All Activity

With one caveat, The standard for teaching and testing tend to be immediate 100% power then flaps-gear-flaps, this seems to be tailored for some types with draggy flaps and underpowered engines. I think one needs to show this on check-rides, if the examiner want to see it However, outside check-rides with strict examiner, I see nothing “wrong” or “illegal” in say M20J with: 50% power gear up, re-trim, 100% power, then flaps.

I don’t have any experience with that. My airplane has flap preselect and reaching down for the switch takes no time at all. Don’t even really have to look at it, it’s easily found by feel. (I do not have electric cowl flaps, which would share the same shape of switch.)

I have a climbout checklist that includes the boost pump, gear up, flaps up, etc. It's handier than one would hope.

These are recommended procedures from Mooney. There’s no requirement to follow them. I’ve been in commercial aviation most of my life, and like the military, it causes you to think and make decisions a lot differently than the average “weekend warrior” private pilot. I tend to lean to the side of doing what’s published in the POH / AFM because even if they’re just recommended procedures, they’re recommended for a reason. Fly your airplane how you want to.

Here is a picture of the generator.

I think this tach has a tach generator. I would check the connectors and wiring. The generator will be mounted on the back of the engine.

If there is panel access a fair amount of PDR could be done by pushing/rolling the dings out. I would be wary of a plane with a bunch of filler on it. The plane would have to be stripped, then filler, then paint. Still would not trust that the filler would hold. https://aviationconsumer.com/maintenance/hail-damage-not-always-cosmetic/

The original RPM gauge stopped working after landing. Does anyone know the area where this connects to the engine? Also has anyone used a portable tachmeter inside the plane and if so which one? Spruce sells one for $300.00 Thanks

One can “legally” opt to land and takeoff without flaps, if they wanted. So I fail to see why order (or deviation) from POH matters? As far as I know there is nothing legally binding in Mooney POH (or any other CS23/FAR23 aircraft) regarding the use of flaps, they are always treated “as required by pilot”. For part91, only limitations in TCDS and Section2. matters… If someone go and write “operator book”, the FAA won’t approve it unless it complies with all sections of POH (or they have a waiver from FAA or aircraft manufacturer), this stuff is very relevant for say part121 airline or part141 school: if they will have flaps failure on approach, they call it “abnormal landing” and do the paperwork after, if they have flaps failure before takeoff, they look at CDL/MEL and decide if it’s “abnormal takeoff” covered by their “operator book” or call engineers. If pilot is not flying by the book, someone will throw the book at him

Yes:

Back in ‘85 my Mooney was parked outside in Denver and got hail damage. The insurance adjuster wanted to total the plane. I told him I didn’t want him to total it. I said I wanted him to reskin the ailerons and paint the plane. He said “Why should I paint the plane? The paint wasn’t damaged.” I said “You don’t really want to reskin the wings and fuselage. That will cost a lot.” So I said that the hail dents lowers the value of the plane and a paint job will raise the value of the plane. It will be a wash. He agreed. So Beegles reskinned the ailerons and I had a shop in Topeka KS repaint it. I was happy. BTW, the paint shop filled most of the dents.

Something I noticed as I reinstalled the seats on the seat tracks with the new rollers. The distance from the roller surface, and seat track is very close. I measured the diameter of the original roller and the roller I bought, and they were the same. However, it won't take much wear before there is metal-to-metal contact when trying to slide the seat. I would suggest a harder material to use as a roller, such as the same hardness as the original roller.

No, it is usually in my pocket.

It was @flyingchump but looking at his profile he hasn't been on the site since August 2023.

It's no worse than walking around trying to find the #2 phillips only to discover it has been in your left hand the whole time.

Mooney memorabilia is cool!

What kind of tube does your IPC call for- angled stem? I’d be surprised if Mooney spec’s a tube with stem that rubbed against the wheel. Sent from my iPhone using Tapatalk

Control surfaces would have to re-skinned if PDR can’t be used due to balance constraints. Sent from my iPhone using Tapatalk

I need this. I have an alert set on my Ipad for 60 sec after takeoff, but the pump still gets left on. Did you just come from the switch with a simple indicator light? -David

ATC routing for me (I was IFR and this was assigned): KSLC FFU V134 PUC V208 MTU BARGR V4 GLL KGXY flying at 15,000. I'm not sure if the routing up to BARGR was because I was at 15k or just to keep me out of the way for DEN arrivals (arrival gates are in the 4 corners NW/NE/SE/SW). They usually give me an arrival (BARGR V4 GLL was given by Denver center in flight). In general if IFR, ATC likes to keep you at 16k and above going through the meat of Colorado...but they don't always have to. On the way out to SLC they assigned ROCKI7 EKR SPANE8 KSLC at 16,000. Took off on vectors and past Denver was given direct ZIMMR (which is right around Rollins Pass). The freeze line was around 15-16k and a cloud layer ahead with bases right at my altitude, so I asked for, and received, 14,000 for the western half of Colorado on. Completely clear below. Lots of mountain passes make mountain flying in Colorado passable even for the normally aspirated. But with NA, you sometimes have fewer options so you just need to pick better weather/larger weather windows. The best way to learn more, get locals knowledge, and learn the ins and outs of Colorado is to take the Colorado Pilots Association Mountain Flying Course. Regardless if you take the course, the website linked above has more info about Colorado Mountain Passes. Additionally some pilots just use Victor airways to help guide planning...i.e. V244 is a great airway that only keeps the MEA at 16000 crossing the Sangre de Christos, but you can use Monarch pass to stay a little lower if needed. Many of the airways have lower MOCAs. In general, my rule of thumb is that with Colorado mountain flying you need to check surrounding weather and winds. If the passes and the surrounding areas around have >25 kts wind, that's not a mtn flying day. As a final suggestion, my friend and CFI/CFII @MarcJohnson also would probably be happy to set up a time to take you mountain flying in Colorado. He flies a M20K, but has lots of Mooney experience in other NA Mooneys and is based in Colorado Springs (COS). A September/early October flight around Colorado makes for a beautiful flying day with the changing leaves...a stop in Leadville (LXV) to get your "highest airport in North America certificate" and a stop down in Salida (ANK) for lunch along the river makes an awesome day!

Just scored a Dukes actuator on ebay for $250. Nice. Didn’t pass bench, but I have a serviceable motor and 40:1 gear. Should be able to have two serviceable Dukes systems. The one item I wanted to have a backup ready to go. Box checked.

Thanks Paul. Yes, my thoughts exactly. I was just curious which one of the other companies might prefer but I agree. It’s been zero hassle the last 11 years.

This is a light twin that got caught in a summertime hail storm while parked on the ramp. There may be a few dents that are candidates for PDR, but most of them are so small that they will need to be filled. It’s everywhere…top of the fuselage, top of the airfoils, top of the control surfaces, and engine nacelles. I’m looking for a shop that will fill and respray.

Question: are we talking about (a) basic FAA aircraft registration/renewal; (b) FAA-required registered agent services for those who do not have a US address, or (c) basic registered agent services to meet state corporate/company record requirements?