Marauder

And since you have made a whole bunch of new friends here, let us know what part of the country you fly out of and maybe you can link up with one of us and see what a Mooney Maniac looks like up close.

I understand where he is coming from with respect to the heaviness of the controls. If you are not accustomed to it, you will wonder why they are heavy. They are heavier than Cessnas and Pipers in particular. And that is what makes Mooneys a great IFR platform. I have a couple of hundred hours in Cessnas and Pipers. I have flown them in rough weather and do appreciate the stability of the Mooney over them in those conditions. I think the advice people are giving you is to resist the urge to run out and buy until you are certain of the mission and the types of flying you will be doing. I personally flew a bunch of different planes before deciding on the Mooney. Each has their attributes and their drawbacks.

Mike -- as always, you bring forth a good thought provoking topic. I am also willing to bet it has much more far reaching importance to the world than the potential metallic calamity caused by the failure to use CamGuard. Seriously though, my exposure to AoA topics came in my Part 141 private pilot training. They had dedicated a full page of the curriculum to the topic which included not only ground school training on the topic but also flight maneuvers highlighting the varying configurations and flight situations that could lead to stalls. What stood out to me was the base to final demonstration. We did the flight at higher attitudes and I was asked to pick a point on the ground that represented my landing spot. I then was asked to fly a base leg to that point and to fly past my normal turning from base to final. The instructor then had me tighten up the turn to try to get back to that point. What shocked me was that the stall horn starting coming on and I could feel the pre-stall shudder despite having ample airspeed over the stall speed. My natural instinct was to pull back on the yoke! This demonstration and a few unusual attitude departure stalls educated me to the corners of the flight envelope. Any chance you can do a video of your AoA and show us how it works in flight?

Jepp just released an app for the Garmin navigators to do the update. Not 100% on it yet since I think it dropped my SafeTaxi update. Prior to the Mac version release, I was using a Mac Pro running Parallels. I would do a boot directly into the Windows version using Boot Camp (hold the option button down while powering up). I had problems running Parallels inside of the Mac OS and trying to do the Jepp update. As well, my Aspen cannot be updated via the Mac version, still requires using the Windows version. I still don't think Jepp is prime time ready on Macs. Sorry, can't answer your question on the data card. Not familiar with the Trimble stuff.

+1

It looks like he did get a TEC routing (SANN3). If he was up at 10k probably would have gotten SANN4.

Found them: Aircraft Cabin Width Cabin Height Mooney 201 43.5" 44.5" Beechcraft V35 Bonanza 42.0" 50.0" Cessna 182 42.0" 48.0" Piper Arrow 41.0" 45.0"

I think it is the height that gives the illusion. The seats in a Piper/Cessna & Bonanza sit higher. I will try to dig up the dimensions, but a Mooney's cabin width is 43.5" while a Bonanza's cabin width is 42.0".

This the screw?

Just the starting line of the eBay ad is enough to scare me! If you can't take it somewhere for a pre-buy, I wouldn't touch it. Also, don't overlook the cost of replacing the avionics stack. Even if it were wired correctly, the boxes alone will run you quite a bit.

That is certainly one thing I would look at too. My tach cable was replaced when I was having the avionics work done and it was never right again. It started with oscillating between 2,500 and 2,700 and then it dropped to 2,500 for the max and I never saw 2,700 again. I had the tach replaced with an EI unit and all is well again.

Ah, but we are driven by numbers... I will keep track of the differences and see what they how they tally out.

I got to see a picture of this. The RAM mounts can mount left or right adjustment screw. The bottom attachment screw to hold it to the yoke is fixed underneath. You have a picture of what you are talking about?

I think you will be surprised at the inner dimensions of a Mooney compared to other airplanes. They are not as small as you feel -- if that makes sense.

Larry and Cruiser are right about the cost and the permanent nature of a flush mount. I had a hard time forking over the extra $1,000 to make it flush. Here is what my 2000 looks like surface mounted. It is a matter of personal preference. The rest of my stack is also raised.

Mooneys use push pull rods to move the control surfaces. C&P (maybe use cables. When you are in heavy turbulence, you'll appreciate the difference.

Is it possible it was a supplement? Mine was not actually in the POH, it was a separate book with the graph and data.

No, but I do know parrots prefer Halo headsets over Bose... Sorry Mike, he (the devil) made me do it!

Dan -- I went back to the EI instructions and you're right. The JPI will read different than the EI in the long run since it is counting all of the idle time and "pro-rating" the time below the cruise number. Since the EI is the legal RPM/tach replacement, that is what the mechanic is using for tach time on the maintenance records. So it does beg the question to be asked, "what should be counted towards TBO?"

Thanks. I loved my GEM from its simple interface to its reliability. That said, it is nice to have some of the other parameters all in one location.

You won't go absolutely broke until you go to have the cowl enclosure painted and realize your plane's paint is faded and you decide to have it painted, only to find the interior looks drab compared to the new paint and you need to have it redone, which you do, but find that your sorry looking panel needs an update that you update and it goes on and on and on...

Thanks Oscar! Can't wait for these thunderstorms get out of the area so I can give everything a workout.

Robert, after continuing my reading of your posts, I'm afraid for you. I thought at first you were humbled by the experience, but you continue to believe the training you received saved you and your family. It didn't, you got lucky. You came hear to confess your tempting of fate and the emotional ramifications of putting your family in harm's way. Most of us tried to console you but also make you aware that putting your head into the mouth of an alligator wasn't a smart thing to do. This forum is populated with pilots who I venture to guess have ten of thousands of hours of flying experience in just Mooneys alone. Most of us have been directly impacted one way or another with an aviation tragedy. Mooney owners are a tight bunch. We may not like each other all of the time, but like a family we do look after each other. We're trying to look out for you...

Hi Robert. Just read your last post. If I understand you correctly, in order to maintain VFR you shot through a small hole at almost 200 mph, did I read that right? IF so -- now you are scaring me! I get the concern over going IMC and attempting to maintain VFR, but attempting to maintain VFR at high speeds and blindly (you didn't know if there were obstacles below the clouds -- as you stated you told your wife earlier to look out for towers). You could have easily flown into a hill, a tower or the ground itself. Now I understand why you are so shaken up by this. That manuever, my friend, truly could have ended your flying career -- not to mention your family. It is much better to fly the plane in a controlled manner and not doing anything abrupt.

Funny you mention this, I remember flying IFR once and came up through a layer to find a flock of Canadian geese on a due south heading (look like the goose right behind the leader of the echelon was yelling at him -- probably for going through that sucker hole).