Dave Marten

Multiple Mooneys congregating at a given location means only one thing - there was a discount/sale going on somewhere!

Hondo, Remember the intent of a STAR is efficiently transitioning aircraft from the high altitude enroute structure into the terminal environment and hence rarely issued to Mooney drivers. Expect ATC instead will seek to 'move you outta the way' to make room for the heavy iron on the arrival. But, good to know your procedures if the use of STARs for piston-powered arrivals happens occur in your area (maybe east coast, occasionally here in LA). Even descending out of the FLs in my 231 I've rarely been given the opportunity to fly the STAR, its always been a 'get out of the arrival corridor with a vector/direct-to before you get run over' type clearance. Which in most cases usually results in a more direct route to the destination. A piston single on a STAR is like a moped on the interstate. Of note here is the new FAA InFO covering phraseology changes to "climb via / descend via" beginning 3 April 14. http://www.nbaa.org/ops/cns/pbn/climb-via/InFO14003-climb-via-descend-via.pdf Also if you're looking for some study materials relating to STARs and SIDs take a look at the NBAA page below. A lot of great info. http://www.nbaa.org/ops/cns/pbn/climb-via/ And FAA TV: http://www.faa.gov/tv/?mediaId=507 Enjoy!

Hank, For C models its in the OM, but so is a hand propping discussion. The toe tap was dropped somewhere before the J. I'm assuming its a Johnson-bar thing, but I doubt if it there is any notable difference in your J-bar force whether you tap or not. For the electric gear birds no tap. If I'm flying an M20C (OM steps below). I will omit step 1, and there is no way I will consider accomplishing step 3 as published prior to step 4. I'm not gonna touch that prop until fully cleaned up and passing at least 1000' agl and then maybe I'll roll the rpm back to a 2600RPM C model cruise climb. Really? reducing RPM at step 3 even prior to establishing a climb out attitude (step 5). "As soon as the Mark 21 is airborne and under good control, perform the following procedures: 1. Apply brakes to stop wheel rotation. 2. Retract the gear. 3. Reduce the propeller rpm to2550-2600. 4. Retract the flaps. 5. Establish climb-out attitude." I guess I have a couple beefs with the vintage Mooney Owners Manual. Probably a good discussion for the Vintage forum. I'm not an expert in the vintage models, but I'm trying to learn.

Gents, No need or benefit to tapping brakes on retraction. Just concentrate on make a safe takeoff/climbout. Not a Mooney requirement nor even a valid technique I'd recommend.

Kurt, Great airplane. Tough choice, but a wise decision - short term loss for a long term gain! I'm sure you'll have no trouble passing her off to another deserving pilot. Getting paid to do something you love is my definiton of success. Good luck with your flying career!

Mooney has stepped up as the "Presenting Sponsor" for the 2014 Planes of Fame Airshow in Chino, CA. One of the top airshows on the West Coast. http://planesoffame.org/index.php?page=general-info Thanks Mooney!

While Mooney may not be attending Sun and Fun they are the "Presenting Sponsor" for the Planes of Fame Airshow in Chino, CA http://planesoffame.org/index.php?page=general-info

Skybolt, 12-13 April KMCC for the primary For you - check out the NorCal Advanced 15-18 May @ KMCC https://www.b2osh.org/Web/B2OSH/Pages/Training/TrainingRegional.asp

Bob, Hope to see you in the future. Consider: NorCal in April and Bremmerton, WA in June. We're partnering with the Bonanzas for those events: https://www.b2osh.org/Web/B2OSH/Pages/Training/TrainingRegional.asp

Any Mooneys out there interested? So far I've got 14 Bonanzas participating and only 2 Mooneys. Boo!

Brian, Are you saying you flew multiple landings in a 35G45 KT direct crosswind at your home field? I'm not buying it. That's exceeding the crosswind limits of nearly every heavy jet I've flown (bombers, 737, KC-135, C-17, etc). Infact I'm hard pressed to think of an aircraft certified for a 45kt direct cross (even on or exceeding the ragged edge of a heavy B-52's crabbing ability). Here are my personal Mooney (or any other light GA) limits: Max sustained wind 30kts with max gusts to 35kts with a max crosswind direct component of steady 15kts gusting to 20kts. We all operate our Mooneys for recreational purposes. I stop having fun after reaching the above wind limits.

