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#11
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I've helped a guy load his Mooney (on his final flight, but that's another story), and was appalled at how truly difficult it was to load suitcases and other luggage through that dinky little hole cut into the TOP of the fuselage. You have to do a virtual dead lift, straight up, then over, and then down into the cabin -- preferably without scratching the paint. A truly bad design. My Cherokee, on the other hand, has a side baggage door that opens wide and tall, and allows me to load 200 pounds of luggage without lifting any higher than the very bottom of the fuselage. The designers of the Cherokee got this one right. Mooney, however, did not. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" Mooneys have their shortcomings, you've IDed one of them. A hurt back can prevent you from getting aboard, that's another. On the positive side, among SEL airplanes I've known, the Mooney is among the best endorphin producers I've known. It's easy to pick out the Mooney driver at the fixed base office (no, not because his suit pants are dirty because he just checked his fuel) -- we're the ones with the big smiles on our faces. And it's NOT because we get out tail backwards, it's because it's a sweet airplane to fly. BTW, if you want to land one really short (no, damn it, with the gear down) add a few RPMs deep in the flare and if you get the yoke all the way back you'll be able to do a three point touch down the old fashioned way. Hey, there's a good question. How many of you actually get a stall warning in the flare? |
#12
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"tony" wrote: Hey, there's a good question. How many of you actually get a stall warning in the flare? Every time. -- Dan C172RG at BFM |
#13
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Well, I did my commercial training in a old Mooney with a Johnson bar. Once
it gathers itself up and gets some speed on it's pretty nice. Tight ailerons with little control wheel throw. Pitch okay. etc. The vintage panel sucked, the luggage hole is fine for flight bags and little stuff. But I can imagine that packing the way we do in our Maule just wouldn't work. We pay absolutely no attention to size, shape, or weight. We just open the big door - or both doors, and put it in. It's easy to see that travel in the Mooney would call for many smaller bags and a bit of planning. Landings were sweet. Short field even sweeter. At about 80mph, I'm guessing that whatever laminar flow characteristics the wing has falls away, and the a/c assumes a good rate of descent, with some power, and with just enough energy to flare with no float. Chop the power a wingspan and a half high and you're done. (I didn't add any rpms but that would allow the wheel to stay up after touch) I know people find some of the later models a bit challenging at times but that wasn't my experience. Much easier to land consistently and short over an obstacle than my Maule - though I can get the Maule shorter just by virture of speed, but not much. The 180hp Mooney is a hog on T.O. compared to my 180hp Maule whatever the loading. And it feels like crap at slow speeds on initial climb or in slow speed manuevers. But the sweetest part is getting there 30% faster with the same engine and fuel burn. That is sweet! "tony" wrote in message ... Mooneys have their shortcomings, you've IDed one of them. A hurt back can prevent you from getting aboard, that's another. On the positive side, among SEL airplanes I've known, the Mooney is among the best endorphin producers I've known. It's easy to pick out the Mooney driver at the fixed base office (no, not because his suit pants are dirty because he just checked his fuel) -- we're the ones with the big smiles on our faces. And it's NOT because we get out tail backwards, it's because it's a sweet airplane to fly. BTW, if you want to land one really short (no, damn it, with the gear down) add a few RPMs deep in the flare and if you get the yoke all the way back you'll be able to do a three point touch down the old fashioned way. Hey, there's a good question. How many of you actually get a stall warning in the flare? |
#14
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Hey, there's a good question. How many of you actually get a stall warning in the flare? Every time. -- Dan C172RG at BFM But Dan, you sign as C172! That's intended to be lighthearted, you know. |
#15
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"tony" wrote: But Dan, you sign as C172! That's intended to be lighthearted, you know. Sorry, Tony; what?? |
#16
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"tony" wrote:
Hey, there's a good question. How many of you actually get a stall warning in the flare? Then you screwed up your short field landing. The stall warning comes on final. Any later and you use too much runway. |
#17
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"kage" wrote in message ...
That's easy cause your 201 won't hold much. A couple of tooth brushes and underwear maybe! I don't remember my Mooney 1977 201 (N201MW), other than it didn't hold much weight. Everything in aviation is a compromise. In my Cessna 185 I give up a little speed to my Mooney. But after I load 8 hours of fuel (92 usable), and four FAA passengers (170#) I can still load 180 pounds of baggage. I have a 1000 lbs even of useful load in my Mooney. I only drink 10 gal/hr so I don't need as much gas. -Robert |
#18
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#19
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"Maule Driver" wrote in message .com...
Well, I did my commercial training in a old Mooney with a Johnson bar. Once it gathers itself up and gets some speed on it's pretty nice. Tight ailerons with little control wheel throw. Pitch okay. etc. The vintage panel sucked, the luggage hole is fine for flight bags and little stuff. But I can imagine that packing the way we do in our Maule just wouldn't work. We pay absolutely no attention to size, shape, or weight. We just open the big door - or both doors, and put it in. It's easy to see that travel in the Mooney would call for many smaller bags and a bit of planning. Landings were sweet. Short field even sweeter. At about 80mph, I'm guessing that whatever laminar flow characteristics the wing has falls away, and the a/c assumes a good rate of descent, with some power, and with just enough energy to flare with no float. This varies a lot depending on the length of the Mooney. The F got longer, then the M got longer yet. As they got longer, the short field got harder and keeping the nose high on touch down got harder. 80 mph is pretty fast over the fence for the non-turbo Mooneys. 75 mph works good for heavy, and 72 seems to work good for light. Every 10 mph extra over the fence seems to cost about 1000 feet of runway. -Robert, CFI, Mooney owner. |
#20
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"Jay Honeck" wrote in message news:_R5Dc.113229$HG.74050@attbi_s53...
How do most of the Bonanza/Cessna pilots here do it? Why would anyone put a baggage door on the bottom of the baggage area. Its like loading your truck though a little hole near the license plate on your car. I've helped a guy load his Mooney (on his final flight, but that's another story), and was appalled at how truly difficult it was to load suitcases and other luggage through that dinky little hole cut into the TOP of the fuselage. Interesting. I've always been impressed with how big that opening is. I've actually climbed into the back seat through it on a couple of occasions while working on the plane. I'm 6'4" 220lbs. You have to do a virtual dead lift, straight up, then over, and then down into the cabin -- preferably without scratching the paint. A truly bad design. But the alternative is to have to load each bag, then lift it up and slide other bags under it. That surely can't be better than the Mooney method. Perhaps my family of 4 just carries a lot more bags than most. |
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