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Cruising at 4500’ felt a loss of power. When I moved the throttle there was no response from the motor. MP at 11” & RPM 2000. I realized I had a stuck or disconnected cable leaving me at a idle power setting. Not sufficient enough to maintain level flight. I had best glide and heading to landing spot already setup while trouble shooting. KC CTR was very helpful, I made my first call to them and got to talk to the actual controller I was taking to in the air. He was very happy to hear from me. I did all the power loss checklist things nothing worked. Gear or no gear? I asked my self that question right after the initial power loss. On the way down I noticed sign posts, median barriers, and of course cars. With so many obstacles I just defaulted to leaving the gear in the wells. Which ended up being the best decision. Touchdown was very smooth, one of my best landings ever. We slid straight for several seconds then the left wing caught the middle median barrier. We did a nice eloquent left 360 and then came to a stop in front of a side barrier. Not a scratch on either one of us. The first people we talk to were the people in a SUV we landed slightly behind. They told us how and what they saw in the rearview mirror. They asked if we were okay and offered us water. I posted this just as the member I’m replying to ask…so that others may learn from my experience.

I sold my PA30 Twin Comanche last year while the market was/is good. Wasn't using it for work or pleasure and even though the PA30 is one of the most economical twins it was still expensive to fly. Two engines, twice the gas, especially after owning a Mooney prior. Even though I missed my flying fix, I just couldn't justify the prices of anything that caught my eye. I've been without a plane for about 9 months now. We all know the Mooney is the speed efficient bird so I started thinking about another Mooney, but prices are pretty tough, and I still couldn't find the right fit for my mission and budget.. An occasional scan of the usual places didn't really pan out for me.... Until This!!.... I was doing a search while drinking my morning coffee last week and what do I see pop up.. My sweet old girl.. 7741M. Couldn't believe it!! While I liked the Twin Commanche and a super solid bird I always missed 41M. Lots of great memories, nostalgic trips from TN to New England, lots of learning and upgrades over my 5 yrs of ownership. Cutting to the chase.. I couldn't resist and made an offer to buy her back. The seller and I went back and forth a few times and finally came to terms. The contracts are in transit. Looks like she is coming back home in as good of condition as I sent it her. A few more hours on her, but she's got new bladders and that's a plus. Maybe some things are just meant to be.. I'll keep you updated as it moves along!! -Tom

Probably not a huge loss. If he doesn't keep his word on this, probably not the character of someone I'd want to buy an airplane from. You “buy” the owner first, the airplane second.

Just remember all this talk of stall speed at 60 degrees of bank assumes level, unaccelerated flight. To feel this, go up and do steep turns. No wait, PPL steep turns are only 45 degrees. Do 60 degree steep turns at say Va. It will require a lot of power addition and a firm pull to maintain level flight. You will definitely feel the 2 Gs. Yes, in that condition, stall speed is ~40% higher. At less than 2 Gs, the stall speed is much less. As @aviatoreb said, it’s AOA that matters. Doing steep turns and slow flight and stalls and turning stalls are all very good for us. Remember, I can easily fly 90 degrees of bank and 50mph and not be stalled. I will be at less than 1 G and nose will be falling. I can do 60 degrees bank at 75 and not stall. Really easy to prove to yourself at altitude. Before I get flamed for suggesting 90 degrees bank and 50mph in the pattern, I’m not suggesting that. We just need to remember these relationships (academically), practice them at altitude (skill), and apply them in our flying (combination + experience). A good instructor can help.

I was able to remove the zerk remnants with a tire/tube valve stem tool. Since then, I’ve been using a flush fitting to grease the forward trunnion. It works best while the airplane is on jacks so you can unlock the gear and it’s free to move while you inject the grease.

Hello all, Today I upgraded the server from a shared hosting program to a new "virtual private server" - our storage went from 100GB to 250GB and we will now have continuous backups (we have not had backups since we exceeded 50GB on the old plan). You should also notice that things are running considerably faster around here. We have a lot more processing power and quicker disk access, etc. The migration happened really quickly but there is a chance that within an hour or so today something you posted might have been lost in the transition, I apologize for that but it is the nature of the beast. I am increasing storage limits to 1GB for Supporter members and 200MB for Basic members. However, please still be mindful about your uploads - obviously if 200 supporters decide to max out their upload limits we are going to be in trouble again. We currently sit at about 75GB storage usage so we have about 175GB of headroom. The new server plan costs about 3x what we were paying before. Donations would be appreciated as always and remember that Supporters have the ads turned off and get 5x the storage space of basic members. You can donate at this link if you so desire - $10 minimum per year will grant you Supporter level access. Please let me know if anything else seems off or not working correctly...I have not seen anything but things like this usually end up breaking something or other. Fly safe! Craig

I know how to block @chriscalandro on a computer but not an iPad. Every once in awhile I'll override the "ignore" on one of his posts just to see if I misjudged him . . . nope.

