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I'm posting this to the General list because it deals with both Vintage and Modern Mooneys. When Pablo Casals was 93 years old he was asked why he continued to practice his cello three hours a day. His reply: "Because I'm beginning to notice some improvement." I've flown my 201 since 1993. I'm on the other side of 1,000 hrs. PIC. I keep at it because I may, in fact, be starting to notice some improvement. But I've led a sheltered life in the sense of flying other Mooney models. No turbos. No 6 cylinder engines. And on the other end, no Johnson bar gear and hydraulic flaps. Well, I rectified one part of that experiential deficiency yesterday. I took my J to the IA for annual, and, to get back, they gave me a 1965 C model with manual gear and hydraulic flaps. It's IFR certified, but with the funky panel and dated avionics, not to mention flying an unfamiliar bird, I'm glad it was good VFR for the return trip. I wondered about the J bar and flaps. Truth be told, it took longer to orient myself to the locations of controls, the operation of the avionics and the panel layout than it did to figure out the gear and flaps. The gurus are correct: if you pay attention to the ASI it's no problem to use the J bar and to avoid lowering flaps at too high an airspeed (this one has the service bulletin c/w to allow a higher flap operating speed). So, with that verbose preface, here's my question: Does plugging this hole in my experience, and going back to the Al Mooney design, now mean that I've finally escaped my cosseted life and become a REAL Mooney pilot, or do I (1) need to fly a whole lot more in the short bodies (or a manual gear F) or (2) need to tame a rip-roaring, twin turbo, I-Eat-Bonanzas-For-Breakfast Acclaim before I can delude myself and think that I'm actually a full-fledged Mooney stud? Vintage guys may have one opinion and big bore dudes may have another. Or is the fact that "If you've flown one Mooney you've flown them all"? [The FAA would tell us that there are only four Mooneys; for present purposes those would be the M20P and the M20T. Bonus points for naming the third and fourth.] Dave Piehler

Nice day, took the Moonship for a spin. First landing the J-bar didn’t feel right, but it was solidly in place and withstood solid tugs on downwind, base and final. Still hear bit chin’ Betty on landing, and the gear unsafe light was on. Damn, I’ve danced this dance! Flew to my second destination, this time decided to do it right, get the gear safe light. Couldn’t do it with one hand. Hit the autopilot, got both hands on the top of the bar and pulled up with all I had. Got a nice click and a gear safe light. Flew home with the gear hanging out. What really honks me off is the panel mount Johnson bar holder (still sounds risqué) is the newest part on this aircraft. Thanks Mooney! Oh well, I suppose I’m lucky to have a part at all. Might not be an option in the near future. Hopefully soon I’ll take the Lucky Strike aloft and spray some lube up in that thing.

The dohicky that holds the Johnson bar in the panel is getting really sticky. It was all I could do to get the J-bar seated flying last night. The whoodanger (really, I don't know what to call it other than the Johnson bar holder, which sounds more like a lady of rentable virtue) is quite new, it was replaced last year. I'm getting concerned, its getting harder and harder to seat the J-bar and lock the gear down. Any ideas?

I am a few hundred hour private pilot with 90% of my time in tail draggers. For the first few years it was just my wife and I but now the family has grown. We are a small family and are considering a short bodied Mooney. I am wondering if anyone local (PTW, SE PA) would be willing to show their aircraft or perhaps even give a demo flight. I would be willing to pay for the fuel of course. If anyone is available or interested please PM me or reply below. Thanks! edit: I neglected to mention, I will be in SE FL in March if anyone is willing and able to show or fly down there as well. Thanks again.

I'm doing transition training in my new to me '68 C and have a gear issue. A reputable MSC mechanic in GA who is also an experienced pilot and CFI did the pre-buy on it. He subsequently did work on the gear that included replacing all biscuits, which were '68 original, as well as changing a corroded nose gear spindle and bearings. Afterwards he operated the gear on jacks and also flew it himself - apparently the gear worked fine. I've flown it twice now while getting instruction from a senior Mooney instructor and former C model owner. I have no issue pulling the gear up- surprisingly easy. But I try to put the gear down at 100-120mph and have a miserable time. Most of the movement toward the locking block is easy and smooth, but securing it is a nightmare. This requires hard forward pressure with both hands for the last few millimeters to allow the sleeve to slide up and engage the pin. I spoke to the MSC mechanic and read up on technique again to make sure I'm doing things right, then went back and tried again. Still no luck. It feels as if something is preventing the last few millimeters of forward travel. I do notice that when locked up the bar contacts the plastic center console containing the flap and trim position indicators. But the console doesn't seem loose or incorrectly positioned so I'm not sure this is the problem. I spoke to the mechanics on my field who seemed to have little experience with the Johnson bar system and couldn't get it into look for at least a week anyway. I'm wondering if there's any guidance I can give them, or if i should just get it ferried to the nearest MSC in Robbinsville. Or lastly, is the problem just my own inexperience? This is what I thought after my initial flight, but now I'm doubtful.