Andy95W

Oh, Paul, now you're just going to get everybody riled up again. This thread almost got as bad as the "Flaps on Takeoff" discussions. BTW, did you buy the Quiet Technologies Halo headset? I met you by the booth on Monday/Tuesday of Oshkosh. I absolutely LOVE my new Halo, quieter than my Lightspeed ANR.

The next time the cowling is off, check to see if #1 has the same type of CHT probe as the others. With some engine monitors (not sure if the 930 falls into this category) the original CHT probe had to stay in place and a gasket type probe had to be used for that cylinder. Those types of probes read cooler than the others, by about 50 degrees. If it's making good power and is smooth, I'm not sure I would sweat it short term, but it would be nice to figure out by your next annual.

Probably a typo. 74 MPH is 1.3 x Vso, so he probably meant 78 MPH.

I teach some in Mooneys and my suggestion is to try practicing no-flap landings and 80 - 85 mph on final (nice long runway, of course). To hold that speed, particularly 80 on short final, you'll have to have the nose high. Once in ground effect, and without the extra drag, Mooneys don't like to stop flying until the speed is right. Just keep holding it off the ground and it will touchdown when it's done flying. This will give you a really good feel and sight picture of landing nose high. If you try to force it on, you can wheelbarrow (mains off the ground, nose on) or if it turns into a bounce you can porpoise (bouncing mains/nose/mains/nose). Needless to say, go around and try again. My favorite (and softest) landings are still 2 pumps/ 15 degrees/ takeoff flaps. Dang. Now I feel like going out to practice some myself.

Vso is 57 mph at gross weight, so 1.3Vso is 74 mph. Looks like you're right on. When I'm by myself, I fly 65-70 mph on short final and it does nice- but I still have to hold it off for a bit to touch down right at the stall warning.

It is in the POH. See post #10, above.

I'm with Daver328. Anybody else noticed that flaps usage draws a lot of strong opinions? Flaps on takeoff? Retract flaps on landing? Someone oughta do a study...

Why not just get a 300XL and pay just a little more for IFR certification? And if you have no desire for IFR cert, then a regular stand alone COM radio and portable Garmin Aera 500 will do everything you'd want- and ADS-B, too.

Depends on the year. Post 1968 (SN 69000- and on) can be modified. 68 and earlier require a new shaft but not new yokes. If the yoke itself has a hole that has been elongated due to wear, call LASAR. They may be able to rework or repair it.

BTW, that whole set screw thing doesn't sound right to me. Never seen one before on either of my 2 Mooneys (64 and 67) or any that I've worked on.

Service Bulletin M20-205b. Inspect the aft 2 inches (where the yoke attaches) http://www.mooney.com/wp-content/themes/mooney2014/force-download.php?file=http://www.mooney.com/wp-content/uploads/2014/03/sbm20-205b.pdf

Blasphemer!

Like doing no flap landings in the Airbus sim into Bogota, Columbia- 9000' above sea level.

Check out Don Maxwell's site: http://www.donmaxwell.com/publications/MAPA_TEXT/Manual%20Gear%20Operation/LANDING_GEAR)OPERATION.HTM

I need maximum braking affect every landing at my home airport- landing distance available about 2000' with rough patches at both ends- I've been on grass strips that were smoother- and I'm coming down final at 65 mph. I also dislike flying with people who try to do too much at the wrong times, and yes, oftentimes those people would be best served by sitting on their hands instead. I also think it is worthwhile to understand the capabilities of our machines and practice those things regularly. No flap landings, soft/short field takeoffs and landings, etc. And don't get me started on No Flap Takeoffs!

In the 1970 M20C Ranger POH it says: "For maximum braking effect, raise the flaps and apply back pressure on the control wheel as you apply brakes. Do not skid the main wheels, as doing so will reduce braking effectiveness and damage the tires." BTW, the 1970 M20C had electric landing gear, not the Johnson Bar.

At slow speeds on rollout, the speed brakes shouldn't have any effect unless you touch down well in excess of stall speed. Spoilers on an airliner extend on landing to dump any residual lift, but that really isn't the case for us. I remember reading back when the Precise Flight speed brakes came out that they were not supposed to adversely affect initial climb during a go around if the pilot forgot to retract them. As you try to speed up, of course, is when you notice the difference. I fly out of a short runway (about 2000 useable for landing) and if I want to make the first turn-off without flat-spotting the tires, I have to raise the flaps before I get on the brakes- and I'm coming down final around 60 knots for a short field landing. At normal airports I don't touch anything and let the airplane slow on its own. Then again, I have manual gear and it would be pretty hard to confuse the two levers!

I asked the same question. Jetdriven, post #29, above, said they were not different.

Strictly my opinion, but here goes: Pick the airport closest to you, as long as the price is in your range. All else being equal, I'd pick KDXR for three reasons: 1.) farther away from salt water 2.) farther away from coastal fog 3.) eventually you will probably want the individual t-hangar. If you already have a tie-down lease, you may move up the wait list over someone who isn't based there yet. Maybe that isn't proper, but I've seen it happen. I think it's good that you are concerned about corrosion, but a properly applied treatment of Corrosion-X or ACF-50 every 2 years does wonders. As far as flooding goes, a few inches of water won't even affect the wheels and is still far superior to finding your airplane upside down or swept out to sea.

I get the Mach buffet effect at very high altitudes and speeds, the Airbus has the same limitation on flaps above FL200. Does anyone know how significant this is around 10,000 feet and 150-170 knots? I guess I never thought it might be until now. Great discussion, by the way.

Thanks, Byron. I'm sold.

It's nice having a fully operational factory to keep track of this stuff!

I was told once that the Desser retreads were great tires but could be dimensionally slightly larger than stock, and possibly not recommended for retract gear airplanes. Any issues that you have noted?

Just found it on the FAA website. AD 2014-15-18 with the 38 serial numbers noted above. Service Bulletin No. M20-318, dated June 2, 2014. Looks like an inspection to check empennage attachment fittings and a requirement to replace them if not the proper size. Odd that the AD would affect the newest airplanes and also a couple from 1963/1964.

What is the AD number? I just checked my AD service and they don't have it displayed yet.