201er

Or when there isn't enough runway or you want to take a lot of friends or you want to transport a baby elephant

Flying IFR NJ to VA, I can file Miami as an alternate

NJ to Texas, Caribbean, Canada, Denver to NJ, and loads more.

Byron does it for $300 In theory it was a big improvement. Down from 0.50. In reality it’s subtle but noticeable. But I’m sure in the long run it’s worth having less things shaking.

Not usually a real choice. You usually choose between headwinds or the really nasty front, thunderstorms, and hard IFR that comes before/after. Most of the flights I did in absurd headwinds was a choice because the +/- day alternative was worse. You could be waiting a while.

Demonstrated a bunch of pretty real world numbers in this example: At today's gas prices, makes an even bigger difference. For example 1000nm trip with $8/gallon fuel: 145ktas@8.5gph vs 155ktas@10.0gph 0 wind: $469 in 6.9 hours or $520 in 6.5 hours, $51 to save 0.4 hours 50 knot headwind: $714 in 10.5 hours or $760 in 9.5 hours, $46 to save 1.0 hours The stronger the headwind, the lower the premium to save some time by going faster (from a modest to begin with cruise speed). It's an effective fuel cost of $127.5 to save an hour to go 10 knots faster in zero wind or $46 to save an hour to go 10 knots faster in 50 knot headwind. Moral of the story is, it's ok to get impatient and go faster when facing stiff headwinds, you won't be paying as much to go faster as in still air.

I don’t think anyone is coming expecting to make money slowing down but the cost penalty for going faster is reduced. You should add time and cost to your calculations to see what I mean. In effect, if you calculate Carson’s speed in still air and assign it a dollar value, then increase it proportionate to the headwind, you’ll have a higher best bang for the buck in headwind speed instead of an aerodynamic speed. Especially true when you factor in the hourly cost of airframe time, engine time, etc. Headwinds eat into those as well as fuel so you do get more back by speeding up.

Practice makes perfect

That’s not good. I get higher TAS and lower fuel flow at a higher RPM and LOP. I’d probably be down to 7-8GPH to run that kind of speed.

What, 90 knots? Wouldn't even know how to get it down that slow with gear and flaps up. But yeah, there's little to be gained in terms of fuel savings going below Carson's speed.

205 is likely heavier than 201 with the extra speed mods. Plus MSE's are heavier than 201's as well so they did a gross weight increase on paper to make it have a similar useful load on paper but in reality still heavier.

I'm pretty sure they have you beat... fierce competition and so many colors to choose from. A highly lucrative market.

Won't be sitting long if it's behind a Mooney.

@jetdriven just did mine. It wasn’t bad beforehand but I’d had an engine done and prop overhaul and RPM has a pretty compelling flat rate on the dynamic balance so I figured I’d give it a go. The balance is done at a specific RPM (2500). I noticed it being a bit smoother at 2500. For some reason it seems same or rougher at 2700 on takeoff but I don’t spend much time at that RPM. Can’t say things are one but quieter but it does feel a little smoother. I think because I fly LOP a lot, there’s other factors at play in terms of rumbles and vibrations. But at least the prop is no longer contributing. I do appreciate Byron’s flat rate charge for the balance. This way regardless how long it takes you know what you’re in for. They got it from a 50 value to virtually zero on the vertical axis. Took taking the spinner off and adding/subtracting weights like 6 times.

@Marauder can tell you all about getting them in and out. I’m pretty sure there’s a forklift involved.

What is a Mooney Specific Instructor? Is it someone with special qualifications to teach in Mooneys? Is it a Mooney owner with an instructor rating?

What if you load backwards instead? Put the step against the leading edge with the door closed, have them get on the wing and past the door, from ground you open the door. The only reason we don’t normally do this is because the built in step is in the back. If you’re already carrying a ladder no reason you can’t load from the front.

If they need that to get onto the wing, you’ll need this to get them back out of the plane

These things are compact and portable. I know some guys put flaps down to prevent people from stepping on them.

Coming back was a combination of VFR, IFR, and VFR! First a VFR departure from St Petersburg to do a sightseeing flight of places we visited. Bridge Transition VFR across Tampa international and downtown. Then picked up IFR off Tampa Exec to climb up through a broken layer. More IMC near Charleston. Cancelled IFR over Dover to avoid the dreaded Modena route around Philly on the west side. Proceeded VFR direct to Linden for the last bit since the weather was good but night. Could the whole thing be done VFR? Yes. But is it worth getting bounced around below clouds at 3000ft the whole way or going up/down/around all the time? So much of the flight was VMC but inevitably there’s a few bits that are clouded up. Hard VFR or easy IFR. I use whatever gets me there easier.

If it’s out by you, it’s spelled Modena

^This

Last I’ve heard from the insurance people, there are fewer carriers than ever before that will insure a pilot in a Mooney at all without an instrument rating. This leaves fewer options, therefore higher prices, therefore “practically” uninsurable these days. It’s the same issue as insuring student pilots or super low time pilots in Mooneys.

I completely agree. First time I went to Arizona I went IFR. Turbulence was so bad going in a straight line over the mountains I was getting sick and even needed to reach for (but not use) a bag. Been going VFR around the mountains since and much better ride. East Coast, I’d rather just be IFR in a straight line over them.