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My experence is retracting the flaps will reduce lift and the airplane will dip a bit. This isn’t something I want during a go around. Especially close to the ground. I don’t touch the gear or flaps until I have a positive rate of climb and have climbed at least 100 feet. That usually isn’t a problem, by the time I’m done messing with the power and trim, the plane is already climbing and I can do the flaps and gear at my leisure. Another reason to do the flaps first, is that is where your hand is, right by the flap switch. Move your hand from the throttle to the flap switch and then up to the gear.

The FAA (and EASA) made it easier to track changes in en-route charts, aip amendments and approach charts, they have AIRAC tag or time stamps. Jeppsen and Garmin rely on these tags when they make their edits as well... http://www.faa.gov/air_traffic/flight_info/aeronav/acf/media/Presentations/08-02-RD198-Navigation-Data-Currency-WG.pdf This should count as "validation" or "confirmation" that no change happened, although, a careful pilot who is flying with expired database in IMC should have all the fun "comparing names, numbers and coordinates". On le should not be late AND lazy, either be first or be smart

I've put together another system, this is a 2022 display with less than 60 TT along with a new 6 CYL harness and probe package to match your plane. (A new system like this has a street price of $3155). I also have a new 4 CYL harness and various new and used probes. What do you need? Aerodon

I have a C, 75k hull, ~$2500 last year. Renewal is coming up so I’ll be sending Avemco my WINGS records and sign-off on flight review. 775 hours and over 500 in a Mooney…

What are you paying? And what’s your experience and hull value?

Due to the significant pitch up when flaps are retracted in Mooneys, especially the long body Mooneys, I have taught to retract the gear 1st, trim down, then retract the flaps when going around. I always taught the student that the drag of both were comparable. While most POHs say retract the flaps 1st, in this case I think safety is more important in my opinion than an incorrectly written POH. Finally, in the Acclaim Type S the POH does have the gear being retracted before the flaps in a go around. I recently saw a YouTube video of a recent test conducted in a Bonanza on the given topic. For the Bonanza the conclusion was that the flaps should be retracted first. I decided to run the test on my airplane, a Bravo M20M. At 4,500 feet I slowed the plane to a steady 105 knots ( 5 knots below maximum flap extension speed), engaged the autopilot in altitude hold mode and extended the gear. The plane stabilized at 87 knots for a drag reduction of 18 knots. I retracted the gear and returned to a stabilized 105 knots. I then extended full flaps and waited see where the airspeed would stabilize. It stabilized at---87 knots, the same as with the gear extended. Demonstrated conclusion: Confirming my earlier statement, for safety reasons, the gear should be retracted while trimming down before the flaps are retracted in a Mooney go around.

I have Avemco, I participate in WINGS, get an annual flight review and complete WINGS phases, helps with my renewal. So far, they’ve been quite good… -Don

The EU rules should be our rules here in the states where you verify the points in the database with a current approach plate. Every 121 carrier I worked at, this is the procedure if caught out and the database goes out of date. I have flown to countries that were not in the loaded database and had to enter in all the Lat Longs of all the points on the arrival and departure. Just like the old days when we had 9 waypoints and had to keep loading them in as you went. We used to build are own approaches in the “Box” for VFR and low visibility. It is not acceptable to build an LPV approach so I would not do that, but verifying points for an approach that has not changed would be fine with me. Having a current database is no guarantee the points are correct either. Years ago United doing an approach into SFO almost had a major disaster because one of the points was wrong on the approach. So getting back to the original post, doing an approach with pink needles and monitoring with green needles for a non precision approach for me would be preferred and legal.

Be careful with Lithium battery packs unless they are LifePO4. If you must get a LIPO pack, be sure it has “good” batteries, I forget what they are now but they come in three grades I believe and you want one that’s CE or UL rated, in other words cheap Chinese packs are known to catch fire, good ones much less likely and LifePO4 AKA Lithium Iron etc is very difficult to make burn, Earth-X and many others are LifePO4. To emphasize the post above, there is no such thing as “cold” there is only the absence of heat. It’s like light, you can make a flashlight, but you can’t make anything that projects darkness as darkness doesn’t exist, it’s the absence of light. Ice absorbs heat in the phase change of melting, a vapor cycle air conditioner absorbs heat in the phase change of the liquid refrigerant evaporating, but that heat it absorbed has to be released in order for the cycle to continue, if the heat isn’t dumped outside you will actually heat up the space your trying to cool. Why your house AC is blowing hot air outside, and your refrigerator is heating up the kitchen as it just dumps it removed from inside the fridge into the kitchen.

