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Haha, not much choice on takeoff... For landing, it has to be "power for speed" ("pitch for speed" is the only choice in gliders ), then, one day I had to "unlearn" as some airline guy wanted to see "pitch for glide" (like his coupled auto-pilote) and "power for speed" (like his auto-throttle) I the preference between Gear-Flap-Flap or Flap-Gear-Flap seems to depend on airframe specs as well as operator training background. Personally, I am all for "Gear first" in M20J, however, I used "Flaps first" twice when some examiner (who checks students on multi engine or Arrow) wanted to see Flaps, Gear, Flaps as "skill-test or check-ride pass standard"

From the M20C Type Certificate (Aircraft Specifiation No. 2A3, Revision 52, Dec. 9, 2010). And there you have it.

https://www.aircraftmagnetoservice.net It was maybe five years ago when they did the 500 hr on my right mag on my ‘63C. They identified the wrong model mag was installed (who knew?), but they worked with me to make it right.

Where are we supposed to be????

Hi, I have a Bendix S200 magneto approaching the 500 hrs inspection/Overhaul coming due on 67C with a O360-A1D. I am out in the PNW. When the Engine was overhauled in ~ 2010 the company that overhauled the mag used some old capacitors stock laying around and failed shortly after with about ~84 hrs on the mag. The Left Mag didn't make to it's next 500 hrs AD inspection/Overhaul. However the right mag ,which was overhauled at the same time in 2010, was ok. So I had them Overhaul the Left mag again in 2015. The company who overhauled the Magnetos in 2010 I believe moved to Montana but not sure. I installed a SureFly SIM in the left side in 2019 and I had local guy overhaul the Right Mag and last guy who overhauled my right mag is no longer in the business. I am curious to hear who people have used to overhaul their Bendix S200 magnetos. their experiences ? and recommendations ? Thanks in advance, James M20C

That looks like the right parts I pm’d you!

I’ve been thinking about doing something similar—adding a hitch to both the front and back of my golf cart. A few times each year (about a dozen total), I need to tow my airplane across the airport for display, which is roughly 2 miles one way. Pulling it with a rear hitch makes sense for that distance since I can’t imagine “pushing” the plane backward for 2 miles straight. That said, I can definitely see the advantage of having a front hitch as well, especially for those short, precise moves when pushing the airplane into the hangar.

PIREP: It worked great on a round-drip from NC to NYC with the regular $50/month roam plan. I have a 28V bus and bought these for power: Cable: https://www.amazon.com/dp/B0DS6YX58K Power adapter: https://www.amazon.com/dp/B0CZ7BL16W You can get a dedicated power cable that plugs right into the cigarette lighter port. But I need to also charge my ipad, so having at least one extra USB port is handy.

It'a the gear squeaking not the shock discs. There are some less obvious zerks to grease. Make sure you look in the manual and hit them all.

For those that removed your Brittian AP, what did you do with the Turn Coordinator? Can it still be used with Vacuum ports capped?

I have a TSO’d version for sale. Worked great as a COM 1 for a while. I just redid my panel which is why it’s available.

Sold both?

Thank you all for your inputs, it is really appreciated. I would really like to retain the Aspen so I've narrowed it down to 2 candidates: the Aerocruze 100 and the S-Tec 55X. The S-Tec is compatible with the Aspen and on their website they have an STC listed for the M20F. Their form factor is really not compatible with my panel unless I do major rearrangements. The Aerocruze, along with a rectangular format, also has round form factors (2 1/4", 3 1/8") which would fit nicely in my panel. When I look up their approved aircraft list, they list many Mooney models in alphabetical order up to the M20E and then they jump to the M20G. Strange since the E and the F are very similar with the F being the long body. How strict are these approval lists, can you install one an "E" kit on an "F"? Did I miss any options? Any comments or feedback would be greatly appreciated. Thanks

Power for speed.on takeoff; pitch for speed when descending to land. Easy peasy!

Yes, I understand. The bottom line is that the whole airplane will need to be repaired and re-sprayed. I need a facility that has that capability.

its important to follow these steps upon learning you have a bad electric pump on the ground - Step one remove key from switch step 2 remove all occupants step 3 walk to car step 4 drive wherever it was your going

Do your best to route those EDM wires away from the ignition wires; allowing them to be in close proximity to ignition wires will cause unnecessary noise in the readings. Sent from my iPhone using Tapatalk

Yes, the Contnental fuel injection system is fundamentally different from the Lycoming in theory of operation.

Yes few aircraft have “extra transient drag” from gear retraction, so have more emphasis on flaps-gear-flaps sequence

Although the early Mooney electric boost pumps burned out pretty quickly when left on, these days once overhauled they’re all rated for continuous duty. Thus it shouldn’t be the problem or concern it was years ago. Sent from my iPhone using Tapatalk

Because Piper has those huge inner gear doors on a lot of their models. They create large amounts of drag when they open to let the wheels up into the well. I remember decades ago when I flew Navajos, if it was an engine failure on takeoff, it was actually advantageous to leave the gear down, because retracting it opened up the doors to the point that you couldn’t maintain altitude at blue line. That was one of the rare instances where you left the gear down until you got some air under your ass to retract it because it would sink momentarily with all of that stuff hanging out.

I basically did that coming from further north. IFR. They gave me a revised routing of BROUN - MONIA - ??? - GNV. Unfortunately my knee board is in the plane

I am sure there are variations, like the choice of power for speed? or pitch for speed? * "Point and power" when it's blasting * "Pitch for speed" when it's sluggish Some pilots do both without thinking For flaps & gear, in Mooney, I teach people to go slowly on power, sensible pitch, gear, flap: it works well this way. In school, we get students in Arrow to raise drag flap, then gear, then clean flaps: Flaps retract to 25º, positive rate, Gear Up What I find interesting, the Arrow gear is way more draggy than Mooney gear... Anyway, the recommendation from FAA in absence of POH info is still flaps-gear-flaps sequence: https://www.faa.gov/sites/faa.gov/files/regulations_policies/handbooks_manuals/aviation/airplane_handbook/10_afh_ch9.pdf

This!! No need for hardware solutions for software problems...

BTW, not all Mooneys use the fuel pump on take off. It is not in the checklist for my M20K. In fact there is a Takeoff checklist to confirm that the boost pump is Off/