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Yes this is an old thread and yes he probably can do 160 on 11.3 gallons at 12k but i do 160 at 12k on 10gallons or 1.3 gallons less than he does in my m20k and the kicker is every 1000 feet higher i go i pick up 2 to 3 knots on that same 10 gallons of gas per hour. The RV is stuck at that speed to fuel ratio. Even mooney’s own speed chart shows a 252 equals the speed of an ovation at around 14k in speed but even at that altitude the 252 is doing it on less fuel as simple physics a heavier aircraft is going to need more fuel burn to go the same speed as a lighter aircraft if the drag coefficients are similar. And even though the RV has a slick riveted wing that gear hanging out makes more drag than those flush rivets reduce. Course insurance is better for that fixed gear which is good helps him pay for more fuel used.

this is august by event again KWVI only

this is KWVI. I should clarify

I wonder how many "active" consumers are vs one or two times consumers. I haven't heard anyone using it on a regular basis.

I did not know that. Makes sense there'd be a spike.

Didn't they start selling at one more airport recently? Somewhere in TX?

Wonder why it went up by 200 gallons (67%) in August?

So, essentially, 10-ish fill ups per month nationwide, i.e. potentially as few as 5 or 6 planes using the fuel?.. Wow...

Or is red and green positive and black wire is negative? Black is usually negative in car batteries.

Instead of marking where each stall is on different flap settings you might want to go up and see the relationship of stall warning horn to when you actually stall. My stall warning horn goes off about 3 to 4 knots before my wing stalls. This was great confidence and confirmation that i was landing( or trying to land) too fast as i never heard it go off and in the jet world you never do want to hear the stall warning. After a few dozen landings i got to where the stall horn goes off right before i touch down and that drastically cut down on my floating down the runway, just make sure you are very close to the ground when it happens and as you are bring up the nose to hold your altitude above the runway as the airspeed bleeds off in effect lowering your mains as you slow as they are behind the cg and thus you touch down with zero downward sink and only the slow pivoting force around the cg to make a smooth landing. Having a LHS (landing height system) also re confirms your site picture as i flare and hold the airplane with the LHS saying one one one until the mains touch.

The positive wire is relative to which way you want it to turn. If you want it to go one way, green is +, if you want it to go the other way, black is +.

G100UL Sales YTD KWVI

IIRC, when the springs start to fail they are said to start chattering.

Ftrdave, you might want to read “Why Can’t We Land” by Wayne Fisher. The article is specific to Mooneys. It is not explicitly about flaps but more focused on 1.3xVso approach speed and 1.2xVso threshold crossing speed. Sent from my iPad using Tapatalk

If no one knows...that is fine. I will dig out the schematic and identify it myself. Just thought someone might be able to help.

I would also entertain reasonable offers.

I am NOT installing. It is a potential spare. All I want is what color of the four wires is positive and what is negative...

Thank you to all for the great and thoughtful replies. As a pilot with 4000 hours in tactical fighter jets but barely 40 hours in single engine prop planes, I feel like a shiny new penny when flying my J. I'm absorbing every bit of knowledge and wisdom I can get my hands on regarding everything I never knew about flying "low and slow." Here are my big takeaways: 1. Absolutely have to be proficient in landing the aircraft in every flap configuration. Totally makes sense given all the reasons stated....and exactly what we did in fighters... 2. Choose the correct flap configuration for the conditions. This is where my experience falls short as Tomcats, Hornets and Super Hornets are always landed with the same flap setting (unless you have an emergency). I appreciate the discussion provided that lays out reasons for when to use each flap setting. 3. I need go slow flight and stall the aircraft in every configuration (not just full flap) so that I can document Vso for each and calculate 1.3Vso for each. 4. Have already learned the hard way that you have to fly this thing on-speed or just take it around! Thanks again for the discussion. If any of you are ever near KJNX, please stop by and visit (I'm the airport director)! Dave

Why isn't he using the old one as a template?

All, A&P is installing a new headliner from a two piece solid mold that has to be not only trimed but the holes have to be cut as it's a solid piece. Hes asking that any pictures of a complete headliner that could show exact placement of horns and lights would be appreciated. Can anyone with a 84j please share the layout of the headliner where the horns and lights are mounted and which ones go where?

Since this was posted on the Modern Mooney forum, we have not heard from our J-bar pilots. I bet they would say that they are not wasting any time messing with flaps and that they want to get the gear up ASAP so that they don't have a wrestling match with the J-bar.

I think it means "Full 33 degree flaps reduced to take-off (I think it is 10 degrees on the Long Body), then raise Gear, and then reduce Take-off (10 degrees) to 0 degree Flaps". It has been discussed before and the consensus was that mid-body Mooney's don't climb very well with Full Flaps. Perhaps with more power in your Bravo it would not be as noticeable but still degraded.

I was advised that I am nearing the sb to replace the spring. I am not going to do so. I believe there was a bad batch at some point in the past and that the SB was an over reaction. no guarantee that the “new” spring will not have issues. the life cycles of these springs is pretty light in our airplanes and I see no reason to spend $3k for a $10 part that is unlikely to fail. At least that is my opinion.

You only need to fly to Oregon to save that $145.....

It switches depending on whether it is driving the gear up or down. Wire per the diagram for the airplane to the appropriate relays. If it goes the wrong way, switch them.