Sorry Mitch. I think we all know who Mitch is. (corrected)

Great. I'm working with a couple of our East Coast Caravan pilots in order to get a Mooney-led clinic together late spring in the mid-Atlantic area. Details will be forthcoming. Please join us. We'll get you trained!

ABORT ABORT ABORT...... Let's go straight at the root of this issue: You're wife is nervous about flying and views the plane as 'the other woman'. Do NOT try to convince you're wife how safe GA is by throwing stats at her - STOP! YOU NEED TO SHOW HER! Try this - take her on a date in the airplane! Give her the full up private plane jet-set experience. 1. WX - pick a beautiful day with light winds. 2. Destination - no beating up the pattern, but keep it under an hour flight. Go find a quaint little fly-in restaurant or an FBO with crew car and go to lunch at a classy joint she'll be proud to brag about to her lady friends. 3. Turn up charm! - call ahead and precoordinate with the FBO. Have the car pulled up, see if they're roll out the red carpet, heck even have a boquet of flowers delivered to the FBO ahead of time for her arrival. No airport car? Rent one. Clean up yourself and your airplane. Ditch the greasy airport coveralls - you're on a date damn it. 4. Safety - show her how safe YOU are. Talk to her about the weather, call for a brief, explain you'll use flight following (if available), do a good preflight, reference a checklist, etc. Show her you know what you're doing. DO NOT: 1. Try to throw stats at her - STOP - you need to SHOW her. 2. Attempt to press through if the weather is anything less than ideal. Have a backup plan. IE, if you planned a flying date and the weather turns south then you better be ready to take the lady out on her date (that you promised) via alternate transportation. BL: Once you convince her of the utility and yes ROMANCE in flying you'll be set! Make her think you're little Mooney as her own private G650! If she is the anayltical type then don't debate her yourself (you WILL loose). You'll need a pinch hitter experience, or maybe she'll warm to the counsel of a fellow lady. Use the Mooney to get to activities SHE wants to do and she'll go along (weekend getaway to a B& . Once she's comfortable then she'll go along with you to the local fly-ins and maybe someday you'll convince her to camp at Oshkosh. Good luck.

My 231 was N231RX. I'm no doctor, but in keeping with the medical theme she was affectionately "Bad Medicine". Gotta feed the addiction! Unfortunately now she's just Gone! Yes, I suffer withdrawls, but its good to have friends who fly Mooneys!

Its time to start planning for AirVenture 2014! EAA has extended the offer for us to return and host the 2nd Annual: MOONEY AIRCRAFT OWNERS FORUM at EAA AirVenture Oshkosh 2014 Session 1: Monday/Tuesday AM - TBD Session 2: Wednesday/Thursday AM - TBD All current and future Mooney Pilots and Enthusiasts are invited to attend this panel discussion covering model specific Mooney Operations, Maintenance, Safety, Training, aeromedical issues, insurance, and owner support networks. This forum is facilitated and sponsored by: Mooney Pilots Association, Mooney Service Centers, Mooney Specific Flight Instructors, the Mooney Ambassadors, Vintage Mooney Group, the Mooney Caravan, Mooney Safety, and industry partners representing insurance providers, aircraft maintenance, and paint facilities. Learn about Mooney aircraft models, performance characteristics, ownership, upgrades, FUN ways to enjoy your plane through Mooney clubs and most importantly meet your fellow Mooney Pilots! Whether you are a current Mooney owner or considering your first airplane this is THE forum for you! INVITED Speakers WILL Include: The Mooney Aircraft Corporation! Mitch Latting and Jolie Lucas - Mooney Ambassadors Don Kaye - Master CFI, Premere Mooney Flight Instructor Chris Shopperly and Larry Brennan - Mooney Caravan Don Maxwell - Maxwell Aviation, Mooney MSC Phil Corman - Vintage Mooney Group, Mooney Flyer Magazine Chuck Crinian - M.D., FAA AME and Mooney owner James Oliphant - AOPA Insurance, Mooney owner Trey Hughes - MAPA MAPA Safety Foundation and others to be announced........... STAY TUNED FOR MORE DETAILS AS THEY DEVELOP! Times will be posted once EAA forum schedule is built. Please provide suggestions and recommendations as this is YOUR forum! We also hope to hear the latest and greatest news from the factory. Join us in 2014. If you need suggestions on how to get your Mooney to Oshkosh for the fun there happens to be an organization that can help! In case you need motivation: AirVenture 2014 Video http://link.brightcove.com/services/player/bcpid1644552211001?bckey=AQ~~,AAAAACVfYk8~,joSdWnzSW52R5591zkjG1QSy5iRTkX3s&bclid=0&bctid=2943159431001 Oshkosh Arrival Motivational Mooney Videos AND for you who like GPS track animation and hard data. Here is what our Mooney geeks are capable of: Actual 2013 flight data used. Each group is a 3 ship element:

