AlanA

As you prepare to buy a plane it can be very stressful and time consuming, however, once you finalize your decision and purchase your plane, like you have, you will find it to be a big relief to be past all that work. Congratulation, now you can just enjoy flying

Question about and weight and balance and speed. 95% of the time I fly by myself, 165 lbs, about 30 lbs of baggage and 3/4 tanks. Will changing the location of my baggage change in any appreciable way my speed? I have heard some pilots say put the 30 lbs in passenger seat next to you and others have said it's better in the back seat. For OPTIMAL speed should I just do the weight and balance and put the baggage where it is smack in the middle of CG? I It's probably such a minimal amount it doesn't make a difference, right? I have heard different things. I would appreciate your collective wisdom.

Man, I wish I could fly at sea level more often and climb out at 1500 fpm. Out west by our 11,000 - 14,000 ft mountains we do have one fine ride of our own however - the mountain wave. If I catch it just right (on the windward side) it will make me believe I have that turbocharger. Disclaimer: Not trying to recommend to anyone that they surf the mountain wave...

Just want to share the thrill of taking off from a sea level airport in my J. This may sound odd to those who live at sea level, but as a pilot living and working the western mountain states I am so use to the longer take off roll at high altitude airports that this longer roll is what seems normal to me. Today, however, I was in the San Francisco Bay Area and when I took off I felt like I was Tom Cruise in Top Gun. I found myself humming the song "Danger Zone" for the next ten minutes. A little while later I am at 15,500 ft over Yosemite. What a ride!!! -- Of course I'm not telling you something you don't already know.... I just felt like telling someone who understands why I like my plane so much!

A J model was my first plane with fresh license years ago. I have never regretted it. The first year the insurance is a little stiff but after 6 months or so once you get your required hours in you can cancel your policy, get a refund for the remaining months, and then get a new policy which is rated with your Mooney time. So really the insurance is only expensive for the first six months or so.

Richfiield KRIF is a great little airport. They just built a brand new runway which is wide and long. They have a couple of courtesy cars they let you use. DON'T stop in Heber 36U. VERY expensive there. Great town (I live there) but the FBO caters to the Park City jet set. Even though I live in Heber and pay taxes to support the airport I can't afford to keep my plane there. I keep it instead in Provo. Let me know whey you are passing through and I'll try to meet up with you. Safe journeys!

You are in for some fun!

Love the panel.

I just bought an EI FP-5L Fuel Gauge with an auxiliary Fuel Pressure channel. It is a primary gauge. The gauge cost me $600 after the rebate and I am anticipating about $800 for installation labor and parts. I'm just wondering if this would work for you and give you something new and better instead replacing the other with a more expensive and older part?

Thanks so much for your input! I feel much better about it now. Can't wait to get it installed.

Please add me to your roll for door and baggage seals. Thanks!

I just bought the EI FP-5L primary fuel flow with fuel pressure for my "J". My mechanic estimates 8 hours ($600) to install it. Seems high to me or maybe he has never installed one before. I have read other posts about fuel flow gauges where the installation cost was closer to $200 - $300. Is there something different about the EI which makes it more expensive is, or is my mechanic just on the high side?

I am going to try the simple fixes you have recommended. Regardless if the simple fixes work or not, in addition I've decided the time has come to add a new fuel flow gauge. After reading many archived posts and finding other comparisons online I am leaning towards EI FP-5L. I like the added features the EI has over the JP FS-450, however I like the red, double line read out on the JP. Tough choice. Thanks for your suggestions.

At runup today my fuel pressure was normal but after an hour or so in cruise at 10,500 it was maxed out to the high side - completely pegged to the right. It did this once before but then ran normally the next flight. No effect on the engine, it was purring liking normal. A search through old posts showed a few others have experienced the same thing. If you have had this problem what was the final fix? How did you troubleshoot it? Did you rebuild the pump or install a new transducer, both or neither. What is the most likely cause, or where would you look first? What was the cost for the repair.? Thanks in advance for sharing your knowledge and experience

I check it monthly or when there is a big change in the outside temperature.

Years ago when I bought my first Mooney I took a CFI with me who had mostly trained in Archers, and Cessnas. When we practiced stalls and the wing would drop he was scared and convinced something was wrong. I found another CFI with lots of Mooney time and we tried it again. He was very familiar with how a Mooney stalls and after much practice convinced me that everything was normal and infact less dramatic than in many other high performance planes. Two lessons I learned from the second instructor 1) Cessna pilots will be scared by the difference between a Cessna or Archer and a Mooney and, 2) if you are quick with opposite rudder it is a non-event.

Those crosswinds and gusts are beyond my personal limitations, but for crosswinds less than 20 kts I just give it whatever rudder keeps it straight.

I always bring up the oil to 7 qt before a long flight. I know some of it going to get blown out but I like the idea of having a bit of fresh oil in the sump. I think of it like a mini oil change. I don't know if it makes the engine feel better but it makes me feel better.

It seems to be a common experience that anything over 6 to 6.5 quarts of oil in the M20J gets blown out. My question is, does most of the oil get blown out during runup, takeoff and in the first few minutes or more or less gradually until it gets down to that 6 quart mark?

Doug, Congratulations!! Give me a call one day when you have it hangered in Heber City. I'd love to stop by and see it

515 TT 420 hours in my M20J

I was in your exact position 10 years ago. With zero hours in retractable, and zero hours in a Mooney I I went straight from my Private to buying a 1980 J model. If I remember my insurance was about $2400. 12 hours of dual was required. If you know you want a Mooney I would recommend you buy it now. I agree with other posts which say to get your dual from a pilot experienced in a Mooney. In particular practice stalls in the Mooney. You will find it much different that your trainer planes! Also practice engine management, and landing. You will get the hang of it pretty quickly. Good luck. Also come back to Mooneyspace to ask questions about the things that are unfamiliar to you.

I have a friend in Texas interested in flying Mooneys. I will forward him your post.

Has anyone ever purposely or accidently completely run one tank dry in flight? (Hopefully you've never run TWO tanks dry). How many "sputters" did you experience before you switched tanks and had the engine going normal again? Did the engine stop completely? How fast were you able to restart the engine? I don't plan on getting to that point but still want to be prepared in case of an emergency. Was it simply switch tanks, boost pump and back in business?

17 degree this morning at the airport. Single digits overnight. Used a Red Dragon Propane heater to warm the engine and cabin. Heated for an hour but I think I could have cut that time in half and it still would have been adequate.