201er

Today NJMP hosted our 3rd Mooney fly in. Lots of people showed up to KVAY South Jersey Regional and we had a fantastic time. I set out early this morning to preheat and prepare my M20J and headed east to pickup Patrick at Farmingdale. I had to follow the shoreline at 500ft despite turbulence and wake. Getting in was easy and finding Patrick on his ramp was not any more difficult. We took back off and set out for the fly in with no particular haste. Getting into South Jersey was a little tricky cause you don't see the runway from behind the treeline until you are practically over it. Took a second to realize that what I was first seeing was actually Flying W. Partrick and I arrived a bit too early so we talked to a local pilot who showed us his pimped out Cherokee and Diamond. I was surprised that the 4 seat composite Diamond weighs as much as my Mooney yet is slower and with a substantially lower useful load of just 700lbs! Another point I couldn't agree with the guy on was his theory that more complex airplanes crash than fixed gear because pilots put them into stall by lowering the gear at minimum speeds. Apparently our reputations precedes us because we had several people ask if we were the Mooney fly in. Looks like we are becoming known in the area and we haven't even tried yet. Finally the Mooney guys began showing up. Few at first and then in droves. Don B came in the M20E he rebuilt from a gear up. Then Al arrived in his Maroon 231. It's amazing watching the 6foot 8inch giant emerge from his flying machine. It is an intricate process akin to the sequence of gear/door extensions on a 747. Bob who we hadn't met before arrived in his 1988 205SE from Poughkeepsie. Shortly after, I watched a familiar blue and white rocket pull in piloted by Joe, the only other member to make every single one of our meetings since the groups inception. The 1979 M20K had undergone conversion to a 305 Rocket in the 90s. We checked out each others planes and noted countless minute differences that outsiders would never even pick up on. Al showed us the clear tape he applied to the leading edges to keep the paint from chipping further away. Bob showed off his Aspen and GPS combo. Patrick felt a bit left out with his plain out for service but I think he enjoyed good company. We sat down at the round table of knowledge in the middle of the Runway Cafe. Don ordered a sandwich on a pretzel roll and that sounded fascinating so the rest of us wanted those too. Sure enough they came back to say they were all out so we got our cheese steaks on garlic rolls instead which were quite good. Al told fortuitous stories about his experience flying GA in Europe and user fees through the roof. Pilots would have to pay user fees on a per approach basis and it was prudent to shop around for which airport had the cheapest instrument approach. Cris arrived a bit later and joined our discussion. He showed off his new gadget he made for covering the gap around the spinner and designed to replace the need for cowl plugs. We'll see how his project goes. As we were ending our meal the waitress came over asking us if we're Mooney pilots. She said our lunch was paid for and we couldn't understand what she was saying and had to ask three times. Turned out Peter (allsmiles) who was based at that airport and registered to come didn't show up and bought lunch for the group. After some of the stuff he stirred up on mooneyspace we were wondering if he was hiding or just couldn't make it but the good gesture was much appreciated. Finally the Mooneys started to dissipate. I flew Patrick back to long island and then returned my ship to Linden. Unlike the previous event where we had a game to watch, this meeting was very laid back without a timeline. This worked out well and really gave us an opportunity to get to know each other, check out planes, share stories, and have a great time. I'm sure everyone will be looking forward to the next one of these as much as I. If you are a Mooney pilot based out of NJ or can fly to NJ for our frequent Mooney fly ins, request an invite or PM me to join the New Jersey Mooeny Pilots group.

Ok, 20 out of 20 people vote that it's safe to move a Mooney by the prop 100%. Then why in another topic did it seem like there was a major disagreement about it and that opinions were all over the place?

Oh. Well I'm just asking about our Mooneys? I don't touch anyone else's airplanes unless directed.

Quote: maniago @Allsmiles: Thanks for your post. I'm not into flaming people, so I'm happy to be let this one go. Sure would like to drink a beer with you and do some hangar flying. I think we'd have a dandy time talking with our hands, drawing diagrams, and telling war stories while shooting our watch...."No shit, there I was...." "No way! There is no way you can do that" "Did too!"... What a great place this is for discussion!

Quote: N6719N I doubt I have hurt any aircraft or engines by using the prop. Spinners, cowls, wings and horizontal stabilizers are strictly off limits.

The easiest way to search this site is not to search on this site but instead on google. Just put the word mooneyspace before the words you're looking for. Works great for me.

I didn't realize this would be such a mathemetically sophisticated topic that it would stir such intellectual debate beyond mortal comprehension so now I'm curious if a majority does or does not handle plane by the prop on the ground. I couldn't add a poll to the original topic so I guess just keep discussing it there but find out where we stand on this poll.