Not an annual yet for me, but they do great work. Mike Kneese is a great Mooney IA, and an incredible human being. Call me crazy but something tells me that if you did happen to need a Mooney manufactured part during your annual that's not in stock, you might get it quicker at the Factory Service Center, since on the other side of that North wall is where they make the parts.. They have gone from 15 to 30 employees in the past few months, including re-hiring an Avionics tech, Jeff, that's outstanding.

Do you have a vacuum/suction gauge? What does it say? It sounds like you may have developed a leak somewhere. The regulator/manifold is usually on the cabin side of the firewall behind the instruments.

I do, but I rarely come across someone that does. It's about 50/50 in the aviation world in my experience so far. Which is way higher than anywhere else.

You can. There may be some "undesirable" dynamics between your butt and the seat that may result in serious injury. But at low level/low speed (<14,000 and 450 kts), one of the first things that seat is going to do after stabilizing is cut the lab belt and kick you out. If you're above 14K you're to ride the seat down until it kicks you out...that's where the lap belt is essential. Otherwise the "only" straps that really matter are your parachute shoulder harnesses.

T&Gs unsafe? I used to do them in 727s, 737s not in the sim. Never had a problem. Its all in cockpit dicipline.

I'll be running the Activity Center (or trying to at any rate) and teaching Origami. Come see me! Hoping to fly the Mooney, might have to drive. We'll see.

An Alemite 3018 matches the spec of the original zerk, e.g. https://locknlube.com/products/alemite-3018-grease-fitting-6-40-unf-2a-threads. But let me share the bad news on why you're missing it in the first place. If you use an extractor to get the old, broken zerk shank out, you can carefully install a new one (maybe after cleaning up the threads with a 6-40 tap); at which point there's at least a 50/50 chance the new one will immediately strip out - moreso if the threads in the bearing itself are buggered. The amount of torque these fittings will take when brand new is very small - basically finger tight. Don't be surprised if the new zerk doesn't really set up, and/or pops out as soon as you try to put a grease gun fitting on it. Assuming you can actually get decent purchase on the threads, there's about a 50/50 chance you'll thence break off the zerk when trying to apply grease, and thereby wind up in the same situation as before. These tiny zerks are soft and fragile, and won't take much side pressure at all before they snap off - you need to be extremely careful when putting a grease gun fitting on them. A lock-n-lube tip helps, but isn't a panacea. Assuming you actually get the new zerk installed, it doesn't strip, and you don't break it off when applying grease, congratulations... but you'll get the opportunity to break it or strip it out again at the next annual. It will definitely get stripped or broken if a mechanic does the work who doesn't understand how fragile these things are. After a couple of annuals, you'll likely lower your standards, and just jam a needle tip grease gun fitting in the empty hole like everyone else. That doesn't work very well, but it's still better than actually trying to use the tiny, under-designed zerk. If you're really serious about greasing that bearing, it's actually easier in my opinion to remove the landing gear to do so, than to actually push grease through the designed zerk without it popping out or breaking off. The whole thing is just badly designed. It's my understanding that later model Mooneys use larger, pound-in zerks. Sometimes people try to install these compression zerks into the threading fittings of the older models, and that just makes everything worse. I love my Mooney, but certain small details about it are just poorly designed, and this is one of them.

Well 2 things… Fighter pilot stories only require 10% truth, so either way we’ve met that threshold… Second, you can probably successfully eject with your lap belt undone. The lapbelt is part of the seat and is separated at some point during ejection before you separate from the seat. Shoulder harness and crotch straps are part of the chute. You need those. Ejection is like a simple 27 step process. Actually I know of at least two other pee/ejection scenarios. One was on the ground. Both lived.

Prekote works just as well just scrub it on with a red scotch Brite, and then you rinse it off with water and then dry it and then you paint primer over that

Brother with me….wife already good with continuing general aviation.

