Becca

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Quote: JimR I just talked to Vanette at Dugosh about ordering the parts necessary to make this conversion. She was very familiar and said that both a MAC prop governor bracket and a MAC prop governor plate are required as are a bunch of clamps that are used to reroute either the throttle, propellor, or mixture cable. She couldn't remember which. Pictures of the MAC prop governor parts, as installed, are available here on MooneySpace courtesy of a member who went through this process a few years ago. Search for the thread "The Saga Continues". Dugosh has either the bracket or the plate in stock and have placed an order with MAC for the other. She says that there are several of us 201 owners preparing for this conversion. I have added my name to her list and as soon as she can acquire all of the parts she is going to send me a A3B6D to A3B6 conversion kit. Might be worth having on hand if you have a long ownership horizon as I do. Jim

Quote: Mcstealth Check the Notams for Fredericksburg everyone. They are doing work on the field, and it is only open on the weekends with restrictions. Not sure when the completion date is. David

Quote: txbyker My wife not really into flying. Anything to do for single people? Looks like it is mostly a couples set up.

Quote: Kwixdraw My understanding of the B6 vs B6D is that there is a lot more that's different than just the roller tappets. I was looking into converting the accessory case on my A3B6D to the B6 configuration. ECI sells the accessory case but tells me that there are differences in the gears because the case is bushed for the shaft to ride in as opposed to usual Lycoming practice of having the shaft bolted to the case and the gear bushed. The crankshaft is supposedly different in a number of dimensions. It would have required some fine and fancy machine work to get it all done and of course that is expensive. I looked into this because my engine has a rather checkered history of repairs due to sudden stoppages and cams making metal and then a long period of sitting unused. Lycoming would accept it as a core but at that time they were in no way inclined to make it a sensible thing price wise.

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Byron and I are finally at the point in our schedule where we are fully committed to the Mooney Convention this year. We have reservations at the Hangar Hotel on Friday and Saturday night (anyone else staying there? Well, even if not, you're welcome to join us in the fake "o-club" for drinks) and are about to send in our registration to the convention. Anyway, last year was our first year at the Convention and on Friday night of the Convention we thought we'd just meet some people and tag along for dinner. It was pretty clear to us that this plan was flawed as people already had plans that they had pre-coordinated and reserved. Luckily we found RubixCube2k3 (Abe) and we crashed his dinner plans with a few of the Mooney types with his invitation (thanks again!). This year, we don't want to leave it up to chance and actually plan ahead about doing someting on doing something on Friday night. Anyway, we love Fredricksburg, and one of our favorite places to eat is Rose Hill Manor. Trust me, even if your wife is being "dragged" along, she will love this place. It has a 4 course fixed plate meal paired with a 3 flight wine tasting, though the menu changes regularly and reflects seasonal option. (Not cheap, but in Mooney hours, its reasonable...) Byron isn't much for "fancy" food, but last time we were there, even he loved every course, which says something. Let me say the Mooney convention tries to provide a lot of things for "the ladies" (e.g. the non-pilot tagalongs) and this is definitely one of the highlights of Hill Country Ok, so reservations are definitely a plan in advance thing, especially if you want a large group and a 7 pm dinner - so I have "declared" that's where we are going to dinner on Friday night. We will also happy to provide the 3 extra seats we have in our rental car to get some people there. Would anyone like to join us? We are happy to make reservations for the group. I know we're 2 months in advance here, so I will bump this thread a couple times between now and then. (Also, so excited to see in this month's MAPA log that the Saturday banquet is at Becker Vineyards, this is also a very nice place for us --- also -- you'll see the Stonewall VOR is in the middle of the Vineyard -- anyway, we are looking forward to that too!) More about Rose Hill: http://www.rose-hill.com/fredericksburg-texas-restaurant.html http://www.tripadvisor.com/Hotel_Review-g56716-d270415-Reviews-Rose_Hill_Manor-Stonewall_Texas.html Reply here or PM me with your email address and I will make us a reservation for Friday night. If you need a ride or can grant a ride in a rental car, let me know and we'll make sure to get everyone there (its about a 20 minute drive into the country from Fredricksburg). I will make the reservations on August 27, so let me know by then if you and a guest(s) will be joining us. (I'll refresh this thread a couple times between now and then.)

Quote: 201er What are the exact differences in terms of maintenance costs, operating costs, reliability, and performance? Has anyone had experience switching one to the other? Or flying both?

So Byron and I are thinking of a 5 day trip to go to Sedona and Monument Valley and fly the Grand Canyon. There's a lot of talk on here and various aviation boards about Sedona, but I was wondering if anyone had any advice about the Grand Canyon flight or which airport in the Monument Valley area to stop at (I think we're going to need a rental car). Also any hotel suggestions, etc. (I know, there's only 3 hotels in Monument Valley.) This is as far as my trip planning has gotten: Thursday: Fly from Houston to Sedona, spend night in Sedona Friday: Day in Sedona hiking, spend night in Sedona Saturday: Fly up the Grand Canyon and to Monument Valley (at sunset?), spend night at Monument Valley (the View Hotel?) Sunday: Day in Monument Valley, hiking, spend night there. Monday: Fly back to Houston. Thanks for the advice!

