Bob_Belville

About the only instrument in common with my vintage Mooney is the whisky compass.

The only year I attended SnF (2013) I flew into LAL. I'd do it that way again. (We intended to camp but the tent and equipment we shipped ahead via the show's freight forwarder was lost so we had to take a cab to a Lakeland motel. We lost a lot of time that could have been at the show.)

Gee whiz, let our sales and marketing folks earn their keep. Someone peddles Fords, Chryslers, Chevys... Mooney has a product that is at least competitive. Safety Speed, Style, + economy. Mooney has an enviable name with a pretty remarkable past. Jerry Chen and company kept the name and I doubt that it even crossed their mind to change it.

Someone, not you, not me, is buying all those Cirruses...

Thanks. Are there reasons Mooney's new planes cannot get some of that market, whoever it is that's spending $7-800,000 for a really nice 4 place single? If Mooney sells 100 M20s per year that's $75,000,000 gross. Add M10, parts. What volume do we suppose it takes to be profitable?

What's a new Cirrus cost? How many do they sell?

KEET is Shelby Co in Calera, just south of Birmingham, west of Sylacauga.

By whom? Not by anyone? I recommend it? But not "alone", I think you'll need a set of wing jacks.

Super Cop, Archers do seem to be priced pretty high compared to vintage Mooneys. They are easy to fly, simple to maintain by just abour any shop, and there are a lot of them out there. They are relatively roomy. Other than that you'll find the vintage Mooneys, M20C (180 hp, carburetor), M20E (200 hp fuel injected), M20F (E model with extra 10" of back seat leg room, higher gross weight, bigger fuel tanks, more useful load) all have significant advantages over the fixed gear, fixed pitch prop Pipers. Speed and economy for starts. Most Mooney owners would add handling - push pull rods, not cables/pulleys, ruggedness/safety - steel roll cage, and appearance - looks fast parked on the ramp. We think we fly 4 seat sports cars, not minivans or family sedans. The performance gap between the C and the E is much smaller than the gap between the Cherokee and any Mooney. You'll want to keep an open mind because it is tougher to find a Mooney to meet your specs than a Cherokee. Happy hunting!

George, what I think we're looking for in this matter is advocacy, not with the IRS or the FAA but with the companies who let their lawyers run their policies. What if AOPA's legal eagles told management that the corp should reduce potential risk by prohibiting employees, e.g. George Perry, from using their personal plane while on company business? If that's absurd for AOPA why is it? If AOPA can overrule their lawyers why can't XYZ International? What sort of white paper can your marketing folks put together to help. Safety stats, insurance considerations, productivity considerations, testimonials... can we get some ammunition to help justify changes? One would think that the corner office folks who have a flight department at their beck and call should be naturally sympathetic to employee/pilots. Surely pilots as a class make superior employees. Why would a progressive company punish their present staff and hinder their recruiting by an antagonistic policy? I see an analogy to hiring vets. Just good business.

I get to KIWI at least once per summer. There's a vintage (M20F?) based there though I don't think he's on MS. There are other Mooneys in the Mid-Coast and I would think they'll see your post and speak up.

We missed the first one, attended #2&3. Count us in again for 2016, D.V.

I think the M20C model has a CHT red line of 500 vs. 480(?) for the M20E.

Sure would be for me. There's a lot potential factors.

I have been surprised how much Nancy pays attention to the traffic display. After 45 years flying right seat, the only task she's been willing to take on is inputting xponder code and now zooming in on traffic. She's obsessed with someone running into us.

I installed a GDL 88 when the unit was first approved, over 3 years ago. The TIS displayed on the GTN 750 is a beautiful thing. I did a (B)FR this week. I knew I would not be using the autopilot or GPS info so I set the 750 to the dedicated traffic page before take off. While doing air work, pattern flying, emergencies etc. it was great to have those electronic eyes watching for planes. We're not a very busy area which has its own challenges including complacency. I would think all instructors regularly doing air work in defined practice areas will be grateful when most of the GA fleet is 2020 compliant.

Just the 2 of you?

I had an engine swallow a valve in 1988 in climb out over So. Jersey. The engine vibrated severely and I pulled the throttle back to idle. I was at 5000', good weather on an IFR flight. I advised ATC (Atlantic City approach) and requested a vector to nearest airport. I was able to make it to N81 without incident, the engine was producing enough power to taxi to the ramp. The exhaust valve was burned in 2 and the valve head was rattling around in the cylinder. The piston took a beating. In those days we had a EGT probe on a single cylinder and were trained to run 25 ROP. In hindsight I suppose the engine was run in Busch's red zone much of the time.

Thanks Mark, I downloaded it and saw that it covered all GTN. I'll have to look around.

So either engine could be used in either model. But that does not tell us much about what was actually installed and in what numbers.

The M20B had an O360- A1A...

According to this site the M20C succeeded the M20B in 1962 and the O360-A1D was the only engine listed throughout the long life of the C (1978). http://www.mooneyevents.com/chrono.htm

Is this the simulator for the 700 series as well as 600? GTN/GDU 620 PC Trainer software version 6.01.0

Nice job cleaning up the interior! Does your kit include new insulation?

Glad to see you passing on the passion!