N33GG

Quote: docket I have the factory AC unit in my Eagle and except for the fact that the system has cost a lot of money to keep maintained it is a great addition. No matter what you tell yourself there is nothing better than sitting on the ground in Dallas waiting for my IFR release in 100 degree weather and not breaking a sweat. I know it adds weight and the scoop probably costs me a few miles an hour but my TAS at 8000 feet is always 184 kts. if you are in the South and you use the plane for business transportation like I do, get AC and don't look back.

I used to fly a Piper Archer that had factory AC. The way it worked was an outside unit that hung down when you turned it on for cooling. When you were on the ground and needed it most, it didn't get enough air flow to make it work. In flight, it worked fairly well, but that is where you needed it least, especially once you were up to any altitude. As you might imagine, it worked the best at altitude during cruise when you didn't need it at all. Flying low altitude on a hot day, it really didn't do enough to be worth it. On the surface, it sounded like a great idea, made for great marketing from the manufacturers, but it just wasn't that great. And the weight penalty, not to mention the drag on the aircraft was horrible. What a waste...IMHO. Now, AC on a cabin class turbine aircraft, now that is a different matter. Works great on the ground or in the air. I will never opt for AC on a light aircraft with recips. Just my 2 cents worth.

My 1968 C-Model trim wheel is feather light. Couldn't be easier to turn. Get your aircraft checked out sooner than later. Congratulations on buying an awesome aircraft, and good luck. Let us know what you find out.

Kind of reminds me of two different airplanes I was looking at buying in the past, at two different times...not both together. Before I decide to purchase, I always try to look up the aircraft records of previous owners and call them and ask about the history of the plane, regardless of how good looking, how clean the logs, and how well priced the aircraft is. And since they don't own the airplane anymore, the previous owners will usually tell you everything, and more. The first aircraft had landed in a river, and was totally under water, and eventually removed by a crane. The second aircraft had been in a hangar fire and had parts of it melted off. Needless to say, I walked on both of these deals. Most annoying, was the fact that there wasn't anything in the logs to give me a clue. Nothing at all...clean logs. Hmmmm. Lots of detective work is always in order when buying airplanes, even if the seller assures you everything is OK. And as for me, paying a little more for a clean aircraft without questionable history and possible mechanical issues is a no-brainer.

If you want to go up, pull back on the yoke. If you want to go down, keep pulling back on the yoke.

A stripped down J model today for $150K a fantasy...maybe, but maybe not. I don't know how much a stripped down J model could cost in today's market, and neither does anyone else, because that was not an ongoing business goal for Mooney, and I think that is unfortunate. I am never surprised at the results that can be achieved over time when companies put their minds and resources towards a goal. I do hope that Mooney will contunue to support the fleet, as they have in the past, for which I am very grateful.

Very sad. I have been a Mooney fan for a long, long time. I used to own a J, and now own a C. Both are amazing aircraft. I have flown many different aircraft, and Mooney is by far my favorite. However, I have to wonder if bigger, better, and more wow factor is the right answer. It seems to me that this always equates to a more complex and expensive product. (By the way, this is not a problem that is unique and limited to the aircraft industry.) What made Mooney successful in the first place was a very efficient and cost effective product. What has gotten them into trouble (in my humble opinion) was trying to compete with Beech Bonanzas and other luxury aircraft. What happened to controlling costs to the consumer? If I were running Mooney, I would say fine, let's have a high end product or two with the glass cockpits and big turbo engines for the buyers with wads of extra money to spend, but how about a basic stripped down J model with simple IFR panel for less than $150K new, as was the MSE back in the '90s. Wouldn't that be attractive today? The problem is the huge gap between the new aircraft prices and the used ones, and no lower cost new aircraft alternatives...and hence my ownership of a '68 C model for less money than you can argue with for the performance and capability it provides. I had top end avionics and glass in my J model. It was nice, but not something I have to have. You can have a fancy panel in a Piper Cherokee 140, and it is still a Cherokee 140 (No offense intended to the Cherokee 140 owners...I used to own one and I loved it. Cherokees are excellent airplanes.) The magic of a Mooney is not the expensive glass cockpit. The magic of a Mooney is the airframe, wing, and engine combination that provides performance like no other aircraft. Hey Mooney: Sometimes less is more. Or as we say down here in Texas: "You gotta dance with the one that brung ya." Just my 2 cents.

If you do come to Texas, I can highly recommend Don Maxwell. My first experience with Don was recently when he did the pre-purchase inspection and first annual on my C model. I have owned many airplanes including the C model which is my second Mooney (first Mooney was a J model), and I have used many, many shops in the Texas area. I am not easily impressed, but Maxwell knows what he is doing, and I trust him. Even if I trusted and loved my A&P, I would take a Mooney to an MSC every 2 or 3 years. Sorry, but I am not familiar with shops in the northeast. And don't be aftaid of the Texas cockroaches...just buy them a beer, and they are friendly down here!

I was not familiar with the Hendricks Mfg. option. Looks great. Thanks for the information!

I have the same issues with my C model. Has anyone found a good solution mounting the 496 to the center post where it sits just on top or in front of the glare shield, and not blocking visibility to the instruments? I would prefer a solution other than the yoke mount. Thanks!

Nothing wrong with PIC, and nothing wrong with local CFII's. Any way you get there, you still have pass the practical exam. Either way you get the ticket, you will have the essential skills to start learning real instrument flying. But I urge you to take it easy for a while after you get the instrument rating. Nothing can replace time and experience when it comes to dealing with all of the things that can and will happen when you start flying instuments. I remember being caught in many situations that tested me when I was beginning with my new ticket. (Many years ago, by the way.) After explaining myself to a gray haired mentor with thousands of hours, he would smile and say: "You just let your lack of skill and experience catch up with you." I had the ratings, but he was right. The last thing you need is the added pressure of a spouse and perhaps guests along for the ride when you are learning and cultivating your skills and experience level. Remember JFK Jr. Good luck and congratulations on being another pilot coming down the path!