, and does so without the hassle of oxygen at my usual altitudes I fly nowadays. Actually, there is very little speed advantage for a 262 over a 201 at 7,500' - especially if both aircraft are full fueled. My 262 had the "high altitude" prop which wasn't very efficient below 18,000' so other 262s may well show different results.

I have a bit of an unusual setup in that my GTNs (and Mini) thanks to FlightStream and a GDL 88 display ADS-B weather, while my 796 displays. XM. Even in sunny CA there is a difference that I think is worth continuing my XM subscription. Among other things I think XM is much richer in displaying winds aloft arrows and barbs.

Dynon also has a "portable" EFIS -the D1 D2 units that are certainly not Primary for anything, but they would work just fine in an emergency. They run on their own batteries and are not connected to the pitot static system. Everything is GPS derived. I had one for a while, and it always functioned perfectly. It is now in the panel of a friend's Mooney in a legal "snap-in" mounting. It may be a while before there will be a STC for Dynon products to be installed in Mooneys, and the D1/D2 units are easy to mount, and could prove very valuable in case of a vacuum failure, or an electrical failure. I gave mine away because I want my friends to have a backup AI, and I can use FlightSteam with my iPad Mini 4 and Foreflight to have an EFIS on the pilot side yoke. Works well, including SV with the interface with the GTN 750. I also have a Mid-Continent "Lifesaver" electrical AI with its own battery as the primary backup to the vacuum AI. If Bendix/King/Honeywell ever actually sells their new replacement electrical AI (with autopilot support), I will get rid of the vacuum system, including the electrical back-up pump in the tail cone. That would save some weight.

It is my understanding that PowerFlow exhaust systems come with two tailpipe options. I have the "chrome" like coating that stays sort of shiny. I believe this was at extra cost.

I've flown behind two Dynon SkyView screens in my former DOVA LSA for several years, and they were absolutely trouble free, and the software updates were free and easy to install. I had one backup battery fail and it was replaced without cost to me. I am very pleased with all my Garmin avionics in my current Mooney, and they replaced by early GTN 750 three times without cost to me. Both companies have been responsive to my field findings of relatively minor problems, and both fixed those problems in the next software iteration. Maybe it's how you approach the manufacturers. I have been treated more than fairly by both of these manufacturers. I wish I could say the same about Bendix/King/Honeywell. I think that Dynon deserves a great deal of credit for building reliable and capable avionics at truly reasonable cost, and I hope their success and new STCs brings about some meaningful price competition. When I had my J panel rebuilt I went virtually all Garmin, paid their prices, and received fine products. If I had a choice to have Dynon SkyView screens, with their integrated autopilot installed at less than 30% of the cost? Absolutely! If Garmin was within 10 or 20 % of Dynon's costs it might be a difficult decision - mostly for resale considerations.

I'm interested.

Yes. I chose radiation as I have had friends who went the surgery route with poor results in function.

I renewed my membership this year, but with considerable reservations. I did so only because numbers count in politics and we need representation. In all honesty, I've come to like EAA more and more. I've belonged to both organizations for multiple decades, but in recent years I see EAA being a better advocate for us GA folks that don't own jets and turbojets. Air Venture is marvelous- I attend around 3 of every 5 years, but I what really appreciate right now is their STC program with Dynon. I have concerns about EAA as well- especially their truthfulness about the "insurance" for pilots participating in their Young Eagles program, but warts and all, I continue my memberships in both organizations.

No reason why not. I usually make my cross the country trips on the southern route crossing the Rockies and Sierras . The Bay Area via Palmdale, CA - Soggi intersection - Palm Springs- Blythe - Phoenix (or Tucson) - (El Paso, Texas, (along Highway 10) - New Orleans- Gulfport - Florida works well. Eastbound, the winds generally favor higher, but you can do this trip 9,000' - 11,000' Westbound I tend to stay below 14,000' because of the prevailing winds.

Here is one that can do 160 LOP. Only one I have been able to do it in though Mike, I have managed a TAS of 160 Kts a couple of times running LOP, but I have the LoPresti cowl (with its great Ram Air system), a PowerFlow exhaust system, a Top Prop, most of the LASAR speed mods, a one piece belly pan, and I keep her well waxed. I also keep enough safety gear in the baggage compartment to move the CG aft. I didn't want a prospective 201 purchaser to think that the average J can achieve these speeds LOP. And LASAR keeps my rigging such that she flys straight and true. It's taken me years to get my J in this condition, but if you spend enough money and work with great mechanics, it can be done.

Achieving 160 KTS TAS is doable in a J, (clean with some of the major speed mods) but not LOP. The full fuel useful load (passengers and baggage) in most J's is over 500 pounds. At 160 KTS TAS. Expect to burn 12-13 gal/hr. Leaving 15 gal for reserves leaves 50 gal. 50 gal divided by 12.5 = 4 hours. 4 hours times 160 knots = 640 miles (nautical).