3800TT mostly AF jets, plus about 1000 GA. 350 Mooney (my 231 with a healthy peppering across the rest of the models). The learning never stops. When/if it ever does then I'll hang up my wings. Every flight is a new challenge!

Its not a fighter, but an ISR/light interdiction bird. Read up on the program its not the 'interceptor' that you're thinking of. Yes, think OV-10 or T-37B or perhaps a better solution than an AT-6. 5hr loiter with a sensor suite, internal bay, and hardpoints. Don't worry this little bird won't take your Eagle away. Totally different mission. Besides, I don't know a Guard or Reserve unit/pilot on the planet who would not jump at the chance to fly Scorpions vs be converted to the Predator/Reaper! Who knows, if we can replace/augment those MC-12s with some of these you'd have a comparable/better ISR capability with potentially some offensive punch. If things go south the crew at least has an ejection seat. We've lost 2 MC-12 crews in theater this year. I'm excited about any new American aircraft with the potential to make a difference.

Hey look on the bright side Cessna now has something smaller than a business jet that can actually catch a Mooney! Kudos to Cessna for stepping out on their own and developing this jet. I think they've got a winner with Scorpion. I say congrats! Great job!

Ben, What is your price point? A nice F is a solid first plane with good load capability and decent speed without breaking the bank (IE cheaper than a J/K). 3 adults plus luggage is easier in the mid-body (F/J/K). The Bonazas have more useful load then Mooneys. No way around that, but if 900-1000lbs useful is OK then the Mooney will suit you fine. How often do you anticipate operating in/around mountainous terrain? You mentioned high DA and grass seperately. Are you looking for something to attempt both (a high DA grass strip). I sense a bit of a desire for back country type ops? (Or I'm just reading too much into your wish-list). For the instrument training I'll suggest an IFR GPS equipped bird (non-WAAS OK for training). K- if you anticipate a Majority of your X/C flights taking you up and over the Rockies/Sierras if not then the N/A birds will be just fine. Personally, I've grown fond of the F model lately. 90-95% as good as a 201, but at 75-80% of the cost. A nicely equipped F is a solid performer.

Interesting? I have never heard of a 5 ply tire. The nose tire size is 5x5 on all M20s. Ply is an additional variable at 4, 6, 8, etc (even numbers). The mid/long body planes call for 6 ply - driven by aircraft weight/cg/gear loading. On your aircraft tire the ply rating will be listed immediately following the size label. You'll have either a "-6 or -4" listed following the size text or a "4/6 ply rating" stamp

Take a look at the TC to see the ply rating your Mooney was certified with: http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/2fb25685d0303ab1852567ed004f59b8/$FILE/2A3.pdf Most likely your mains are indeed 6 ply. However, many of the short bodies specify 4 ply nose tires - hence the 30psi limit. With a short body 30 on the mains (per POH) is just fine since there is no 'need' to fly at full 6 ply rated pressure (42psi) on the mains since your planes don't have the weight of the long bodies. I short body with 42+ in the mains may indeed be a pogo stick. Technique: I do prefer a firmer ride so if I had a short body I'd bring the mains up toward at least 35 and adjust for personal taste. With the 6 ply you've got some room to tweak the setup for pilot preference, but again the 4 ply's call for 30psi. If you want the strict interpretation - if your plane lists 30psi all around in the POH and the TC calls for a 4 ply nose then a 4 ply tire is the 'correct' replacement tire. Would I put 6 ply nose tire on a short body as opposed to the TC specified 4 ply? - Yes. I could run the nose tire at 30 or increase PSI if desired a firmer ride. (I would be up closer to 45 in the nose and adjust from there) Would the purists slap me? Yes. I bet a good number of the short bodies out there have 6 ply nose tires on anyway since its a more common tire than the 4 ply. No I'm not going to start a poll