201er

Well it’s anti-spin training much how stall training is more about recognizing and avoiding a stall rather than how to cause it. Make sure you have a lot of altitude to recover from a stall turned inadvertent spin!

Merry Xmas in 2025 Merry Christmas to all and to all a good flight

The master switch is easy to reach and one of the easiest "feel" items because we use it before and after every flight (unlike breakers and other buttons). There are mechanical backup instruments. Just disconnect all power, eliminate all problems, get it flying, and then work on diagnosing.

+2 for Halo. Having to wear a measly Bose for a flight after being used to Halo felt like a major discomfort/downgrade. Wife was skeptical about Halo at first but wouldn’t go back now either. Old school David Clark’s are good for 2 hours tops. Modern ANR headsets maybe good for 4 hours. Halo you can wear all day. I’ve flown many 6-11 hour flights in Mooney with Halo and couldn’t imagine wearing Bose for so long. Only with Halo you can wear hat, glasses, and canula while eating a sandwich without anything in the way or bothering you.

Pulling idle on final?

Now that’s dedication! But I’m pretty sure Dan Bass has you beat cause he carries a CO detector for every seat

I agree completely about everything stated here except the sticker. Those are only meant for Beechcraft. They know there’s no way a Mooney CB would blow $4 on a sticker!!!

What’s the point of having 2 engines if you forget to have fuel going through them? https://www.wesh.com/article/small-aircraft-crash-i-95-brevard-county/69665707 https://aviation-safety.net/wikibase/563147

Same speed in a 201 at 6000. If higher altitudes aren’t required, a 201 ER can do 1000nm with comfortable IFR reserves (landing with close to 3 hours fuel). 150KTAS nonstop is comparable to 170 with a stop (on 1000nm). Basically triple priced Mooney is the price of pissing on the ground instead of in the air

More of a question of Missile vs Ovation then

Alan Fox knows. He's the one that cuts them up.

Mechanical issues are more of a question of when not if. I've already experienced repeated failures of certain systems to have my own stats on how long some components go between failures. For this poll, only base it on failures in operation (in the air or on the ground). Not, preemptive replacement or failing a checking at maintenance and being replaced. For in-flight failures, share your stories. For electrical system, vote based on any failures that entirely or partially hindered electrical system operation. So, not a radio failure but a master switch failure, alternator failure, wiring failure, voltage regulator, etc. Not a dead battery and won't start failure. But, if you had an electrical problem in flight because the battery stopped working. For vac system include any vac systems from the vac pump to the actual vac driven instruments. For powerplant, it doesn't have to be a full engine stop or necessarily even power loss. Vote based on a failure that affected power production, that you can feel in the cabin or at the controls, necessitated an urgent landing, or prevented further engine operation without maintenance after the failure. You can be more specific in the discussions. I'm particularly interested in hearing the number of hours of Mooney operation for pilots who've experienced the same failure at intervals (not the same thing breaking again immediately after being fixed). Basically take an average based on the number of Mooney hours flown divided by the number of times you've experienced a failure in that category. Don't include pilot error things like fuel starvation or exhaustion, turning something off accidentally, etc. The numbers aren't particularly exact, just round to the nearest category.

1st time was on my very first night cross country (with instructor). The instructor was so incompetent that he had no idea the entire time and I was just a newb, what would I have known at that stage? The tower was having a very hard time making out the radios at the out and return destination. Coming back to the uncontrolled home field, the moment the wheels touched the ground, everything in the cabin suddenly went dark. For a moment I thought we crashed. Then I realized the battery died. The alternator was already failed most of the flight long. I realized that if it the battery gave out any sooner, we wouldn't have been able to turn the airport lights on and would have been no electric trying to land some place. The instructor's inaptitude inadvertently made that first night cross country one of the most valuable and memorable lessons Another time was acting as safety pilot for simulated instrument flying in the owner's plane at night. Pilot puts the wheels down and then notices low voltage. So, he elected to discontinue the practice approach, leave the gear down, turn off everything but essentials, and return to his home field. One alternator loss in my Mooney was due to voltage regulator failure but it wasn't a memorable occurrence. The other one was IFR enroute to Cuba but it happened over central Florida. I elected to continue to Pompano Beach and try to get it serviced there. Descended below the clouds, cancelled IFR, turned off non-essentials, continued to Pompano. I let the tower know on initial call that I was having electrical problems so they would clear me to land early in case I lost comms. After landing, the radio was barely strong enough to get taxi to maintenance.