Hey Folks: It's been a while since I've posted and for that I apologize. I've been working diligently to keep Mooney alive and kicking and to put us in a position to become self-sustaining so we can concentrate on the more important stuff: Developing the retrofit landing gear to increase useful load and building brand new Ultras. Although we have kept parts moving, I'm well aware that there is frustration at the delays and in some cases, your inability to get certain parts. Some of this is a result of supply chain issues and some of it is that we simply don't have the resources to purchase the vendor inventory we need. I promise you that we are working on ways to remedy this. Many of you have written or called me offering your support and suggestions. I can't tell you how much I appreciate that. Some of your ideas are great and if I haven't been able to implement them, it's simply because we don't yet have the resources. We have just formally re-opened the Factory Service Center. One way you can support us, is to book an appointment and have the factory service your plane. We're competitively priced and whether it's for an annual or some vexing issue that no one else seems able to fix, come down to Kerrville and the folks that built your plane will take care of it. We'll also show you around the factory and if I'm available, I'll stop by so we can talk Mooney in person. The service center number is: (830) 792-2064 and the email is FSC@Mooney.com We look forward to hearing from you and I thank you for your continued support. Warmly, Jonny

At MOONEYMAX Jonny spoke of the Service Center doing annuals. Speaking to folks that had service there including Lance was nothing but positive. Appears there’s a lot a good reasons to get work where our planes were born.

I had previously trained Kurt in his Encore so knew the type of pilot he is, but more importantly, unlike the Private, I was in the airplane at all times. Unless one has insurance to cover one's Net Worth, an impossibility in my case, since I can't even get the waiver of subrogation and additional insured anymore, unfortunately, teaching the Private puts everything one has worked for and acquired at risk. For me that is unacceptable. It's a shame we live in such a litigious society because, unlike the 250 hours instructor who has no real world experience or assets, assets, experience and wisdom are usually acquired with age, and that could be useful to new want-a-be pilots.

Have had engine work, metal work, avionics upgrade and annual. All flawless.

Update: I finally got my "Old Girl" back today. The actuator and motor were sent to LASAR and the problem was indeed, the brushes. I got some explanations, but they were in different languages and so I didn't really understand it. I don't even understand it in English, but I did understand "brushes" and "inconsistent contact." Did one Touch 'n Go and one full stop and everything worked perfectly, except the pilot who was very rusty after two months on the ground

The first thing I'd do after getting the vacuum system figured out is to put in a backup attitude indicator, preferably electric. Too many people think they are proficient at partial panel in IFR (turn coordinator) until it really happens under a stressful situation and we lose too many pilots every year to that.

I can raise the flaps while holding throttle to idle, by moving one finger. To get to the gear, I have to let go and raise my hand. I generally raise my flaps before braking, too--it saves brakes and prevents flat-spotting the tires by reducing lift.

Update, pn 914002-11 supersede to pn 914002-900. Mooney has plenty of new.

I have seen lots of gear that go through several(decades) of annuals and you can tell the gear has not been lubed.

It's so difficult peeing in the F-16 that in the 250+ hours I had as a back seater, I just held it. This included 6+ hour sorties. Once I really had to go, I was wearing a poopy suit and couldn't for the life of me get the zipper open to pee - I almost just went in the suit. We had one of our pilots that would give about a serious 30min lecture on how to pee in the F-16. He would get to the gals in the unit and say, "You girls are on your own. I don't have a clue how that works" So, indeed, peeing in the F-16 is so difficult that they have instructional briefings and videos on the subject. Nevermind a song about the subject:

Some one should say in this thread - AOA. Angle of Attack indicators are very useful, and especially ones that have aural warnings, and especially ones where that aural warning is in English instead of a tone or beep.

Sometimes things happen on the runway in front of you--another plane will pull out, deer walk onto it, the fuel truck crosses . . . . Or something happens to upset your approach, like a strong wind gust, or the wind suddenly decreases, you fly into a weird swirl created by buildings, hitting sink crossing a river on short final, etc. Stuff happens. Some can be corrected quickly, some can't; for the latter, go around--high, low or in-between.

Really don't understand your comment but you may mean something different from my interpretation. But Vref, final approach speed, is too slow of speed to use on downwind and base; just on short final. So even with the runway assured on base, I wouldn't want to be at Vref on the base turn.

As a wise man once told me, “A contract is only as good as the people making it.“

Welcome back, Tom! Sure doesn't seem like five years . . . .

