gregwatts

Quote: mooneyflyer I think the term "Mooney specific" is more directed at the quirks and nuances and idiosyncrasies of the Mooney. How the Mooney will respond in certain situations can be much different than other aircraft you may have flown. Just the way you sit in a Mooney gives you a different perspective.....you sit in a Cessna, but you wear a Mooney. Power management for speed control is an issue for many pilots....these things don't like to slow down.....so you have to plan descents so that you don't shock cool the engine and you don't find yourself in the pattern still too fast to get the gear down. IMHO....most gear ups are because the Mooney was traveling faster than the pilot. An instructor with Mooney experience is well worth the cost as opposed to you finding some of these things out on your own. My opinion only!

Quote: mooneyflyer I'm doing some research on what it means to get Mooney-specific training. Specifically, if you have "complex" aircraft training and transition to a C, what specifically do you expect from a Mooney-specific instructor? The J-bar is one... flying a laminar wing with high wind loading... flying precisely... what else? Ditto for a high performance transition... if you have flown high performance and transition to a longbody, say, what specific training for Mooney do you expect? Thanks, Phil

Quote: summitdawg I am in a non-equity flying club at 9D9 (Hastings, MI) that has two planes, a Warrior and an M20F. The Mooney was purchased last year and I've been able to get 5-6 hours in it. I've been told the insurance company requires 10 hours of "dual" before I can solo in it. I was signed off with my complex after about 3 hours, but I've continued taking along the CFI so that I can build time toward the 10. The CFI mentioned that I could fly as safety pilot to some of the other members who are already "signed off" when they are under the hood, to round out the rest of the 10 hours. This doesn't make sense to me because I would think that I would need to have 10 hours of dual with a CFI. If that is the case, then I should be able to fly with another club member who could sit in the right seat, who would be "legal PIC" per the insurance company's requirements, while I was PIC as "sole maniuplator of the controls" to build my time. When I pose that question, he doesn't have a good answer. It would definitely be cheaper than taking along the CFI every time. I asked the same question to the owner of the club and he was going to run it by the insurance company for clarification. Anybody else run into this before? Parker? BTW, after flying in the Mooney, all I can do is dream about owning one someday.....that thing is a blast!! Thanks, Heath

Quote: johnggreen Many of you know me, at least from my posts. And you know that I don't mind "speaking my mind". And, unfortunately, that often means I offend, but like my grandmother used to tell me, "nothing offends like the truth". So put on your thick skins and let's go. I have owned my Bravo for seven years now. It is number 31 of 32 airplanes I have owned in my flying career. It has in its seven years full filled its desired mission as well as any airplane I have ever owned. That being said, my mission is changing. With my last child to get out of "higher" education in the next twelve months, their settling down in one spot, having my grandchildren (one on the ground now) etc., my mission is going to change to more passengers, more room, and more useful load. I have NO brand loyalty, but I truly enjoy flying the Bravo and it's capability, reliability, and economy have been phenomenal. In spite of this, I'm going to speculate that sometime within the next twelve months, I'm going to purchase a, forgive me, twin. Having owned 32 airplanes, that means I have bought 32 and sold 30 as I own two now. In addition, three years ago, I sold two aircraft for the estate of my best friend, at no charge. I think I talked to around 60 people to sell those two aircraft, no more than 5 were legitimate buyers, but there is nothing new about that. The rest wanted to talk airplanes, or talk about what they thought they wanted to buy, or make ridiculous offers to see if I was crazy or desperate. Some, I think were just lonely. I was kind and considerate to all but one who actually came to "look". After two days of "entertaining" him, I sent his dumb ass back to Nebraska without any polite ado. Interestingly, in buying 32 airplanes, I had a A&P/IA do a pre-buy on no more than 5. I did have maybe that many pre-buys on some that I turned down. Though not an A&P, give me 20 minutes with the logs, 60 minutes inspecting the airplane, and 30 minutes flying it and I'll know with a 90% surity whether I want the airplane or not. I've been around equipment and airplanes all my life and I've learned the "basics". In those 27 or so airplanes I bought without a professional pre-buy, I missed one cylinder. Had it rebuilt for $1200 and flew the airplane for four years without spending another maintenance dime. So, at some point, I'm going to put my Bravo on the market. It will sell to some intelligent, lucky buyer. Unfortunately, I'll have to talk to 30 idiots to find him. I truly DO NOT look forward to that! I'm afraid that this time, I may have a scarcity of patience, but I promise, I will try to persevere. When an aircraft is flown regularly by the same pilot, who can afford the airplane, whose wife is a passenger almost every time, with logs that exemplify that every wear item is replaced before its mean time between failure, well anybody but a fool should be able to discern something from that. Some won't. Most won't. I can hardly wait for the idiot who proposes that I take it to a Mooney shop with a blank check to fix any discrepency they find. I assure you that will end the discussion. I can also hardly wait for the fool who proposes that something is wrong with the airplane because I haven't taken it to a Mooney shop. Or the one who can't make up his mind as to whether he wants turbocharging or naturally aspirated, or TKS or not, or maybe a Bonanza. They will all be there vying for my time. Most simply won't be able to afford the airplane but maybe, just maybe, I'm crazy, or desperate and will make them a Christmas gift. Buying the twin will be a cake walk though due to the average age of twins today, I'm pretty sure a detailed pre-buy will be in the offering. If it comes, when it comes, I just hope I can maintain my cherub like demeanor and politely suffer the fools who are bound to call, but honestly, I dread the prospect. Jgreen

