JohnB

Lance, That is beyond helpful. I’ll forward the info to my mechanic , AND order some spare just in case! THANK you! John

Wow amazing, I am looking for the same kit 940090-501 Kit as my flaps won't retract, my mechanic says its the two relays up and down, namely the WC67RCSX -3 power relay x 2, which he found but one, but the other one doesn't have a base. I am very much looking for the 940090-501 kit which is an apparently a more robust replacement. Do you or anyone else know where I can purchase one of these?

I would say I have done a more than a plethora of touch and goes, landing practices without incident. However, one day, I was practicing a bunch of precision power off landings, with touch and goes in a simulator, while the instructor was randomly changing the wind conditions without telling what they were to add more challenge. On one of the landings, although it was a perfect landing touchdown within tolerance with a ridiculous crosswind (I think he put in 30 knots), I had a gear up in the simulator. Of course its just a sim, and only requires a reset, but that experience terrified and humbled the bejeezus out of me and made me realize that no matter what, a gear up is possible if there are enough distractions. This fear I think improved my Gear gear gear gear gear checklist though!

The best hot start technique I've seen is well documented on Don Maxwells Hot start video Hot Start Technique M20J I had an issue with this my early days of owning my airplane as with my airplane I only get 2-3 good tries to start per battery then no more, and I didn't want to get stuck somewhere without a jump possibility, and multiple tries wear down your battery and starter, so I installed a slick start magneto booster, which allows starts even with suboptimal air fuel mixture. Slick Start Mag Booster With Don's technique above and slick start, my airplane starts ridiculously easily, hot or cold.

What great videos! Thanks for sharing Marc. Was very nice to see one's own plane's arrival in awesome formation. And the takeoff from MSN, lead organization, masterfully crafted by Clippy. Incredibly Great experience!

PM sent!

I love this topic, as I have the exact same issue right now. My built-in oxygen tank has recently reached it's service life (15 years). I was told that since it has reached it, it cannot be hydrostatically tested and needs replacement. Looking for replacement options, I may just get a small portable tank I can take while its being serviced or as a backup. Searching for places that can quote replacement onboard cylinders, if anyone knows a company that is good for supplying an onboard system and certifying the regulator, would like a pirep. I emailed the oxygen lady, thanks @LANCECASPER!

If you fly above 10,000 feet with your dog for long periods, you should give them oxygen. Their response to hypoxia is similar to ours, and start once you go higher than 9,000 feet. Dogs typically go to sleep when they become hypoxic to try to preserve brain function before they pass out. Best solution I've found that dogs tolerate is from Aerox, certified up to 25,000 feet!! Comfy for pups, it's like a muzzle to them. That way, when I'm on oxygen , they are too. Here's Teddy w/scarf added for cool aviator effect

Can't agree more. I have 4 CO units (yes 4) now installed in my airplane as I had a CO leak in my cabin once as I had 2 when that happened, and one's first instinct is not to believe the gauge is why more than one is needed. I've tried a bunch of the portable units (which work best) and have the following comments. I prefer getting a unit that will track 0 to 1000+ ppm and give you an audible and digital readout. I got rid of the units that only track up to 50ppm as there's a vast difference in what I would do if the CO level was 50, or if it read 1000. What I have installed now is 1- Guardian panel mounted CO detector - which is useless after 2 years, costly to get recalibrated/removed and re installed, won't integrate with garmin displays to display an actual value, and still self tests ok, but does not alert with elevated CO levels, not to be trusted 2- Sensorcon portable unit x 1 - I like this one, visible and the pro model Sensorcon AV8 pro also has a vibrate feature. Loud alarm heard over noise cancelling headsets. Detects 0-2000ppm 3&4 - Forensics portable aviation CO detector. I have 2 of these. Loud alarm and visible display, accurate, numbers correlate with the sensorcon. Gives you an idea of how much CO youre getting just hanging out waiting for takeoff from other planes. These are a bit less expensive than the sensorcons ($99-120 , vs $160-190 range for the Sensorcon AV8 models). You do have to change the batteries on these units around once every 9-12 months which is a snap. Range from 0-999 ppm If I have a high reading now, I know its valid and can make decisions based on the readings. I replace at least one of my portable units each year along with my annual and toss it, so I always have units that are not more than around 2 years old. Useless devices * Color changing dot card - ABSOLUTELY useless. One of the first senses that goes with CO poisoning is your color discrimination , so even if you were lucky enough to be staring at it, you would have no idea what color it was * Sentry CO detector - tried one unit, similar to the Guardian, self tests ok, but does not detect CO at any level even higher than 50ppm These are very handy, and potentially life saving devices to have in your airplane, and having a monitor that detects CO at a low level (below 50 and at least up to 1000) is very handy to see how much CO you're getting waiting behind airplanes and if I ever did see 1000+ on my monitors, I for one am landing on the nearest flat surface rather than trying to make it to a runway if there isn't one below me. (another reason why having more than one working to be able to make these kind of decisions)

The info I got to register was from the May Mooney flyer 2024-MayTMF (fliphtml5.com) I think registration is just to know how many people might show up. Costs of dinners/ activities/ hotels I think are on our own as there's not a hotel on the field but lots of choices nearby. Phil @mooneyflyer might have more specific details for you if you need more. I'm looking forward to seeing lots of fellow Mooniacs there! John B

As you know there is a LOT of environmental pressure to phase out all sales of 100LL AV Gas and replace it with UL 91/94 everywhere, with some states like mine pushing to make this transition as early as 2027. While there is justified pushback to delay this time to transition from us and others, the likelihood is that it will happen sometime in next few years and 100LL will be no more. Question - Can our Mooneys use the new unleaded fuel UL 91/94 without issues? Has Mooney already submitted type certificates/ allowed fuel type modification for all of our models to be able to use UL 91/94 or will there be some fuel system modification we will need to do to safely use this new fuel? Asking well in advance of the changeover as if there is some fuel system modification we will need done, it would be good to plan this in advance, or hopefully, it is just paperwork to be filed by Mooney Corporation which would would be easier for all of us.