Great job! May we all be so fortunate and skillful should it ever occur to us. Regards, Thomas

Clarence, it looks like Frank put a couple of comments in the pdf file — anything pertinent? Skip

Was the decision to leave gear up based on trying to stop quicker than if you were rolling on the gear? For what it’s worth, I am in no way questioning your decision, I hope to never have to make those decisions, and think if you walk away without a scratch you absolutely made all the right choices.

At least on the Es I’m familiar with, there is no spring. The throttle goes where it vibrates to. I’ve toyed with adding a spring, but surprisingly not as simple as I keep thinking it should be…

Why look that far? Whoever gets Monroy’s Mooney is going to have his used piss tube included no charge!

The Alclad still looks shiny but it does have a very thin layer that you can’t see of corrosion that protects it. I’m not sure of the exact interaction but I would just follow the prekote directions which says to scrub into a lather with a scotchbrote, rinse, dry. then apply primer. Obviously you want to take sandpaper and feather the edge of any chipped paint around the area so that it blends well. Just go easy on the Alclad. It’s very thin.

@jetdrivenWhen the term 'bare metal' is used in the present context of preparing aluminum skins for painting does that mean aluminum is just showing, or that it has been sanded/scrubbed? It was my understanding, perhaps incorrect, that the aluminum skins are Alclad which forms a natural protective oxide layer. If so, then I would think you need to sand that off and then alodine/Prekote before prime and paint? Educate me, please.

I'll let you know what I find out. I feel like I have a fast-ish E model. I was doing 145-147kts TAS with the step not retracted. The step is safetied up now (plane is in the shop for new windshield and electric step conversion) and I'm doing 148-150kts now. My ailerons are slightly off in cruise too. I think a rigging will make her even faster! There is a Mooney Service Center at my home drome, so I'll call them tomorrow.

Dude, you’ll be so uncomfortable, flying will be the least of your worries. First month, your goal will be to sleep in a bed normally. Second month, PT will take your breath away. Third month, off pain killers, some semblance of a normal shoulder.

As fate would have it......... how fun is this!! awesome!!!

IT FLYS AGAIN!!! I managed to get all the ducks in a row and get the loaner Mags installed late yesterday afternoon. Purrs like a kitten! Only managed one quick trip around the patch due to impending darkness and winds kicking up to a sporty intensity. The thing climbed much better than expected with light fuel and just me in it (OAT above 30C). It was like flying a completely different airplane. A Big Thank You to all of you that took the time to chime in with insight. And of course Hammdo for his generosity. Happy Fathers Day Guys! Kevin

Unless you know the airplane intimately, just fly it for a year. I can almost guarantee some surprises. Some surprises could be so expensive, you may wish you had deferred the avionics upgrades.

FYI, it looks like we will be offering very attractive rebates at Oshkosh. For those that cannot attend, we will be offering a rebate for the entire month of July, as well! Without giving too much away, expect well over $1000.00 discounts on MVP-50P packages.

Does that come with a guaranteed 5 knot increase in indicated airspeed?

I know it's not the way things are done currently, but it's 2022 and the market is different. Please make all parts available online for direct purchase. Multitiered distribution makes no sense. We all still need to have an A&P or IA sign of on any repairs, but having my A&P spend considerable time looking for parts, waiting on a service center for something rare, or going through Lasar (as much as I like them) is antiquated. Don't make them call, or submit a request. Just put it all out there and enable people to maintain their airplanes and give you business.

There’s a surgical procedure we sometimes perform in the ED called a “resuscitative thoracotomy.” (https://en.m.wikipedia.org/wiki/Resuscitative_thoracotomy - warning - pictures are very graphic). It’s not the most technically challenging procedure to perform but it is quite invasive and for this reason providers are often reluctant to do it until it’s too late (survival rates around 1% are quoted). I’m not saying I do this procedure often , but the times I’ve done it I had to prepare myself and everyone in the room that this might happen, otherwise it would have been a total disaster. I kind of see the go around this way. If you’re going to do it, you need to be prepared to do it early and the it’s not very challenging to do. If you wait too long to realize you’re in trouble then your chance of survival drops precipitously. I was taught that every landing ends in a go around unless you find yourself in conditions to make a safe landing. I think having this mindset helps. I’ve probably done more go-around than others here but I’ve also never bent any metal in over 30 years of flying.

So glad he survived.

What about the L39?!