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I do not have the original numbers. The original shop has been called to see if we can get them and if we re-do the math, does the CG make sense.

About 20 pounds.

Check the post I was replying to. "I have a 252, not a rocket, so maybe this isn’t helpful…"

Gentlemen, I have spoken to Plane Power (Hartzell) engineering and they recommended the AL12-70 kit, which includes new brackets. They directed me to the engineering drawing on their website as well. So the old girl will have a new alternator in 2 days from Aircraft Spruce. I acknowledge this is an expensive option but worth the money for me at this time. Thank you all!

It is still amazed at the anguish over an open door. I did my RH ratings in R-22s. About half the year (Mid-Atlantic) there were NO doors on the helicopters. I have a few hours in Super Cubs. Nothing nicer that a nice day, low and slow with the door and window open waving at people on the ground and them waving back. And an odd few flights in open cockpit biplanes. Planes don't need doors.

Was there any annunciation on the PFD, or even an a/p disconnect chime? I ask speaking of someone who has *never, ever* (except maybe a half dozen times) accidentally clicked off the a/p and trim after switching tanks and hitting that switch instead of the adjacent low boost. -dan

@exM20K Thinking practically on all this, I almost think that instead of thinking G-F-F or F-G-F, the first call-out item should be *trim*. This is from the Acclaim perspective as well, which you outline very well (and as noted by Don, the order in the Acclaim is G-F-F). Well, "duh", you think, "trim is concurrent...". But I had a learning experience when my electric trim went out back in June. I was so used to just using the trim switch, and I found myself commanding trim and the wheel not moving until I clued back in later. I knew this intellectually, but my habits had settled so that I would ride the trim switch, assume it was working, and then simultaneously start messing with other configuration. So, I'm either waiting for electric trim a little ('cause it's slow) or a lot ('cause it's not working for some reason, and I either didn't notice or am subsconsciously discounting it). Some of the earlier discussion, particularly by @Ibra, re: L/D curves in different configurations, definitely in my mind argues against raising flaps in scenario #2... you could just drop yourself further onto the backside of the power curve. And, with the long-bodies, there is both a. enough nose-up trim to be a problem and b. enough power to overcome the gear drag, so the parasitic drag needn't be the biggest concern. So, what I'm saying is add some smash and concentrate on flying the plane, next would be to definitively trim to something reasonable (I'm considering now always using the wheel manually on a hard go-around in scenario #2, with "casual urgency" as @donkaye, MCFI says), then pick up the gear as you definitively come away from the ground. D

Take a close look at the ElectroAire switch setup before committing. I was going to put it in my plane and the switches feel cheap and cheesy. I went with locking toggle switches for the mag and a spring loaded toggle for the starter. My avionics shop told me that they had not had great long term luck with the push button switches when used this way. As for hot mags, make up a sign that says Mags Off. When you take it in hand to place it visible, you double check that they are off.

That was exactly my point: get to TO config. Personally, I prefer going to TO flaps, then gear up (assuming positive rate), then bleed off the rest of the flaps. As you say, some POHs, including some Mooneys, are written that way.

Good point, but treating the GA the same way as a takeoff doesn't necessarily mean gear then flaps. The way the GA is written up in many POH is flaps (T/O) - gear -flaps (remaining). Since we don't takeoff with full flaps, when that's the recommended sequence, I thinks the purpose is to move us from the landing configuration to the takeoff/climb configuration. At least I don't think people are suggesting that flaps before gear means flaps to zero before gear.

I currently live in denver. I fly out of platte valley slightly up north but in your case would probably use APA or BJC. biggest factor on that would be where you plan on staying. Traffic during rush hour is pretty nasty coming up from APA, so I think when and where you plan on going plays a pretty big factor. You can also fly into DIA. when I flew into KDEN, it was cheaper than I expected.

You were the one that emphasized FULL POWER!! complete with two exclamation points. And if I am doing a full power, low altitude, slow go around, I do not want more nose up pitching when I may be backside of the power curve already.

