Bartman

This came from the M20J magneto thread. And did not want to derail the conversation further. The poll itself is anonymous but responses are encouraged if you like.

Sounds like a good poll. Should Provide some entertainment and be very informative for a couple of days. Hold on...

I'm just an interested owner and have never worked one one the dual mags so excuse my ignorance. Are they really that complicated or require special tools to service ? Does everyone send the out to a specialty shop ? I know we're have a lot of A+P guys here and just wondering does anybody work on them or does everyone send them out ?

Since you are most likely going to descend at cruise speed, as stated above it is good to know how much time and how many miles it takes to get to your gear speed, but for me it's not so much of an issue. I like to be at 120kts for turns and vectoring on the approach, and then reduce to 14/2400 to slow down for glideslope intercept and drop the gear no flaps at the GS intercept. I typically continue my gradual reduction in speed as I descend down the glideslope down to 90kts, and yes I do consider my gradual reduction in speed a stabilized approach. She just flies better if a little faster than the usual 90kts. My usual is flaps as required only if runway in sight and committed to land. 14 to 16 and 2,400 clean gets me in the ballpark and adjust as needed.

I try to be courteous, respectful, and try my best to sound as professional as the guys and gals high above me. But I have to do what the controller says because I am almost always on an IFR flight plan even in VMC.

I have a friend who just bought a J but will complete his training in the Archer. He had already completed all of his landing, solo flight, maneuvers, cross country and just needed some night and hood time. His insurance is about 3,000 this year and he needs 15 hours with the instructor and 10 solo before carrying a passenger. Otherwise since he is PIC on the checkride I think he would have to complete the whole 25 hours before taking the DPE. Had he purchased earlier his instructor would likely have trained him in the J. I bought my Mooney with about 20 hours past my PP checkride and transitioned with the same Mooney owner CFI that my friend is working with. I'm sorry some may say otherwise but it was not that big a deal including being setup for bounced landing recovery and short fields too, but stalls can be interesting if you don't keep the ball centered. One thing I regret was I didn't do my IFR training until a couple of years after purchase, and I wish I had done it right away. Short answer, if your CFI has Mooney experience then I say go for it.

That looks great ! I'm about to send off my Yokes for leather wrap and if they can make the glare shield look that good at the same time I might just do that too.

My J will stall straight if I keep the ball centered, and she flies straight true and level both with and without flaps. My friend just bought a J and the ailerons are noticeably drooping, but I don't know what it looks like in flight. He's about to finish his PP and then transition to the Mooney. His instructor who he will also use for transition used to own a Mooney and I told him to make sure the instructor knows it is out of rig and may not stall straight. In the spring we will take it down to KMRN to have the rigging adjusted, and if we are lucky maybe even meet @Bob_Belville

I would think it has to do with someone putting their foot where it should not be. First someone steps on the inboard edge of the flap on entry or exit and next thing you know it does not fly straight and level. Then someone adjusts an aileron to lift a low wing and then we are off to the races.

I spoke with Mooneymite and apparently the poll did not work the way I thought it would. Apparently if you answer "No" to the first question and click submit then you get a message saying you have more questions that must be answered. This may have affected the results of the poll. Sorry for any confusion. If someone ever tries to do a multi-layered poll like this in the future please list an appropriate response in the subsequent questions. Oh well, I learned something, just not what I thought I would.

I'm sure you can get away with a lot in Alaska, but I don't think my IA or the local FSDO would approve those repairs. Notice the rifle mounted on the left strut

I used to do a lot of stalls in the trainers but not so much anymore, mostly because I rarely fly just to go flying and always have a destination and usually a passenger. I still do an approach stall in landing config from time to time alone, usually to the buffet but sometimes full stall, but I prefer to do slow flight and 360 left and right like Anthony stated above. I have not required it for currency in many years but I still go up for an hour at least a couple times between Flight Review with the CFII to put me thru my paces including approaches, unusual attitudes, and always includes approach stalls in various configurations. We tried high power departure stall once, but we agree reduced power 20 inches MP to the horn is adequate.