I agree completely. I normally run well ROP because in all candor I want the speed, and fuel costs are not my first priority, but my J runs just fine LOP, and I trade speed for range with good reserves when I make longer trips. I can (and do) fly San Carlos, CA to Scottsdale, AZ non-stop with move than a hour of reserves left in the J's standard tanks. Great airplane, as was my prior Mooney 261 conversion from a 231. Entirely different use of aircraft today, and I don't miss the turbo, with its higher maintenance, and little if any speed difference at my normal 7000' - 8000 trip altitudes. Mm.

LASAR pre buys are thorough. Aircraft ownership is expensive, but finding out about an aircraft's deficiencies after purchasing an aircraft is truly expensive. In my opinion you pay now, or pay more later. A really well done pre-buy inspection, finding (repairable) problems can give you a basis for negotiating a lower purchase price. And if they find really disastrous problems, than all you are out financially is the costs associated with the pre-buy. That would be the best money you would have spent in aviation. This is also true in the marine world. I have had surveys made on boats I was interested in, found unrevealed damage, and walked away from the potential sale. I agree that LASAR is off the beaten path at Lampson Field, but those of us who regularly use LASAR for maintenance and annuals often arrange helping one another to pick up and drop off our aircraft. LASAR does have a very competent ferry pilot if you are willing to pay the costs.

Early on in this thread I told my story about PSA testing, and subsequent radiation treatment. I was about 67 when the treatments were started. I'm 81 today, and in great health. My grandfather died at age 94 of prostrate cancer, and my father died at 97 (just got tired of living), and my great grandfather and his father all lived to their late 90s. No guarantee for me, of course, but after my PDA scores were rising, I was not going to take chances. I did not want to have prostrate cancer worries on my mind for the next two decades (with luck), and so I had the biopsy that revealed an "aggressive" cancer. Sure the statistics about more men dying with prostrate cancer than dying from it may be valid, but as an individual I really don't give a damn about the statistics. I would urge discussions with you trusted medical advisors as to what course of action you should decide to take for yourself. A lot of literature out there, and some of it is bogus. We probably pay more attention to learning how to use our new avionics boxes than to pay attention to our long term health

About 15 years ago I noticed an upward trend in my annual PSA tests. Even though the last test results were still in the "normal" zone, a plot of the test results over a ten year period showed a continuous and accelerating increase. I saw a Urologist, who arranged a biopsy. It was cancer with a higher Gleason score than expected. Bottom line: radiation approximately - 45 sessions, and hormone therapy. Special Issuance for seven years, now removed, and all is well. I know the PSA tests are out of favor today, but being aware of the trending may well have saved my life.

A couple of comments. When I was up at FL 250- 270, I always had a back-up portable oxygen system hooked up with a second set of good quality (Scott) masks with built in microphone in case of failure of the built in system, and the flow meter (ball type) was placed against the panel so it was in my scan. From experimentation with a co-pilot CFII, I know I could only function for about 3 minutes at FL 270 without oxygen p> Now that I am flying a J, I keep a small portable one person oxygen tank with its own oxsaver cannula already hooked up in case I have to climb for weather (or terrain), and I don't have to take the time to hook up everything

As carusoam points out, you can take the basic J (and some of the older models) and convert them to real hot rods, or you can keep the engine it came with, and spend your money on paint, interior, and panel. Mooney probably has more easily available speed mods than any other certified single. Not too difficult (though expensive ) to add 7-10 KTAS with the Lopresti cowl (great ram air box), a Power Flow exhaust system, a Top Prop, and a bunch of the LASAR speed mods, plus smooth polished paint, and a well rigged wing.

One more comment. Paul at LASAR developed the the third gear door mod (that the factory used (copied?) ) on the 205. My 261 was the first to try Paul's mod, and as clever as it was, I doubt if it added more than a knot or two. I keep asking Paul if he could add the third door mod to my J, but the subject gets changed quickly to other matters. Perhaps the STC has expired, or maybe my mod was done on s field approval.

I currently own a 1983 J, and like many others have added the one piece belly pan, and many other the 205 features like the split reclining rear seats. The 205 has rounded side windows, and a gross weight increase that via a STC applies to a relatively few earlier 201s. I see the 205 as more of a marketing ploy, or an incremental evolutionary change along the lines of just about all Mooney models. Personally, I think just about any J is a great platform to build (modify) into a fine aircraft that can meet your specific wants.

I didn't notice the thread got hijacked. Coy has always been a controversial figure in the Mooney community, and I understand that at some point in his career, things may have gone astray. My personal experiences with Coy, over quite a few years, and more than one Mooney have all been positive, and he honored every agreement we made for timely work and for workmanship. Of course all my dealings with Coy were well over 10 or more years or so ago. I haven't spoken to him for some time - not since I asked if he would sell me an articulating co-pilot seat I heard he had. We didn't strike a deal as he wanted to keep it for an airplane he was refurbishing. There are usually two sides to every story, and I like to make my own decisions about people.