Good source for Skew T: http://rucsoundings.noaa.gov/ And as for finding out cloud tops/bottoms... TAFs and Pireps are the easiest way to go.

We pitty you, at the mercy of the TSA nazis.

Good point Cris! Don't forget someone also said it could reflect on the crankshaft as well. So I am curious if actual damage to prop or engine has ever been attributed to moving it by hand.

New Jersey Mooney Pilots are holding a lunch fly in at KVAY, Mount Holly South Jersey Regional Airport from 11AM-2PM this Sunday the 29th of January. Join us for lunch at the table of knowledge and enjoy discussion of our favorite birds. All Mooney pilots welcome. I'd appreciate notice to plan seating so reply here if you plan to come. We already have at least 7 guys attending. Of couse if you can't decide till last minute, feel free to just drop by.

Agreed. I run a forum even bigger than this one and don't have any of these errors/problems. Mooneyspace was down nearly all day yesterday. And even when it isn't down I get errors at least once per 50 loads. I get logged in as someone else on average once a week.

Quote: flight2000 After almost getting run over by said 2,000 pound airplane when the regular towbar slipped out, I decided to spring for a locking towbar (I could have made it if I had time...). I ended up getting a Bogart Bogi-Bar from Aircraft Spruce. It's on the expensive side, but I've never been a fan of pulling/pushing on the prop and this allows me to use both hands for pushing or pulling without fear of the bar slipping out and becoming road kill.... http://www.aircraftspruce.com/catalog/pspages/bogibars2.php Brian

Ok, I take back what I said about micro analyzing. It's blatantly obvious there. Is that really an E? Looks like a J.

When ground handling your Mooney do you push/pull on the propeller? I know in other planes I was able to move them entirely by the tow bar. But at 2000lbs and not a locking tow bar design, that's not really possible. I normally have my right hand on the tow bar and use left hand to push or pull on the prop (nearest spinner) to aid myself. I can move my plane solo using this method forward or back.

Haha, leave it to the Mooney pilots to micro analyze the gear door rigging...

I think it's less a factor of the acutal pressure and more about rate of climb/descent. If you keep climb/descent rates below 500fpm, it will be more comfortable than the airliners. They re-pressurize the cabin way too quickly on descent. Even my ears hurt on those from time to time, not so in my Mooney.

Quote: 1TJ You get a more accurate reading of the oil level if you measure it after sitting (in a given spot). However, there is no chemical or mechanical difference when you add the makeup oil. Ed Edward Kollin - Technical Director - Aircraft Specialties Lubricants

So let me see if I understood this correctly. If you fly rich of peak on a multi viscosity aeroshell oil, you should add the oil after your flight. But if you fly lean of peak and retract your gear only when no more runway left behind and use phillips with cam guard, then you should add it before the flight. What am I missing?

Quote: aviatoreb That is definitely the plane you buy, for the parachute, to convince your non pilot nervous friends to come with you. Many times I have had friends as if my Diamond, and now my Mooney, has a parachute. Cirrus has done a super ad campaign job getting the idea that they have a parachute out there. I do believe that one decision has carried the whole company.

I wonder if it makes any difference whether to add oil (when needed) after a flight or before the next one? Generally I've just been following whatever is more convenient but opting to do it after a flight in case I'm in more of a hurry to leave. Does it make any difference to the engine? Does it mix better in a hot engine? Or is it better to immediately run it after adding to get it flowing?

What really amazes me is when people opt to get a brand new (or close to new) Skyhawk when they can have a stupendous Mooney for that kinda money! I totally respect is as a flight school trainer, but can't fathom why anyone would want to own one. You can often get a C model Mooney for the same price as a comparable (age, engine time, avionics, etc) Skyhawk. Useful load, range, space, etc are comparable yet 40 knots faster!

Awesome, now start saving up to get the real deal for his 18th bday

How come everyone is convinced that a Mooney is terribly confined, low useful load, and expensive to maintain compared to other planes? It's kind of funny cause my 201 is actually wider, longer (more leg room), has a higher useful load, faster, and greater range than the Piper Arrow I used to rent on the same gph and vitrually same maintenance costs. I really can't think of anything I had to sacrifice (besides money and maybe turn radius) by going to the Mooney. It really is better in all regards than an Arrow or 4 seat Bonanza, no sacrifices. What I'm curious is who is spreading these kinds of myths? What are Mooney myths have you come across? Do you know any that hold true or you agree with? How did these myths affect your decision to get a Mooney if you heard them previously?

Let me just mention for those who don't get the magazine that the NTSB report turns out to be as descriptive if not more than the article which just sumaraized it. The conclusions from reading the factual are no weaker than reading it broken down for you in the magazine.