In the Wheels up or Down thread Cliffy and others point out that you cannot spin if you do not stall. It has been a long time since we did a poll on this and the questions are different too. It only allows 3 questions, but I added lots of answers. This poll applies to your Mooney only, no other aircraft.

I had some flakes after I had my tanks resealed, but it was definitely a complete reseal and not a patch. It cleared up after a few flights, but I did get one injector that was partially clogged about 15 hours later and no problems for about 500hrs since, but I think that was just coincidence due to tank and finger screens in place should catch that. If the flakes are only after it sits then maybe there is a lot in suspension and you only get what settles out near the sump. I have no special knowledge beyond being the caretaker of a J for 10 years and what I have picked up here, but if it were mine and I was concerned I would drain and strain the fuel after short flight to agitate and then use that in my lawn mower and refill with new fuel.

The best J is the one you like...best enough to buy. Like mine. Seriously though, hope you find one that meets all of your criteria and it turns out to be exactly as advertised with no surprises.

Yes Rich I took your advice. I actually had two special requests. I need a 3.5mm female audio port mounted in the panel for my Bluetooth dongle, and a switch to put a sock in Betty's mouth.

I admitted my Aluminum Mistress to the hospital for scheduled procedures today. Treatment will include excision of the 430W and transplant a new IFD 440. We will also remove this tumor called the KT76A and implant the remote mounted AXP 322. Although some have objections about 978 only it meets my needs, so she gets a new Skytrax 100 as well and put the Stratus 2s to the side. I'm tired of charging it and worrying about cables and battery life. Can't wait until she is discharged and we to see how she performs with these upgrades along with the IFD 100 app. I also have an itch for an from the 700 to the EDM 900 at annual in February.

Very good. Now go reward yourself with a nice flight ASAP.

Nasty stuff there. Looks like it was found in the junkyard but still working fine until this last flight. Do you do the in-flight mag check at the end of each flight. Wonder if it would have showed up ?

Another thumbs up for the Sporty's SP-400. I've had it for years and got as a Christmas present too. I even tried to kill it by forgetting about the batteries and they leaked after a while, but still works fine. Now that I think of it, I'll add that to my dry erase board in the hangar of recurring things to update and check every year.

Excellent story, write up and pictures to boot and happy to see you chose IFR. Last November when Gatlinburg TN was on fire I flew into the area VFR with FF and did not have a good experience. Controller assured me it was VFR, it was far from it. Since then it is now a personal rule to go IFR when there is smoke. Love the pics

Very nice. Thanks for posting.

I have been Bartman for a long time. Friends call me Bartman and it stuck so I chose Bartman from the Simpsons as my Avitar. Some time ago a cherished couple we have been friends with since residency asked for a picture of me in the airplane. They gave me a present, a personalized bobble headed Mini-me sitting in an airplane. Although I will keep Bartman as my alter ego, it's time for a change of my avitar.

I would say it was the kid in the right seat or his buddy in the back seat who posted that online, not the pilot. After recovery you can just barely hear the pilot laugh and say that they recovered from a spin. He didn't seem too upset about it either.

I've done that type of flight many times in VMC, IMC, day, night hot, cold, and rain. Really in good weather any Mooney would do that mission and the time difference at 300nm is maybe 15 minutes, but some are safer may be more reliable for stated mission. Most recently I have been departing before daylight and returning with night departure in the J without turbo or ice protection, but I had to drive a couple of times lately. One of those days that I drove a plane went down about 100nm to the west killing all 4 on board and I think it was ice and SLD related, but that's why I decided to drive instead of fly. A lot can change in 300nm and often that would include crossing at last one weather system into another, and sometimes conditions change when the sun sets both better and worse. If my reason for purchase a Mooney required flying into ski resort with night departure and landing I'd want a very well equipped plane with tools to do it safely every time, and have tools to get me out of trouble should conditions not be as forecast because we all know they are never exactly as forecast. That would include preflight and decision making, turbo and HP to climb, oxygen, reliable weather, reliable autopilot, and ice protection, all for risk reduction to shift the odds in my flavor. I also agree morning departure may be another good option when conditions dictate.