ryoder Posted January 9, 2015 Report Posted January 9, 2015 If I have time in a C can I fly any non pressurized non turbo Mooney? Would my insurance company require transition training? Would I want or need it? I have flown a variety of 172s and they are all about the same but they don't stretch the fuselage in a 172 and the horsepower range is smaller. The next question is for the turbo. Is this a big deal to learn to fly? Any major differences operationally? Just wondering. I am not in the market. Quote
mooniac15u Posted January 9, 2015 Report Posted January 9, 2015 My insurance company did not require any transition training when I moved from a converted D to my J. I did some anyway. 1 Quote
MB65E Posted January 9, 2015 Report Posted January 9, 2015 Flying wise, not much, a bit heavier as you move up. You'll just need that "high performance" endorsement" due to the HP >200hp along with some good ediquite on turbo ops. There will be just a bit more things to watch on the gauges before you level for cruise. Temps are much more critical. -Matt Quote
Hank Posted January 9, 2015 Report Posted January 9, 2015 Fs fly a little different, lands much better with Full Flaps, but the biggest difference will be installed equipment and setting LOP. Oh yeah, finding Peak EGT took much longer, too. On my first flight in an F, I asked the owner when was the last time he landed from the right seat. He said, what, in this plane? Never. Didn't have any problems, nor an instructor. Starting with the Ks, you'll need a High Performance endorsement for > 200 hp. Checkouts may be required by insurance and/or your own comfort level. Go fly and have fun! Quote
N601RX Posted January 9, 2015 Report Posted January 9, 2015 The main differences will be the systems. Manual vs electric, autopilots, injected engine, ect Quote
chrisk Posted January 9, 2015 Report Posted January 9, 2015 I got my initial 10 hours in a "F". Then I bought a "K" 231. The insurance company considered all of them a M20, and made no distinction as far as time in type. As to how they fly. The "F" definitely had a lighter feel and gets off the ground quicker. Quote
carusoam Posted January 9, 2015 Report Posted January 9, 2015 C to R... (With a year in between) Everything is the same but different... Three days training knocking off rust... Included local and IFR x-country delivery flight... Best regards, -a- 1 Quote
TTaylor Posted January 9, 2015 Report Posted January 9, 2015 Went from a C to an F two years ago. My insurance company required a checkout with an instructor. You do not need a high performance endorsement, that is for greater than 200 HP. Flying was similar, the longer body is more stable in pitch. The ability to lean the IO engine takes some getting used to, but is not hard and is something you can learn over time. Overall a very simple transition. 1 Quote
kmyfm20s Posted January 9, 2015 Report Posted January 9, 2015 My insurance company required an instructor checkout when I went from a J to my S. Quote
John Pleisse Posted January 9, 2015 Report Posted January 9, 2015 Yes, yes and yes. No and yes. Insurance for a turbo will be significantly higher. This can be mitigated with approved recurrent training. Quote
ryoder Posted January 9, 2015 Author Report Posted January 9, 2015 I see my max Mooney as a J so I probably will never require transition training or a high performance endorsement. Nice to know. Quote
pinerunner Posted January 9, 2015 Report Posted January 9, 2015 I'd talk to my insurance company and see what they require. It's not greater than 200 HP so you don't need to get "high performance" sign off. I wish the rules were written so that 200 HP or greater was "high performance" cause then I could count my time in the E model as both complex and high performance. If this is your first fuel injected plane you might find that makes things a little more interesting but once you get it started its no big deal. I imagine the rules are a little tighter than they used to be but the last I knew you don't have to get a new "type certificate" if you hop from a C150 to a C152 or even a C182 to a C210. Â If you've got a bunch of hours in an M20C I can't imagine you're going to need much special training for the J model. If you've got access to a great instructor take advantage of it. The way I remember the rules for smaller planes is "thou shalt not attempt to fly a plane thou ist not qualified to fly". If you decide a PA-12 isn't much different from your favorite super cub, hop in and fly it without incident you've proven you were right...no problem. If you crack it up you've proven you were wrong and you broke the regulation. The onus is on your judgment. Get it wrong and you've got some explaining to do and probably the insurance won't cover you. Â My insurance didn't make me jump through extra hoops after I got my biannual in the E I was buying. I have a commercial but it had been a LONG time since I had last flown. The instructor spent about 8 hour with me and I think he would have spent nearly that much if it had been a Cessna. Â Once I was on my own the only troubles I had were with quirks of the individual plane and none at all with the fact that I was flying a Mooney. 1 Quote
mike_elliott Posted January 9, 2015 Report Posted January 9, 2015 I see my max Mooney as a J so I probably will never require transition training or a high performance endorsement. Nice to know. Insurance probably wont require you to do anything if you have about 200+ hours mooney retract. It still would be wise to spend an hour or 2 with a J savvy instructor to learn the nuances economically instead of the hard knocks way. 1 Quote
MB65E Posted January 9, 2015 Report Posted January 9, 2015 I think we were all referring to the HP endourcement requirement if he was going to fly a turbo mooney and be PIC. Most of those aircraft would be >200hp. His OP was vaguely worded but did include questions about turbos. All good, -Matt Quote
FloridaMan Posted January 9, 2015 Report Posted January 9, 2015 The HP endorsement is a joke. A Mooney has more of the of high performance factors than the 182 most people get signed off in, but it's still nothing like a ww2 fighter that has enough torque that you need to limit the power on takeoff and use lots of rudder to keep the plane right-side up. Quote
ryoder Posted January 9, 2015 Author Report Posted January 9, 2015 Insurance probably wont require you to do anything if you have about 200+ hours mooney retract. It still would be wise to spend an hour or 2 with a J savvy instructor to learn the nuances economically instead of the hard knocks way. Now where would I find a J savy instructor in Florida? 2 Quote
RobertGary1 Posted January 13, 2015 Report Posted January 13, 2015 The HP endorsement is a joke. A Mooney has more of the of high performance factors than the 182 most people get signed off in, but it's still nothing like a ww2 fighter that has enough torque that you need to limit the power on takeoff and use lots of rudder to keep the plane right-side up. As an instructor who teaches in both I disagree. The Mooney has very mild tendencies and doesn't pull a lot under power. So many students can't get enough rudder in to keep the 182 on the runway on soft field take offs. The 206 with the 310 hp even more so. -Robert -Robert Quote
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