M20F

Just have the purpose of flight in your mind :-)

"Although Mooney claims a cabin width of 43.5 inches for the MSE, this measurement is taken at the elbow-level cutouts; and even if the numbers are similar to other single-engine retracts, the Mooney interior has never been one to inspire thoughts of the great outdoors" ---- source http://www.aopa.org/News-and-Video/All-News/1996/September/1/Mooney-MSE I love my F and I have probably 200hrs in various Arrows over the years. Anyone who advocates a Mooney cabin is spacious is drinking too much Kool Aid. While they are the ultimate combo of value, speed, fuel burn, useful load, etc. they have some trade offs. Cabin comfort is certainly one of them and they wouldn't be my choice for a lot of unimproved airstrips.

As mentioned elsewhere on this thread and in the how many times you check the gear thread, pull it down to verify. While the thumbnail is great, the click sound, etc. the only way to be sure is to try and pull it down. The other tests or sounds can be misinterpreted or missed, but no way a down (not back as many people do) tug is going to fail you.

There is only about 10kts at best difference between the two which on 600nm trip is going to be about a 20 min difference.

Vintage Mooney's are going to be faster and generally have more useful load than a similiar year Arrow. The Arrow has a bigger cabin. Otherwise not a lot of difference. From a dollar stand point you tend to see better prices on Mooney's than Arrows. Given the choice I would choose a Mooney obviously

http://mooneyspace.com/topic/15844-f16-and-a-c150-mid-air-near-charleston/ This is true of people who get medicals but it isn't necessarily true of people who are denied medicals. For example if I am blind, should I be able to fly an airplane? Taking an extreme example here but there are some people who physically shouldn't be flying (or driving cars for that matter). I get the whole challenge with SI's and my professional aviation career was stopped when uncorrected eyesight was a factor for 1st and 2nd class regardless of correctable. It isn't an entirely black and white issue. Than again we all know people out there who fly without medicals, annuals, etc. so who knows what the right answer is.

The D cell is a 135 or 121 requirement not part 91, far as I am aware they haven't updated to reflect new lithium batteries but I don't keep up on 135/121 changes. No requirement under part 91 to carry any type of flashlight other than 91.13.

I have a variety of cheap ones, the old shake to power flashlight, but what I use almost exclusively is: http://www.surefire.com/illumination/headlamps/minimus.html Not for the CB but is highly awesome for not just flying but assorted other things. I use it out in the bush hunting and it has been dropped, drowned, crushed, etc. and just keeps on working. The only thing that took me some time to figure out is when not in use reverse the battery. Because it has a twist on it tends to get turned on if it gets knocked around in seat back pocket where I keep it. Now when I need it the battery isn't dead :-)

Flew in today and the skid and burn mark is still highly visible on the south end of 27 threshold at a 45 degree angle. Thumbs up to the blue and white Mooney M who passed 100' under my right wing (about 1700 feet) about 100' laterally doing 135+ knots, no gear down, etc. right at Fisk. Continues to amaze me that people can't be bothered to read or perhaps comprehend the 3-4 relevant pages in the Notam. The F-22 I have to say was pretty awesome, I need to get me one of those.

Using the rough thumb of 10% TAS + 5 to calculate approximate bank angle for a standard rate turn at 90 mph you would have a bank angle of @13 degrees which makes for a wider pattern than I would be comfortable with and is going to raise the chances of over shooting / under shooting with a crosswind. The main reason people stall/spin is the under/overshoot and then bank and crank the stick back. While you can stall at any speed and attitude if the nose is down and the wings are unloaded it isn't going to happen even with a 90 degree bank. Holding your base and final speeds while descending (nose down) makes it perfectly safe to bank sufficiently to keep a tight pattern. Personally I use 30-45 degrees in a continual descent from abeam the numbers (gear down and half flaps).

The difference in my book between ordinary and extraordinary pilots is one knows their limits and the other doesn't. Everything about being an extraordinary pilot centers on ADM and not stick and rudder skills. Being a good stick can make up for a lot of bad decisions but eventually a bad decision is going to get you.

Be coordinated and fly the right speeds hits it squarely, I wouldn't advocate standard rate turns in the pattern though or in general outside of IMC.

Lot's of things can cause one wing to stall before the other causing a drop not just uncoordinated flight.

Had a Skytec installed at annual that went bad on the flight home. Hit it a couple of times with a rubber mallet and it kicked over. Put a new one in (they shipped no issue and paid shipping of old one back). No issues in about 200hrs on the replacement.

Most airplanes unless you hold the wheel back will progress rapidly from a spin (an arobatic maneuver where air speed will hover at stall speed) to a spiral where airspeed rapidly increases. Spins are fun, spirals not so much. Never spun a Mooney and have no intention, sort of the same way I have never spun a twin. Some planes just aren't meant for it and recovery is often more luck than anything else. If you want to do spin training do it in a plane meant for it. Also keep in mind that unless you are doing a spin with a CFI for the purpose of a CFI rating and you have a passenger you need chutes technically.

People who go really need to remember 91.3 and not let themselves get pressured into things. If isn't right go around or do what you need to do.

Could be loose baffling. I would pull top of cowl off and poke around and look at the other obvious things others have suggested. The seat belt or door/baggage seals are obvious ones as well. I have had the seat belt issue a couple of times.

Give a call to Dave McGee at All American Aircraft he can tell you the pro's/con's and probably find exactly what you are looking for. It took me almost a year to find mine but happy to have waited.

Unfortunate set of circumstances, thank you for bringing facts to the discussion!

Somebody from the factory posted here or somewhere on the seat topic. Apparently there are a zillion parts in a seat and it takes a lot of man hours to put one together. I tried finding the thread but maybe somebody else will have better luck.

If it is just one person get them named on the policy.

To add to the questions who did them and how much?

John has the most valuable piece which is the airframe STC, it is no longer available. You can find the Rayjays, cowling, parts, and engine STC easy enough. The one missing piece for a new install though is the airframe STC.

Same with my S-Tec, took me about 15 seconds before I went duh :-)