Life is short....fly fast! Roy Lopresti

I suggest taking a CFI with you and having him fly back with you. The additional cost is minimal compared to the adventure you are about to embark on. My first Mooney was a C model. I figure it cost me an extra $800 taking an instructor to pick up the plane in San Antonio, Tx and returning to Ft Laud, Fl. You may take a hit for the first year insurance premium, but it will drop dramatically for the 2nd year. Part of the cost of flying. My opinion only!

Quote: rob I don't know if I'd call a Mooney an "awesome" training aircraft with any instructor. Nonetheless, congrats on your first solo, and careful with the "I can fly anything" attitude.

WOT to level off.....then RPM to 2500..........I do slowly lean in the climb and then 100 ROP in cruise. I try to aim for 500fpm descents....reducing MP 1" at a time until pettern then as needed. FWIW......I do believe your POH calls for 26 squared climb

The TT is no issue. Find out when and by who the OH was done. Negotiate the SB208 into the price and make the sale contingent on the inspection. Make sure the plane has what you want in it, or you will spend a fortune trying to update it. My opinion only!

New oil every 25 hours....new filter every 50 hours. 15W-50

Quote: GaryP1007 Can I ask a real stupid one? Other than frequency of exam, what is the difference between a class II and class III medical?

It absolutely cannot hurt you..........it is furthering your "education". Do it!

Quote: aviatoreb Thank you for sharing Brett. Please don't beat yourself up and know that you may not have been able to change the future and this is not your fault even a little bit.

Had a similar issue with my purchase back in Nov. Plane was paid off but bank never released the lien. Fortunately the new bank that bought the note did write a letter on my behalf stating that the loan was indeed satisfied. This situation is not totally uncommon, but AOPA should be able to help you. The bank financing your purchase can also assist you in this matter.....if they want to make the loan.

Quote: 201er The only reason to cancel inflight prior to touchdown is for your convenience. How can ATC demand that you cancel IFR? What if you're still IMC? They don't know whether you're IMC or VMC. When you're IFR you've got a parcel of airspace that belongs to you and ATC is tasked to keep other IFR traffic out if it. It really screws up ATC planning when, out of the blue, an IFR airplane unexpecedly turns itself into a "wildcard" by unexpecedly cancelling IFR.

Quote: 201er Because you're landing at an uncontrolled airport underlying class B airspace and ATC (for lack of a better term) demands that you cancel as soon as you can make it visually?