I heard John tell that story as well and since then, I never put anything heavy in the hat rack compartment (usually towels, light boxes, papers, that wouldn't hurt much if it were to hit me in the head) Putting hats in there might be a good idea. YES!! I installed four tie down rings in the four corners on the floor of my baggage compartment that can hold more than 100 lbs each. I use them mostly for attaching a strap to a harness for animal/ dog transports so the dogs can rest comfortably on a bed in the baggage compartment and be secure. If I have lots of luggage or things back there, I can easily use the rings to secure straps to secure the items to the floor.

So sad to hear this, we once flew together at a P&P seminar, and his passion for aviation was unparalleled. Tailwinds and blue skies in your next great adventure Ted.

Great topic! I've pondered this question! I used to tap the brakes on takeoff when I remember, but it was not part of my absolute checklist. I started doing it much more once when I noted abnormal wear on the side of one of my main tires requiring a tire replacement. Mechanic checked it, turns out a part of the inner gear door assembly somehow got bent, and when the main tire retracted, it touched this piece, and the tire was stopped. The gear assembly was shaped back into position after changing the tire, so it probably won't happen again, but if I had made it a practice to stop my tires before they enter the doors, no tire destroying side wear would have happened. And @amillet I too mastered the slide rule back in the day! Like an E6B on steroids!

I used to have that issue years ago, but I too had the slick start booster installed and its essentially completely gone away as it gives you starting energy even if your air fuel mixture is not ideal. I've also recently started using a technique where after fully priming for a cold start (7+ seconds+), throttle slightly forward, mixture full cutoff and I bring in the mixture as the engine catches. Same with hot starts but less prime. Usually always starts on first or at most second try which I am hoping might help save battery life. With my Bravo, I get about 3 good tries to start with each battery, after that, voltage is MUCH less, so starting on the first or second try I find helpful.

@Pinecone,Great call on your equipment choices! I did almost the same upgrade, and installed an Aspen 1000 Pro with AoA and Synthetic Vision as my backup unit along with my Txi. While the Aspen unit works, most of the time, mine gets off calibration frequently and needs tweaking, the synthetic vision is not very good, and the built in AOA is difficult to setup up (I have both turned off) and likely not as reliable as the Alpha systems AOA you're getting, which is a great device. +1 on @donkaye's comment about adding the Landing Height system, it's a great addition, and is very useful in ALL landings especially night landings. While it can't guarantee all buttery landings, it helps the buttery landing percentage, and your passengers are very impressed.

I use a Big Larry flashlight that just clamps to the top of my baggage compartment. Out of the way, and the LED light is fantastic, lights up the entire plane, good for finding all of the little trinkets sometimes left in planes, and I can take it down and use it as a flashlight or emergency strobe if I wish. And there's no problem forgetting to turn it off (other than buying new AA batteries), but it's so bright, forgetting would be unlikely. NEBO Big Larry Work Light, 600 Lumen Flashlight with COB Work Light, Pocket Clip Magnetic Base for Hands-Free Lighting, Portable COB LED Dimmable Flashlight, Hazard Light-Red - Amazon.com

Not sure if its unusual, but I use my speed brakes frequently during an approach phase, particularly helpful in busy airspaces, in particular when: ATC wants you to keep best forward speed on an approach for traffic, which I can easily do, then use speed brakes to slow down around the FAF and then retract them once I am on usual approach speed prior to landing, while staying on glidepath/slope. When ATC gives you a descent from very high like 9k feet down to 1500 when you are less than 5 miles from the airport (happens a lot) Deploying speed brakes (and gear sometimes if its very high) allows me to make that altitude change without stress or shock cooling or by picking up excess speed.

I like using speed brakes after touchdown if I want that earlier turnoff. (As well as the slam dunks and best speed approach requests by ATC as @donkaye mentions) as after touchdown, I think I can slow down a lot faster with speed brakes deployed and a little back pressure on the yoke, and keep my feet off of the brake pedals as long as possible, as caliper brakes and tires are very expensive and drag is free! I try to save using foot controlled brakes until I get slow enough where speed brakes won't at all be effective, which I would think saves wear on tires and brake pads.

I was able to obtain an impressive 20 pound increase in the useful load on my M for ZERO cost. How? By getting rid of a bit of useless load by diet and exercise, climbs better, I felt better, all good!

Wow, just wow. very scary to listen to. The only time I would even remotely consider using an iPad to do an instrument approach would be if ALL of my on board navigation failed AND there were no VFR airports within my range AND I would absolutely be declaring an emergency to get all of the assistance possible even if my iPad was running perfectly. It is scary to think that some pilots are now only navigating using an ipad in IFR conditions. Listening to this, it's probably a very good idea to practice approaches with no iPad available to be familiar with all of the equipment on your plane without an iPad, so that one doesn't become unknowingly dependent on their iPad while flying IFR. That controller though deserves a medal for his patience and willingness to help. I am very glad this worked out without an accident.

Perfect! Just purchased, thanks!

OSUAV8TER, Rbp, Pinecone, having two batteries in my airplane, how do you charge both of them from a single battery minder? Picture if someone has wired this would be really helpful. Or do you need to have two battery minders and two connectors? Thanks!

+1 on that, I replaced my TIT probe with a JPI probe. They were very fast on shipping when I ordered one.

Donated! Those ads were super annoying, and I look forward to them going away on this great site.