Bob_Belville

I'm with Mooneymite. 20 hours of dual will get you from first flight to a PPL. I joined a flying club in Nashville in 1969 with a fresh PPL (earned in C150s) and less than 50 hours total, probably 25 PIC . Check out with the club's safety officer was 1.8 hours for their Cherokee 140 and 5.8 hours.for their M20E. I had only flown C150s, a C172, and the PA28-140 prior to the M20E. I'm sure someone with more total time and experience with constant speed prop, retractable gear would not have needed that much transition time.

I think that plane fits my impression of what you'd get for $70,000 in a J. Only 167 hours flown in the last 10 years - since engine overhaul makes the engine suspect, LORAN and ADF are boat anchors. No GPS at all. I would think the $68,900 price will be just the ante and the buyer will have to or want to spend quite a lot soon after acquisition. Not all 201s are the same. '77 was the very first year for the 201 and lacks quite a few of the refinements that came in gradually. Some are significant: gear speed, gross weight, etc. There's a link to a spreadsheet that you might find interesting here: http://www.mooneyevents.com/chrono.htm The link is embedded in the '77 J details. It shows what improvements were introduced over the years. Happy hunting!

It's supposed to have RayJay TN. That mod includes new exhaust.

High Road to China. Early Tom Selleck

I doubt that that $70.000 J meets the rest of your list of requirements. Mid time engine? bladders? Avionics? There will be (expensive) reasons that a J is selling for $70,000.

Bodie, we have a super experienced instructor and ferry pilot with a lot of Mooney time based MRN & HKY (quite near Mount Airy). Brandon NeSmith 828 962 0211. http://tablerockaviation.com/pages/flight-training/

In 3100 hours I've never heard anything that sounded like that. If I'm given a "report a 3 mile left base" I'm assuming the controller is anticipating he/she will be able to work me in to his/her traffic when I call in 2 minutes from touch down. I've often been told I'm #2 or #3 "following a Cessna on a 1 mile final" or similar. The tower generally will leave it to the pilot to plan his turns and the tightness of his pattern at a controlled field. Now, at SunNFun you might have just turned downwind and hear "Mooney, left turn NOW cleared to land 9 Left on the purple dot, start your turn NOW." To which you say nothing. The controller will know you understand when he/she sees your immediate roll into a 45-60 deg bank.

This is what i would do. And with GPS nowadays we can know when we're 3 miles from the official point on the airport. Call that out while on a left base. Be terse, especially when there's a lot of chatter on the freq.

Oops! Multiply by 12 = 240,000 pounds or 120 tons. That's just about the max payload of a 747-400 Freighter.

Mitch, looking good! I redid my panel over 3 years ago. I did it all at once including ADS-B 2020 compliance with GDL 88. The PFD1000, GDL 750, EDM 930, GDL88, GMA340, GTX 327 along with a new custom panel was done for ~ 50 AMU. It seemed a pretty crazy decision in 2012 but it is a delight to fly with and in hindsight I think it was smart. I never would think of money spent on a plane as an investment, it is a purchase. It might be a toy or a tool but it will depreciate. In the meantime, for as long as I am able to fly I will be benefited.

I was based on a grass strip for years. (M20E) Taxi slowly with trim full nose up while holding the yoke back in your belly. Our Cs, Es are short coupled and a small dip can cause a nose dip.

Curious, there must be an adjustable friction lock on the mixture. I suppose the vernier setup on push/pull controls makes for easier fine tuning?

I've had a GDL 88 for over 3 years. It sees a lot more traffic than I do and I do not recall getting a visual on traffic that was not on the electronic eyes. I love having traffic displayed on the GTN750.

Yeah, welcome to our less and less exclusive club! Nice. Prudent choices for the more important capacities. (Just stay away from folks with GTN 750s. Traffic and weather depiction loves a large monitor...)

Granite weighs about 162 #/cuft. so 24'x12'x5" would be almost 10 tons. Before bracing and crating.

I took spiral/screw tie downs spikes to SnF and they worked great at LAL. OTOH, the same tie downs were useless at MAPA reunion at ERV - I might as well have been trying to screw into concrete as into the soil along the closed runway serving as the ramp.

I switched from XM weather (displayed on a GPS696) to ADS-B NEXRAD (displayed on a GTN750) 3 years ago. I agree that there seemed to be little difference. I do no depend upon NEXRAD for tactical decisions. It is very helpful for more strategic planning further ahead. Further, I have not found that NEXRAD colors tell much about what your ride will be like. Now my trusty Stormscope is a different matter. She's never lied to me. (I still have XM radio on the 696. The subscription for that piggy backs on my car XM.)

On might not want to let the a shop give one some alternative quotes: good, better, best. Guys like Marauder, Don Kaye, and yours truly opt for option C and then start dreaming about other while-we're-at-it goodies.

Well, @ idle/taxi RPM it might run a long enough to get to the runway but like Byron's J my E will start sputtering in less than 15 seconds at cruise. I recently got caught in the middle of a tank switch by ATC or some other distraction. No big deal but there's not much time.

I'll be watching here for any particular activities or get together involving MS folks, Mooneys, Aspen, JPI, Garmin, etc. I think I'll want to spend one night, perhaps 2 but at this point I'm flexible. I don't think I'll hang around for the weekend though. I see CarolAnn Garrett is a presenter on Tuesday ... others?

Sure, very erratic and impossible flow rates. Usually below actual, e.g. 5.5 gph @ 65% power, but spikes to 22 gph on take off. This affected fuel used totalizer as well. On one fillup indicated used was 20-30% higher than actual. K factor is well calibrated and JPI is normally within 1% of actual.

Yup, we "rebuilt" mine at the last annual,. Cleaned, replaced o-rings and stato-seal. It was not leaking fuel but it was sucking in air which screwed up the fuel flow reading. JPI diagnosed the likely culprit and had me put a drop of oil on the shaft of the selector lever which fixed the flow reading problem and isolated what needed to be done.

All this talk about fuel stops... I gotta love my old E. I checked my fuel log: I used 35 gallons going down and 33 on return flight. MRN/LAL is 470 nm. 68 gallons & 7.3 tach.

Chris, I used to go into GIF all the time when I was selling to Scotty's Home Centers headquartered there. Nice airport but that was 30 years ago. Guys, it looks like my friend with camping equipment will be able to go so I'm looking to come down for a night or 2. Chris, let me know what days(s) you'll be there. I may be flexible.

Actually, the throw of my gear up/down switch is quite a bit larger.