Thank you for the replies, information, and advice. Also, I wasn't sure the aerocruze 100 was approved for the M20C; it looks like a much more practical way to go for the money.

The Southwest Texas windshield mod mimics the J speed slope screen, but retains access to the avionics through left/right panels. It is just ridiculous that this STC does not continue to be available. I HATE that so many great mods are locked up because of legal crap. To what end says I?

It's probably overkill, but I started using one of these with my arctic air cooler. It will run the unit for about 6 hours, which is a LOT longer than the ice will last!

Ready to fly smarter, safer, and together? Right Seat Ready! + Pilot Plus One are coming to Lakeland, FL and San Luis Obispo, CA! Pilot + Co-pilot education Redbird Flight Sim training Seminars you’ll enjoy together Limited spots — register today: https://jolielucas.com/pilot-plus-one.html We just wrapped up a Pilot Plus One event at AOPA Headquarters in Frederick Maryland. Of the 15 couples who attended, 5 were Mooney flyers. We had a blast with seminars, social events, and of course, time in the Redbird simulator. The event at the end of September [26-27] is at the ACE Center [ near Sun n Fun grounds]. This will be our last Pilot Plus One event of the year-- left seat and right seat education. Here are some fun photos from our time at AOPA, their facilities were awesome.

I was just curious what folks are doing these days regarding engine overhauls for IO-550s on Ovations. Air Power shows a price of $69K for a new engine and about $62K for an overhauled unit. Both on back order, of course. Has anyone used them recently, and if so, what was the experience like? Also curious what the overhaul shops are charging and how long that's taking these days. Last, how have costs been to actually get a new engine installed labor wise and for a firewall forward kit (hoses, mounts, etc)?

Unless Mooney is sold to someone with very deep pockets that isn't going to happen. It requires designing and testing and certifying a new landing gear.

I've been shopping for an E model, so I got some insurance quotes. I'd heard to stay away from Avemco, but on another forum others were swearing by them, so I thought I'd give them a shot. $3850/yr for a hull value of $125K. I have an ATP and over 3,000 hours Mooney time. I laughed at the guy. And then he tried to tell me how much better Avemco was than the others....

Mine is an 81 I think and has the upswept tips if that’s what you mean, factory equipped not added. Other than appearance, I’m nearly certain they have no effect, although I’ve heard some say they increase aileron effectiveness. I’ve done a lot of Certification flight testing, it’s not as cut and dried as we want to think, meaning there is some variance from one aircraft to another and frankly pilot technique, if I approach the stall slightly more aggressively, I’ll get a lower number, then those numbers are “corrected” to standard day, and the correction factors aren’t perfect, usually they are conservative, meaning you will get better numbers if your flight condition isn’t corrected. I bet for some reason the aircraft was reflown, a flight test report sent to the FAA and the POH corrected, maybe the cause was an increase in gross weight or something ?

Weren’t the winglets added at that time?

Refer to the attached 1996 M20J POH Stall Speed Chart for VS1 (Clean Stall) speeds at 2900 lbs, 2740 lbs, 2500 lbs, and 2300 lbs, respectively. Mooney M20J POH Stall Speed Chart.pdf

mhrivnak & 1980mooney, The Sport Pilot speed limitation is 59 KCAS, not 59 KIAS. In my experience as a Flight Engineer, the difference between KCAS and KIAS on the four jets I flew was two knots at sea-level standard day temperature and zero humidity. That said, 59 KCAS is equivalent to 61 KIAS. This is why, in my 1965 M20E, the bottom of the green arc (VS1) is 70 MPH (indicated) or 68 MPH (calibrated), which, when converted to Knots, corresponds to 61 KIAS and 59 KCAS, respectively. TangoTango, I agree with you, many people have been unable to obtain a license to fly legally due to medical conditions that are, frankly, benign and yet prevent them from legally operating an airplane. Now, they won't be criminals if they want to pursue their passion for flying. Also, I have had many friends who have suffered deep depression, and some have decided to leave us early because they could not fly due to medical conditions (very sad).