Quote: Maverick4189 http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20J-201/1979-MOONEY-M20J-201/1239835.htm I saw this today. As me and my family are looking for a 201/Bonanza this seemed like something I would be intrested in. As I looked more It seems underpriced for low time engine and the avionics it has. Makes me wonder what they aren't saying about it. Maybe a more experianced person could tell me something I am missing? Thanks in advance

Quote: Maverick4189 http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20J-201/1979-MOONEY-M20J-201/1239835.htm I saw this today. As me and my family are looking for a 201/Bonanza this seemed like something I would be intrested in. As I looked more It seems underpriced for low time engine and the avionics it has. Makes me wonder what they aren't saying about it. Maybe a more experianced person could tell me something I am missing? Thanks in advance

Quote: jetdriven Oshkosh notam really discourages this: PLEASE COMPLY WITH THESE SPEED RESTRICTIONS. We know that some of your aircraft are capable of going much faster, and some wish they could cruise at 90 knots . These speed restrictions assist us (ATC) in delivering an orderly and manageable flow of traffic to the control tower, as well as to the volunteers on the ground that assist in your parking at the airport. 1,800' msl at 90 knots/104 mph or If unable - 2,300' msl at 135 knots/155 mph. UNLESS SPECIFICALLY APPROVED BY ATC, DO NOT EXCEED 135 knots! IF YOU ARE CAPABLE OF UTILIZING THE 1,800' PATTERN, PLEASE DO SO. Do not utilize the 2,300' pattern just because your aircraft is capable of flying at 135 knots. It makes it much easier for ATC to develop a sequence most aircraft are at 1,800!

Quote: robert7467 Attached

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Quote: xftrplt

Quote: fantom Gee, who might you be referring to, Becca? Even if just a bit hard headed after 10K

Quote: robert7467 So what's the merit of the T&G in your case, why do them? Landings in a Mooney were always difficult for me, and touch and goes gives me the oportunity to do them over and over again. Its all about the picture for me, and repetetion helps me get it. But now, I am past the point of touch and goes, and I need to work on trim, flaps, and full stops.... It just took me a while to get that picture. Now all I need is night, cross country, and navigation and I am good to go. Yes my instructor has been teaching me with flaps. Without him in the plane, I am really calm, collective, and bored of touch and goes... By this weekend, I will master full flap landings if I feel compfortable with it. People learn in different ways, and if I am safe, and confident with no flaps, then so be it, as long as I am safe.... But I am not stopping there, and I will have that plane mastered in as long as it takes.... I am in no big hurry, all I care about is being safe, and enjoying myself.

Quote: robert7467 Thank you Immelman, you are right, I need to learn to master every configuration of the airplane, and thats exactly what I am working on. Right now, I feel most comfortable with no flaps, and now that I have mastered that, its time to try working on flaps, half flaps. At least I can land the plane safely, and confidently with my current configuration, and now is the time to slowly get comfortable with other configurations. I dont care if I get bashed on this forum, but as far as my instructor is concerned, I have a slight issue with that. The reason I am so confident in him, is he knows what the hell he is doing.

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Quote: robert7467 I guess we all have our oponions about flaps, full stops, touch and goes... It all depends on the instructor. I am very confident in my instructor with his 1000's of hours of instructing and his pasion for anything that flies. He has flown everything from Helicopters to Airbus, and he is even an A&P instructor as well. Trust me, he has been teaching me with flaps, speed control, etc.. But I have found, that flaps on a mooney dont work for me.... Now that I am comfortable with the Mooney, and soloing, I might try using flaps, trimming it out, and coming to a full stop.... but in the meantime, no flaps, touch and goes helped me out alot.

Quote: BluSky You can also check out FLD easy in and easy out. Like many others you can camp with your plane and take a short inexpensive shuttle ride that runs all day to OSH. Nice airport good people.

Well, there are two questions here: 1. Should you fly into Oshkosh 2. Should you stay at Oshkosh camping or go elsewhere. I 100% think you should fly into Oshkosh. Why wouldn't you? Its part of the experience. Its for the crowd to, airplanes need to be there. Maybe try to avoid peak arrival times. I think its totally a safe arrival, I was all psyched out before I went last year, but I think it went really well. There are lots of people thinking like you, Fond Du Lac and Appleton have to implement special procedures for the other traffic too. You are going to encounter traffic, be on your toes. As to where to stay, I am a big fan of the camping experience (before my plane, I'd car camp) to meet people. Some people aren't into camping. If I were one of those people, I would try to replicate the community experience by staying in a dorm or shared home/room rental where you are still socializing with other pilots, rather than going way off site to a resort hotel an hour away. I was personnally opposed to paying $20 each way x 2 to take the bus from Fond Du Lac, so that killed that for me. When I was a kid, though, we stayed in a lovely lake resort once and spend a few days vacationing away from the show too, and there's something to be said for that.

Quote: kommers Becca, $170/hr is a total charge, plane and CFI and taxes. PDK charges are actually much higher

Quote: kommers Well, renting C172 with CFI in our school will run me $1700 for another 10 hrs. The kit, according to A/P guy at the school, is about $1000. Trouble is he doesn't know where to get it and his only suggestion is to look at the places that sell Mooney parts which I tried already, with no success whatsoever.

I suspect renting a 152 or 172 for 10-20 hrs for your wife and an instructor that will be willing to transition to a non-dual brake Mooney with her after she gets a little more experience (perhaps solos) in a dual brake plane might be cheaper than any conversion options that may exist. Also, in my experience, a good instructor personality fit is vital in terms of successful training. You'll do better by your wife finding her an instructor she meshes well with and paying for aircraft rental than finding her the only instructor in town willing to instruct without dual brakes. I know, my two cents here, all you were doing was asking for parts... At least I avoided passing judgment about the quality of a Mooney as a primary trainer..