Sure, all GAs are NOT the same. But, worst case, you MAY need to apply full power. Of course, how to remove the flaps is different on different planes. My F is like yours, just a momentary contact switch; I haven't found it difficult to reach it blindly, start the retraction, and glance at the indicator. It's pretty clear from examples that even various POHs go both ways on this. That's why I capitalized OPINIONS...and why I stayed out of this, because I just knew someone would ARGUE...hence the 7 frickin' pages! This really isn't a RIGHT or WRONG situation, it's technique.

If the forward trim lead screw does not have the stepped stop nuts it can jam if enough torque is applied. The old BK trim servos have plenty of torque. I doubt a Garmin GSA 28 would do so. I don't know about others. Ks and later have a bob weight and variable down spring instead of trim bungees and seem to need a lot of nose up trim in the approach configuration. Also, because the elevator forces are higher in flare than many other airplanes, some have developed the habit of rolling in nose up trim to the stop during the flare (which of course exacerbates the nose up problem if you have to go around, especially after a bounce.)

Thanks. Did you go this through loyalty points?

Does it still indicate 3” when off? Sent from my iPhone using Tapatalk

1) You do NOT need to go to full power for all go arounds. 1 mile final, someone rolls out on the runway, you can increase power, but not full power to stop descending and go about the rest at a relaxed pace. 2) EVERYONE who has advocated gear up first has also emphasized POSITIVE rate first. 3) If you have not established a positive climb, removing flaps could cause you to settle. Removing partial flaps is different on different airplanes. For me, in my 1986 M20K, I have to look down at the console to see the flap position and the switch is Up - Hold - Down, NO presets.

This one. Saved me over $70 on fuel from KTPA to KFAY, ~ 30 gallons or so. https://www.signatureaviation.com/programs/signature-tailwins/ No idea why overnight fees are $100! At least we got my mother in law moved out of there, so only going back to clean out the house. Already looking into alternative fields . . . .

This article from 2018 said there were 55 total Missile conversions. Not sure how long after 2018 the mod was available from Rocket. https://aviationconsumer.com/uncategorized/mooney-missile/

WOW! I never imagined this thread would hit 7 pages! It's as bad as an ROP/LOP 'discussion'! So, here are my OPINIONS on this: A go-around is NOT the same as a take-off (DUH!) On a take-off you are already climbing and accelerating with full power and take-off flaps, not to mention being properly trimmed. So, to just a priori say you should treat the GA the same way, gear then flaps, seems poor justification. Prior to a GA you are descending, at low power, with full flaps, and NOT trimmed for the GA. Something unexpected happens necessitating the GA. FULL POWER!! Then push to keep the nose down and get the plane accelerating and CLIMBING! Until it's CLIMBING I am NOT raising the gear! Meanwhile, I would like to get rid of drag. Thus, getting rid of full flaps, i.e. going to TO flaps, seems logical. If, I do continue to sink, either because of weight/DA issues, or the slight loss of lift from going from full to TO flaps, the wheels are still down and I will NOT have a gear-up situation! I also now have time to trim. Once I am climbing, and accelerating, with TO flaps set, I am only THEN in a TO configuration...THEN the gear is raised and the TO flaps removed as I further accelerate and trim appropriately.

Friends: Just curious. About how many Mooney Missiles are there in the world? In the USA? (Not Rockets, please. Unless you want to specify Rockets. This is just for curiosity anyway.) Have a great day everybody. Best - RonM

I went into KBJC and used Signature. Service was great, charges were reasonable. It was closest to my friend's place. I got a great tour of downtown at a pretty low altitude coming up from Mineral Wells, TX.

What Signature group for fuel discounts? I only see for Jet A burners.

Thank you for this reply, this really helps with my decision.

If an alternator problem is the only thing keeping it on the ground, I would make sure nothing is flopping around under the cowling, charge up the battery, and fly it home. Working on an airplane that's tied down outside at an "away" airport is no fun.