More questions

[dmc]

Another question.  Is it really that hard to transition to a complex?  Is lowereing and raising the gear really that difficult?  How about the prop?  Or is the Mooney just more difficult to fly? 

[gregwatts]

Quote: dmc

Another question. Is it really that hard to transition to a complex? Is lowereing and raising the gear really that difficult? How about the prop? Or is the Mooney just more difficult to fly?

[jetdriven]

Its much faster and there is more to worry about.  Its not just about putting the gear up and one more knob.  Engine management, descent profile, advanced nav systems,  etc. You can be going 180 KT groundspeed in the descent.  You cant just pull the power back and land like a 172 from 5 miles out and 2500 feet.  But it can be done one you learn the right way.  Our 3rd partner had 100 hours total all in SE fixed gear Cessnas and a warrior .  After 25-30 hours he had it all down solid.  Another 20-30 hours to get it dialed in exact. It is work, and can be done. 

[rbridges]

In the mooney, you actually have to keep an eye on the air speed when dropping gear and lowering flaps b/c you can be going too fast.  In the cherokee, it was almost impossible to fly too fast for flaps. 

Dropping gears and adjusting manifold pressure/prop isn't that big of a deal.  Like greg said, you have to REMEMBER to do it.

[Jerry 5TJ]

one great way to go is to partner in a plane preferably with a co owner who has owned airplanes before.

[DaV8or]

Quote: dmc

Another question.  Is it really that hard to transition to a complex?  Is lowereing and raising the gear really that difficult?  How about the prop?  Or is the Mooney just more difficult to fly? 

[jetdriven]

Energy management.  An airplane does not slow down from 180 KTAS to 90 KT in 1 half mile.  Descending with the throttle half back ful rich and 500 FPM like in a 150 isnt the ideal either. 

 

 

[231Pilot]

The transition to complex isn't too difficult, it's the transiton to a fast, slick airplane that doesn't slow down like the C and P brands do that is a bit tricky.  Most of us learn to fly in planes that slow down and sink with throttle reduction and Mooneys still like to fly fast.  Planning ahead and learnig how to safely slow the aircraft is the key.  If you don't get behind the aircraft you can manage your speed, and speed control is critical for safe operation of the aircraft.  Mooneys have a reputation for being hard to land....not so if you control your airspeed.  As for landing gear, the manual Johnson Bar is, IMHO, the simplest and safest system out there and will probably be in the planes you will be looking at.  I wish I had been able to have the manual gear and hydraulic flaps in my J or in my K, but it isn't an option for the later models, which is a shame.

If you can learn to fly an airplane, you can learn to fly a Mooney.  I've owned three, and I haven't seen another single engine aircraft that I would rather fly.

[DrBill]

I flew non-complex aircraft for 20 years. I got the complex signoff in an Arrow after 7 hours total time in it with a friend.  Then a few years later I bought my Mooney M20E.  The transistion required by the insurance company was 10 hrs dual, 10 hrs solo before passengers.  I'm a quick learner (solo'd in 4 hrs) but I was glad I had the extra time to really get the whole process of gear, prop, throttle "burned" in.  I think it made me a much more confident pilot in this new plane not to mention the added avionics I now have with the 430 and an STEC autopilot.

I really like the manual gear since the emergency procedure is same as normal.  The Arrow has a more complex emergency gear process and some owners are reluctant to practice it as they fear it will "hurt" their gear system.

A friend with a "C" recommended I get and E or F and I'm glad he did.  I am not dissappointed.  I feel like I'm flying a rocket ship each time I get in and take off.  Things happen so much faster that you have to be prepared and don't let the plane get ahead. 

Bill  1965 M20E