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Any news on the gears?

I have an Ovation 3 GX (G1000) and my flap indicator on the G1000 is acting up. When you say the fuse works on later Ovation models, did you mean the GX models? And where is the fuse located? I am only aware of the circuit breaker panel. Thank you.

I used to practice this in a PC 12. 800 feet was the altitude needed to successfully complete. Practiced in the sim multiple times prior to field. Actually worked well with room to spare. However, as stated above many variables to take into consideration.

This is good to practicen the sight picture and perceived speed/descent rate can be very different.. Another consideration is that if one has had ice on the airframe, flaps are limited to T/O in the long body (and maybe mid body) Mooney’s. The tail is a much more efficient ice collector than is the wing, full flaps blank the tail from some of the airflow past the wing, and a tail stall on short final is likely to be a non-survivable lawn-dart terminal event. -dan

You can say that again. I have to drive this same section of highway to get home after working the accidents. I have made it 4 times so far this weekend. Continue pray for me.

Thanks for sharing. Did not know that Jimmy invented 100LL. One learns every day.

Thrilled to let everyone know that we found ( well, really, my mechanic- but give me credit for taking off the cowl..) one of the two wires to the transducer was broken - hidden inside the plastic cover. all fixed! Rob

I have one

One key takeaway for me is a Vy climb an altitude that makes the turn a possibility; I've been transitioning to a cruise climb prior to that. I'm very impressed by her flying skills and she makes great video. It's really nice to have see/get data from a Mooney. King used a J model to demonstrate the power off 180.

Does anyone have an extra PC disconnect switch? I have the vacuum type and the disconnect is a cylindrical valve button with two O-rings. I dropped mine while working on the airplane and after searching for hours I’ve given up hope of ever finding it.

A question on sequencing on a Go Around (for a manual C model sorry I am the wrong forum). So doing some instrument training an instructor found it odd that I would raise the gear first before applying power (Throttle). The flaps I never extend flaps just place the flap diverter valve lever to down (Manual flaps 100MPH limit). Is this bad habit on my part? or? Thanks bring this topic up, James 67C

To get you into the mindset, for every takeoff it helps if you train yourself to expect an engine failure just before applying full power. Most important to know your minimum altitude before attempting the return. If fields are available ahead then that would be my first choice.

All you need to get a VSI is the altitude. All you have to do is integrate the altitude signal over time. It kind of depends on the update rate of the A/D converter. The shortest time you can integrate is two samples at the ADCs sample rate. That would almost certainly be very noisy. So you need to integrate over a longer time to get a stable reading. This can make the indication lag. So you have to pick a time span that is a good compromise between noise and lag. You could sum it with the output of the vertical component of the accelerometer to speed it up some. Everything is a compromise. You just have to come up with a solution that meets the requirements. Whatever they come up with, it will be better than a mechanical VSI.

@OGBPilot That's a great looking Mooney! Who did the paint job?

I was reading the history of Avgas 100 Octane (UL thread is somehow depressing to read), it's interesting that Spitefire engine could even run on 87 Octane? they were later switched to run on 100 Octane, this increased speed by 30mph and gave an edge versus ME109 ! https://www.warbirdforum.com/octane.htm A nice history find is that the man who made 100 Octane at Shell in 1930's was the same guy who made flight instruments for flying without visibility in 1930's, he was also a famous racer. Doolittle set the world's high-speed record for land planes in 1932 using Shell avgas https://www.shell.com/business-customers/aviation/100years/more-uptime/high-octane.html https://irontontribune.com/2021/01/16/jimmy-doolittle-pilot-racer-and-inventor-of-100-octane-gasoline/ A bit later, he was more famous with "Toolittle Raid".

I did it with my CFI in the Cherokees when working on my PPL and in my Mooney for transition training. Both times the most startling factor was how much ground you were looking at to keep the nose down enough to maintain airspeed through the turn. In the Mooney I didn't drop the gear until I knew I had the runway made. I verbally brief three points before every takeoff. By saying it out loud, even if nobody is in the plane it is an effort to solidify the plan in my mind in the event I need to employ the plan. "I should be at 60mph or off the ground by xxxx or I pull power and stop on the runway." "Problems immediately after takeoff my best option is xxxx." (Someplace out in front of me.) "Traffic pattern is xxxx, I can make a turn back at xxxx." (Where my turn back altitude is 100' less that TPA) Sometimes the last one is "Traffic pattern is xxxx, by the time I get there I will be too far away to turn back so my best option is xxxx." For example leaving KPSO yesterday with DA just under 10,000 there was no way I would get the altitude needed in the time needed to turn back.

We sent a shop two seals They were happy and paid the invoice shown

Very cool. I have never been there. Tickets may not be as coveted as they used to be, I read that they struggled to sell out this year. My understanding if you land there, make sure you throughly was the airplane once home. The dirt is corrosive.

Flew into KTDW today and am not disappointed. The FBO service was outstanding and convenient.

I’ve used all 3 settings just to be comfortable with them (my electric flaps died in the up position a couple weeks back so I got a “real” nf landing). Personally, I like full flaps as that’s the configuration for the slowest possible touchdown and the shortest landing roll. I agree that the to position feels a little better sometimes, I expect from a combination of the extra few knots and the different view, but you can land just as well with full flaps if you practice. Caveat… i use to flaps on instrument approaches until landing is assured.

I like having my maintenance done at home; you know when you start a project, not always when you finish it due to what may be uncovered.

Full flaps and power idle.

Original manufacturer Micro was bought by Honeywell. You can probably find the suitable sub on their website, or any of the big warehouses (Mouser, Digikey, etc.). If the pn crosses to a mil-spec, that’s good enough for approved replacement. Actually, most of the major electronics manufacturers meet some type of standard that is good enough to be installed as a ‘standard part.’ Or try a salvage yard… https://prod-edam.honeywell.com/content/dam/honeywell-edam/sps/siot/en-us/products/switches/toggle-switches/ts-series/documents/sps-siot-microswitch-ts-toggle-ps-005427-4-en-ciid-145144.pdf

I enter the pattern with Takeoff Flaps, and adjust them on final along with elevator, trim and throttle to hit my intended point of landing. This is what my Owners Manual has to say; your POH may have a similar discussion under Normal Procedures, Landing. This gives a bit of discussion as indicated: On the other hand, my C is shorter and lighter than your J. I flew a friend's 75 F a bit, and it landed much better with full flaps. Then again, the F flaps had only three selectable positions: Up, Takeoff and Down. My own electric flaps are infinitely variable between Up and Down, and usually give them a tap or two beyond Takeoff on final. Experiment some and see what works for you. I seem to only use full flaps to land on those rare days when the wind is totally calm. Also practice no flap landings, and simulated engine outs. Take a CFI with you the first few times, since you're still learning your plane and how it responds to different settings.

I think we are saying the same thing. More flaps takes a lower nose, less flaps has the nose higher when you land.