Hi Justin, You can send me a PM. I am based in Germany (German citizen) and operate an Acclaim, N-registered. Regards Peter

I've owned my '65 M20C for almost 40 years. Straight-stem tubes resulted in numerous flat tires, often on landing. About 20 years ago I switched to 90 degree bent stem tubes on both nose and main gears and have had zero problems since. Specs that work for me: Nose gear tube: Aero Classic Leak-Guard Tube 500 x 5 90 deg stem, part # 06-00755: https://www.aircraftspruce.com/catalog/lgpages/leakguard_06-00755.php Main gear tubes: Aero Classic Tube 600-6.5, part # GL-6067N: https://www.aircraftspruce.com/catalog/lgpages/aero_tube_600_6_67a.php If you want to change the tires and tubes yourself, I recommend Harbor Freight's mini tire changer: https://www.harborfreight.com/mini-tire-changer-58920.html. Very easy to use. You'll need tire talc. Don't use baby powder; it's now corn starch and has no talcum powder. Amazon has the correct stuff: https://www.amazon.com/mGanna-Natural-Make-up-Cosmetic-formulations/dp/B0BM4PKJ8K/ BTW most people recommend getting new tubes with each tire change. I agree, but frankly the old tubes fit so well they are perfectly serviceable, so I save them and keep one of each (nose and main) in the baggage area as spares. They weigh almost nothing. If I have to replace a tube, I'll take a used bent-stem over a new straight-stem any day.

What’s with “private pilot” in quotes? I know private pilots who fly jets and do damn well at it. Most of them could get their ATP if they wanted, but would more likely go take a aerobatic course or do a fun fly in vacation instead. I don’t think a Mooney is a fire breathing dragon and wouldn’t have a issue doing initial training for someone in one. I believe the big appeal for this sport pilot thing will be one of the short comments of basic med, where basic required a medical from the bureaucrats in OKC to start out I think this will allow folks who don’t have the time and/or money to burn appeasing OKC over stuff like a old traffic ticket, or a childhood BS ADHD diagnosis etc It will also help the career focused types continue to train and build time and progress, while they get their ducks in a row to apply for that 1/2/3rd class med As far as the sharing the airspace with sport pilots I’m a active ATP/CFI working pilot, wide bodies to old taildraggers, I got zero issue with a sport pilot flying around. Its often the sky admiral in his 182 heavy who will complain about a non standard radio call only to fly through a active drop zone, or land ref+warp speed, the folks who just go up for the joy of flight tend not to be the big offenders in my experience So long as the CFIs and DPEs do their jobs more people who enjoy and end up advocating for flying the better It’s also been proven, unwillingly by the FAA funny enough, that FAA medicals are no more safe than basic.BasicVsMedical.pdf

I have a complete Brittain system in my '65 E model, with altitude hold and pitch control. For 4 years I have tried to keep it working, buying parts Others were selling, rebuilding servos, sending parts to Kevin in Tulsa, and doing extensive testing myself. You probably know there are very few people who will work on them, and even fewer who are FAA certified. The company is essentially out of business. Jimmy Garrison says that it would add $2000 to the value of your airplane, assuming it worked. It probably won't. It would definitely cost more than that to install, troubleshoot, and attempt to repair. I am getting ready to take mine out and install an aerocruze 100 aka trutrak. Cost is about $7,000 for a good autopilot, admittedly not as good as Garmin. If you are so inclined, you can install it yourself under supervision. If it were me, I would not waste money on a Brittain system.

Is there anyone living near Berlin, well anywhere in Germany, that can answer a few questions? Would like to have my plane with me, will be there 2 to 5 years. Really not even sure of questions i need to ask. Would like to keep N registered. Not sure how everything works overthere.