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All Apologies upfront if this is going over old territory. I'm new to the forum (bought my first Mooney back in April '25) and I have tried to find a thread for this topic, but could not. Feel free to point me in another direction... While following the thread regarding raising the flaps or gear first on a go-around, a few folks commented that they use the takeoff flap setting for landings (a few comments on liking the pitch attitude of the aircraft on landing as well as it being easier to land consistently). This definitely caught my interest as I am not in love with the feel of the aircraft with full flaps down. I also have struggled to consistently land the aircraft well (I know, that's a highly subjective standard). Bottomline, I cannot find a discussion on landing with other than full flaps in the POH or anywhere else. Any insight on the technique used and whether this is an acceptable practice would be appreciated. Best Dave

Please post pics and let us know how it installs / performs. I haven't kept up with AeroCruze development.

Mooney used nice leather day timer leather binders towards the end of their production - lots of availability of these. Sent from my iPhone using Tapatalk

I teach the impossible turn maneuver to all kinds of Mooney pilots; even a past student pilot. With our good glide ratio and some practice this is not a hard maneuver. But i don’t think anyone can learn to do this from a video, but hopefully the video inspires folks to seek out training on how to do this since few will pull it off without practice. This is why we first start off with simulating the departure climb to a safe altitude, pulling throttle, waiting 3 sec for startle effect and commencing a 360 degree turn to measure your altitude loss. Every single person has improved significantly with some coaching and practice with each successive try. We’ll add 50% buffer to their altitude loss to derive their personal minimum turn back altitude. Usually by the third try they’ll be ready to make a successful try. I’ve successfully done this with student in calm winds to winds over 30 kts always returning to the departure end of the runway. With strong winds you have a whole different problem than making it to the runway but slipping down steeply enough before you’re out of runway. There are important considerations i am not going into here but my intent isn’t to instruct in this post but to encourage everyone not practiced in this maneuver to seek out expert training and practice in it to be proficient. As pilots we can’t have too many tools in our tool bag not to mention knowledge and proficiency adds to our safety immensely. Sent from my iPhone using Tapatalk

Mine goes in this month for the AeroCruze. No issue with the current STC from Duncan… -Don

I believe the Aeorcruze 100 STC for the C, D, E and F models are still being finalized by Duncan. Last rumor I saw was maybe sometime late this year. You can also get a field approval from the FAA which I believe some have done.

You should confirm climb before gear up. Pitch up does not always mean go up.

I was thinking they could leave the heater core in the nacelle, or even in the wing root, and just run air through it into the cabin rather than run coolant into the cabin. I'm curious to how it is actually done.

Not that far in Mooney time.

You should be okay on a ramp check, but I have seen mechanics who insist that they will not sign off an airplane as airworthy unless they see the POH in the airplane. Fortunately, since you will have it on your tablet, you can always put the hard copy somewhere in the baggage compartment instead of in a seat pocket.

Thanks all. I think ill make an electronic PDF version for my ipad/foreflight for quick reference and get a flexible plastic binder to keep a hard copy in the plane. While I'm the only one flying it, it's probably still best to have the hard copy for backup and avaliable for ramp checks.

Keep a close eye on it for a while. It's always possible that the problem was caused by some other wiring problem, like a loose crimp, that was disturbed and self-corrected when you were manipulating the connector. There were a number of times where we wrote up electrical anomalies after acceptance test flights on brand new airplanes where the disposition was, "massaged wire bundle". Electrical anomalies can be weird.

I would contact Don Maxwell.

Diesels don't run nearly as hot as gas engines, and they take forever to warm up. An electric heater would be the best option, but I also come from the Janitrol era of aviation, so I'll see how this works in practice.

I always pitch up, gear up, flaps up that's what the POH says

I was taught Up on VSI AND Up on Altimeter, THEN retract gear.

Hmm, T-37. T-38, A-10 are all Gear Up then Flaps up on go arounds. SO flaps/gear/flaps is NOT industry wide. If flaps and gear have similar drag, I am going to retract gear first as it is all drag. Flaps are lift also. If I had a flap system that I could set a flap setting, not holding a switch in timing, I might consider your method.

The problem is they mistakenly thought it was possible. This exercise gives you a false sense of security at best. You cannot practice the exact conditions that you will have when that day comes to be able to learn if it's possible or not with any degree of reasonable certainty. You will be gambling on that day. But you can practice glide approaches to a field straight ahead to a degree of reasonable certainty you'll make it.

The problem is they choose to try it when it wasn't possible. This exercise is to obtain an understanding for when it reasonably is possible. At my home airport departing west or south offers nothing but streets and interstates. She chose to turn left on the simulated failure which I believe lengthened the glide path. Should have tried it the other direction as well.

I know of one mechanic that will NOT do a pre-buy on a plane that they have been maintaining or doing the annuals on.

People die all the time in this maneuver. The problem isn’t that it never works. The problem is that sometimes it does. Sometimes the total sum of the circumstances is such that it will work out. Just the right runway, surrounded by just the right terrain and obstacles, just the right wind, your plane losing the engine at just the right moment, being of just the right weight, you executing the maneuver at just the edge of the envelope available… and it works out. But then there are those other times where people crash badly and die. Mainly because they burned all other options in the available time dead set to make the runway. When the time comes there are only two choices. You try your luck or you take whatever is 180° ahead of you. Unless there really really are no options I will not test my luck turning back. Instead I will take the available seconds to setup as best I can for a good landing in a field that I prepared for on the ground and keep a lookout for better options. Remember, even a short field is good enough to stop short if you keep your gear up and will leave you with less injuries as long as you keep the plane flying all the way to a complete stop and don’t stall and crash badly. That’s my take.

One reason it is heavy is because of the mechanical supercharger. Everyone, even Deltahawk, keep highlighting "turbocharging and supercharging" as if it provides additional power while flying. The mechanical supercharger is there for starting on the ground and restarting at altitude. Once the engine rpm increases and the turbocharger spins up, the mechanical supercharger is disengaged via an electric clutch. If you run a tank dry in cruise, the Deltahawk engine cannot restart without the supercharger. It also provides 50% power if the turbocharger fails. So once you hit the throttle, the supercharger just becomes dead weight. Also Piper says "the aircraft will have an advanced cabin temperature control system utilizing the engines’ liquid cooling,". That sounds like running coolant into the cabin utilizing heat exchangers inside the cabin like a car. That is more complexity, more weight and the chance for a leak.

Follow-up. Used contact cleaner on connectors. On runup, pressure in normal range. Seems to be a connector issue. Odd though- the metri-pak connectors are well sealed. When I disconnected they made a little 'pop' sound like they were pulling a partial vacuum as I disconnected them.

Already posted in the West Coast group but here's Burning Man at ~3000 AGL, taken yesterday

Reviving an old thread. I have a damaged Dukes actuator. The drive gear is separated from the motor. A&P has the worm screw section. I believe the motor is serviceable, but it needs removed from the broken casting. Anyone know procedure?