adamsboomer

Fixed, just needed a twist and panel tightened up. Now I fly with ball center and no yoke deflection. Much better thanks folks.

I began training in mooney with 42.1 Hrs. All of my time up to that was in 152. I had no difficulty flying it nor transitioning to complex. It was vastly different with crosswinds, up to that point I was comfortable in component of 14. In mooney I struggled with 9, at 120hrs now I am ok with around 11. Despite it being heavier and faster I am not as comfortable with the slow speed stuff.

That is a good thought. I will check.

I am not sure this is possible however I have noticed after 3 months of owning this plane that my turn ball is off center while parked and in level flight. It is about a half ball right. The needle show centered. It takes a significant amount of rudder to center the ball but then needs aileron to stop left turn. My assumption is that somehow the entire instrument is possible twisted. What do you guys think? Is it possible for it to be anything else? I am thinking about getting a small level and holding it against the screw holes to see if it is in fact level. Any other ideas?

Thanks for the replies all. Guess for the price of repair I will just save up for a gps/nav/comm combo so as to comply with adsb later.

I went into KCVB, cheap fuel. They charge ramp fee and the crew car was unavailable. I do not recommend unless you are gas and go.

Having trouble determining where the trouble might lay in MK12D+ comm side. Nav and glideslope are fully functional. Comm side has receive range of only about 2 miles. Did the basics of pull and reseat a few times, I assumed antenna, switched radio 1 into tray 2 with separate antenna, still no luck. Radio 2 into tray 1 worked fine, therefore ruled out antenna. Tried to peek inside radio 1 to see back side of antenna connector but too tight to see anything. Radio receives fine but extremely weak range. Anybody got any ideas? Adam

Just replaced my MK12 D display with no issue, I was even able to do it without taking the knobs off, although it would have been much easier to take them off if I had an allen small enough.

Agreed however I am asking specifically when attempting to simulate engine out procedures. In short, I am comfortable landing normally but would like to practice engine out landings without breaking engine and having to do an actual engine out landing.

I am curious as to how you guys practice engine out scenarios. My CHT's hover around 400 in the summer in the pattern, my mooney instructor beat into my head not to pull the power back too far for too long and cool the engine too much (prolonged descents), what is your guy's opinions on the short duration and complete idle of engine out practice on downwind?

Remember what flaps down means everybody. Luckily our flaps are quite small and unnoticeable.

I am no expert and in fact I am very new to the Mooney however I would look into RPM/prop control personally.

Interesting techniques. I leave them hang and pitch for airspeed until no useable runway remains. Although ot be true I have never chopped power and simulated an engine loss on climbout to see how much ground would go by in the descent so it is just a guess.

My DA is usually around 7K. I run up at 2000rpm, lean for peak RPM then reduce by leanness by half (if knob pulled out 2", I push back in 1")

This seems low to me. I push just over 6 with boost pump on, and 3.5 in the climb, 4 level. I am flying at higher altitudes though with it leaned significantly. Any chance you have moved to sea level and are having to run richer? Just $.02.