Ragsf15e

Yes, mine too, same mod. That being said, the remaining opening isnt optimized like a J model which keeps temps a bit closer. Yours are actually a little more even than mine. My 3 is hotter due to the known issue with the fins (or lack) against the back baffles but it depends on which cylinder is leanest or richest.

Wasn’t his gear down for that whole video? Seems like a lot of drag could be relatively quickly removed…

For a guppy mouthed vintage Mooney, those temps are actually pretty even and not actually that warm.

Crazy, but I had mine come loose like that too. My eagle eye IA caught it at my annual and showed me the two halves moving separately. He had to remove the lower cowl to get at the bolts, but tightened it up before I started having problems. I have heard a couple other people who had similar issues.

To the OP, maybe a bit contrarian here, but I might actually do a simple 2 servo gfc500 installation. You will also need a g5 or gi275 to run it, but those could fit in existing space so no new panel. With the basic autopilot, you’ll find long vfr cross country much more relaxing and you can spend the extra brainpower on staying aware of weather, fuel, airspace, etc. For vfr, you really don’t need that fancy waas gps when you’ve got one in your phone, ipad and the g5! Just select the track you want for your destination as the heading bug and the autopilot will get you there! If you go with this simple setup, you have the basics of a system that could be upgraded easily later with the full autopilot and whatever glass you want. My guess is $25k installed. You can probably find a newer gen used radio if you want, but old ones usually are good until they die. Is something wrong with your wiring to make it weak/scratchy?

Chewelah 1S9 for a short walk/scooter to the golf course for breakfast. So many deer on the airport! A little scary.

I had the famous “sticky switch” version of the hydraulic flaps, so technically I didn’t “leave” mine down, but I did fail to confirm they were up. When I leveled off, she didn’t accelerate that fast and the attitude looked weird. It didn’t take long to figure it out. A little lube in the flap cable and better checking of the indicator helped. Mine had the crack when i bought it and it was behind the mounting hardware on the stub spar as @EricJ said. I seriously doubt you hurt anything, but I know it feels bad.

How have you learned all this stuff?? Seems like you’ve lived about 3 lives.

Wow, that’s an awesome looking Mooney! Congrats!

Possibly that’s true, however I talked to them when I was at Prineville after they moved (last year) and none of the mechanics had moved from California, and the Oregon ones had plenty of experience but none specific to Mooneys. I would still use them (my own shop isn’t an MSC either), but I wouldn’t assume they have any special experience. Maxwell and a few others still do, not that it’s required for most maintenance, but maybe for something like this it’s useful.

Fair enough. Im sure you’re right, but we might be able to get 75% at 1’, no? I guess I’m just being snarky, but I personally don’t think the juice is worth the squeeze if you need to maintain exactly 3’ above a high DA runway with the gear up in order to do it right.

I (and the FAA) agree that the reduction at 10% of airfoil length is about 50%, but 3’ is pretty low, especially for an inexperienced pilot. It’s important to remember that the effect still reduces drag up to 1 wingspan, so maybe leveling off around 10’ and accepting a 25% reduction will be more comfortable and executable. Additionally, just leveling off somewhere will let the speed build to Vx or Vy faster than trying to accelerate while climbing.

Get ready for a price shock too. New starters are $$.

That seems to be a common result with gear issues. Gremlins. I had a similar experience a few years ago…

Good chance your gear wouldn’t have even come up if you were that slow due to the airspeed switch. I saw that last week. Took off, leveled in ground effect to accelerate, selected gear up when I was sure I wouldn’t descend and nothing happened. Then , maybe 2” delay, gear went up. Im pretty sure I was just below the airspeed switch point.

Yes, hopefully the discussion will be of use to someone in a pinch. I will submit that the performance of the airplane is dependent on the performance of the pilot, and something as unexpected as the gear issue we’re discussing that requires a relatively large/unplanned change in normal sop is going to impact performance of the pilot/airplane system. I will also ask that next time you’re out west, stop by, I’ll buy lunch, but we’re going to do our lunch run somewhere appropriately high so you can have a more recent memory of high DA departure because I feel like we’re talking over each other.

I’ve had the gear not come up and it was definitely noticeable on climb rate. Maybe I could have slowed down and improved my climb rate, however I can tell you, that’s not the first thing that comes to mind on an instrument departure in the wx. Im guessing it might not be reflex on a high DA takeoff either. I guess im not saying it should definitely cause an accident, but if you’re taking off at a high DA already, you’ve got a lot of things you’re already working that are possibly different than usual. The last thing you want is to try to change climb airspeeds to something much closer to stall, worry about engine temps, and deal with a slower climb all while trying to figure out wtf is happening. Maybe it’s still possible to fly the airplane just fine in that situation while we sit here typing, but I don’t want that to happen to me at say 2600lbs, 9000’ DA. There’s a lot happening that’s probably adding to a chain. Im not saying it can’t or shouldn’t be done (I made several high DA takeoffs last weekend with my family onboard), but it’s something that gives me pause. All those “obstacles” around the airfield that you never consider at 1000fpm or even 500fpm look a lot different at 100 or even 200 fpm.

Yes probably true, but it cuts your climb rate by what, maybe half? And you’re out of ground effect, you’re right, it should climb, however we are asking a lot out of 200 hp (at sea level).

I always have that damn gear uplimit/downlimit switch in the back of my mind when taking off high DA. I’ve had a couple of instances (2 years ago) when the gear didn’t come up. That could be catastrophic at very high DA. The airplanes with gear override switches should think about when/how to use them, although, now that I think about it, that only overrides the airspeed switch or squat switch…

They are Michelin Aviators. Still good life left too except one is wearing a little more on the inside than the outside.

This might not be fair since im in a hangar and in Washington (vs AZ sun), but my tires are the ones I bought it with (they were pretty new then)… june 2014. 820 hours ago!

Another weird tfr display issue…. the ipad has not been on internet for a week and I didn’t turn it on until airborne, so that “should” only be adsb display on it from the gtx345. The g1000 has gtx345 and xm (not sure if xm has tfr info?). If you look close, there’s an active tfr on the ipad that doesn’t show on the g1000 and one on the g1000 that doesn’t show on the ipad?! Be careful out there assuming everything is showing! (sorry they aren’t oriented the same. Also the south one near Yakima, isn’t on the g1000 even if you scroll further south)

Fwiw, I called garmin once after having issues adding Canada to my navdata subscription online. Waited on hold a long time but the person looked at my account and said he solved it. I asked if I could add it now, he said no I already did. I asked for a receipt (business account), he said I added it free. I said I needed more than a month, he said he added the whole year. I said thanks! On another note, I have a very rare/intermittent failure of the altitude encoding between my g5 and gtx345. It took me a long time to realize garmin knows of the issue but won’t admit it. They’ll give me a new separate encoder but the labor is on me which is extensive because access is tough behind the rack. I haven’t touched it yet…

Just to show I wasn't crazy, even Saavy Analysis picked up on the higher oil pressure. I got my "trend data" and it's clear in the picture. The oil change was before the last three flights showing on the graph. It does seem to have come down to normal in the last month or so with the much hotter OATs.

SF senses rpm (i want to say less than ~400?) to fire at TDC so your method should be good. No “switch” other than the advance settings and the setting for timing. He should probably check those but they shouldn’t play a part in starting…