Quote: Bnicolette

Quote: Bnicolette That's a good one. This is certainly one area where the FAA is really behind IMO. My handheld GPS from back in the 90's was more accurate and reliable than these older Lorans were. I don't understand why the FAA wouldn't update their equipment suffix's to allow regular GPS's for at least enroute navigation. Even the cheap GPS contained in my iPhone is able to maintain RNP10. I file /I but I am using my KNS80 as the basis for that even though I rarely program it and use one of the three GPS's in my Mooney to go direct. (GPS396, Apollo 360, iPad) Unfortuneatley, I think that unless you have the listed units for /I, I personally don't think it's legal. I also don't agree with that logic and it is very outdated. I suppose the right thing to do would be to file the correct equipment suffix and then just ask for direct. In a radar enviroment I really don't think it matters what we use to go from point A to B. I think we can all agree that the VFR GPS's are every bit as accurate as the IFR GPS for enroute navigation. I always have either the iPad or iPhone up and running along with the other GPS's in my airplane. I can honestly say that I have never seen one of them say anything different that another in regards to bearing, track, groundspeed, etc.. Has anybody here ever seen anything different between one of their IFR GPS's and their VFR GPS's? I would be interested to find out?

Just because an airplane is "in annual", does not mean that there may not be be skeletons that a buyer would want to know about. An annual inspection is the best prepurchase inspection you can have, in my opinion, but a current annual does not "tell the whole story". Maintenance "history" is important.....to me.....as well. Having made 5 different purchases......I personally review the logs just to see if there is anything that stands out to me, before I enlist the help of a trained professional. I also try to get a vibe of the currnet owner.......I have walked away from purchases because I didn't trust the info I was being given. As we all know....the FARs do not prohibit s&%theads from owning airplanes. S%$thead brokers aren't prohibited from representing aircraft either. Just sayin'

Yes....you can fit. Which model will depend on budget, mission, and number of pax you plan to carry. Welcome..........

Bug!

Quote: SOC i looked at an f model and there are some issues in the fuselodge the aluminum tubes are badly corroded as is the retractable step cable to the point of fraying there are a couple of exterior skins that show signs of minor corrosion as well there is a log book entry from 08 where they removed the interior and found severe corrosion on the exterior skins and minor to moderate on the tube structure the skins were replaced the tubes were sanded and painted to me this is a deal killer am i wrong

Not sure if the "big name" theory works but I have dealt with Russell at SWTA and have all positive things to say.

The question is......can you live with the "known" history? When I was searching for mine, the NDH endorsement was important to me. If you are taking the damage history into consideration, then. so will someone else if you decide to sell. That said.........beat the seller up over it and get a price that makes it right. My opinion only!

Quote: mschmuff I wanted to thank everyone for their input on this thread as well as a couple other threads. As of Monday April 2nd I am the proud new owner of a 1967 M20F electric gear / manual flaps, Century III auto pilot and HSI. (No IFR GPS) 1 piece windshield (not 201), cowl closure, flap, aileron, wing root gap seals, 201 side windows, new prop/hub. ….It had a gear up in the 80’s but everything was well documented. It is missing the ram air door cable – any idea where I can get one of them? Just to share a “classic delivery” story – the seller flew the plane to Wilmington, DE for my mechanic to do a 2nd and final inspection. I got the thumbs up from him, we did the deal and went out for an hour training / familiarization flight. After I felt comfortable, we flew to Trenton, NJ and I dropped him off. On take off, the ammeter dropped to -30! And btw, it’s 930pm. I get half way home and the radios start to go so I immediately drop the gear using up the remaining battery power and everything goes black - no green gear light. ….(in hindsight, I should have dropped the gear as soon as I saw the ammeter drop) At this point I am on a Bravo clearance from Philly so I vacate their airspace. I circle around Wilmington waiting for a light gun signal and get nothing so I go in and land with no landing light and only 6 hours in type. Nice first flight!! I met my mechanic at 8am and removed the generator. Pieces fell out upon extraction. Long story made endless, I’m upgrading to an alternator, a light weight starter and swapping the landing light for an LED…..and it begins!! Glad I took someone’s advice on here and put 10% of the sales price away for 1st year maintenance! Thanks for that piece of advice!! So if you guys think I asked a lot of questions before buying, just wait…now that I own!! Any other must have mods? I’m thinking SWTA’s oil cooler relo / 2nd landing light mod. The panel needs help – Narco AP, mk12, MAC 1700, Garmin 100GPS. I put a 696 on the yoke and am considering a GMA340 or PS7000 or 8000 audio panel, new jacks, iPod hook up etc. Maybe a GNC300, I just don’t think I can stomach a 430W but I want a “newer” comm1…..thoughts??? And if anyone knows anybody in the mid-atlantic that does reasonable avionics work – let me know!! These shops are highway robbery!!