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About luv737s

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    Advanced Member
  • Birthday 12/01/1952

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    Cibolo, Texas
  • Interests
    Flying, golf, riding horses, skiing..flying
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  1. Power settings in pattern

    Every mooney is slightly different including mine. Weight is a big factor. I suggest you do what I do with my students. Go up and fly a practice pattern at altitude, write down all speeds/MPs that work (great to bring a friend.) Fly the simulated pattern, fully configured on final and landing into the stall and note settings, than practice your go arounds. If you fly instruments, do the same for final WITH gear and your favorite flap setting noting the speed/MP combination and write those down. Now you will have a set of numbers for your plane and your normal weight. I fly 100MPH downwind, 80 base and 70-80 on final, full flaps on most days but I also fly no flap on longgg runways. I have a 1962 M20C. Hope this helps.
  2. Had the same problem until I redid the W&B. Plane is 100lbs heavier than the original Factory weight. The T/O trim position (markings) are for a balanced plane at 1570 LBS but mine is nose heavy due to all the electronics over the ages. I use a slight nose up trim setting on Takeoff which I have worked out over the years. Remember most of the weight added or subtracted in our Mooney's is in front of the pilot which shifts the CG forward. I also fly SOLO with 80 Lbs in the aft Baggage to keep the CG in the proper range. Flying an "old" C model. Duck
  3. Had my local A&P put on the shoulder harness. Cost me $150 but worth it.
  4. If the 28 volt bulb is put in instead of the 14 volt it will be dim. Found wrong bulb in my mag compass when I first got it. Don’t know if that’s your problem. mike
  5. This what I RIDE!! This is what I fly!!
  6. You might also look at the article: Mooneys and Crosswinds Factory Flight Tests: Crosswind Landing Characteristics By BobKromer You can download it right here in the forum!!
  7. 13 MPH is only 11.2 knots...
  8. ForeFlight Weight and Balance

    You should be able to build a chart in foreflight like my examples. Make sure you have current weight and balance. I have my original from the factory and current to show you the difference.. Notice she got a little heavier with age...sound familiar. This is due to addition of electronics and 3 blade prop etc. Mike
  9. Fuel Sending Units

    Just paid $566 for a sender from Mooney (work done at Dugosh). They are getting scarce...usually means cost more. Good news is it fixed the problem. Thought about a rebuild but got a 3 year warranty with this one.
  10. Identify this Mooney?

  11. Like we all said..Push it up,pull it up, clean it up! This horse is dead!!!
  12. I agree with Pinerunner. We seldom do missed approaches/go arounds except for practice so it is not a well memorized procedure, however, It is definitely not an EMERGENCY just were not in a position to land so you are going for another option (hold,divert..etc) don't panic. 1. Establish positive rate of climb and keep power under control (I don't even use full power in the 737). Raise the gear when safe and YOU are ready; the plane flies fine with the gear down! That's the way I teach my instrument students from the start and by the way, my m20c with the gear down/prop full RPM is just a fast Warrior...why switch planes. 2. I seldom use flaps only gear on an ILS approach me an ILS runway that is a short field! On a non precision approach you are normally down to minimums (or should be) by VDP and you have plenty of time for flaps if required. Frankly I land/practice the C no flap a lot and IF flown on speed see very little difference in landing roll, can't speak for newer models. By the third ride my students understand what a stabilized, on speed approach is and landing is not an issue. 3. Just remember, there are techniques and there are procedures. I use techniques to make the procedures work..but not all techniques work, so find your own. My 2c worth
  13. My last student did his Commercial in my 62 C and the only comment from the DPE was raising the gear a bit to early. Student than held the nose high to gain altitude and keep the speed down to 90MPH..DPE didn't like that either. Student than challenged the DPE to try with nose low, runway no longer available and 100MPH..guess what..DPE couldn't raise the gear. DPE (never flew a Johnson Bar Before) told my student to keep doing it the way that works!!! Also, if you only have brakes on one side (like mine) make sure DPE is comfortable with that. BTW I used about 100 mph glide gear up and 110 gear down. There is also a link on the site to a POH that includes 62 models. You are also not required to raise the gear after every takeoff, you only need to demonstrate it once on the check ride!!
  14. Slowing Her Down...

    I do like in the military, if I am tooo fast before entering the pattern I execute a 360 degree turn (ask tower if required). If you keep the nose level and power back you will take the speed off. Try it at altitude and see how much you loose. I think using the flaps like a speed brake is a bad idea especially at high speeds. JMTSW
  15. More Mooney Crap for sale

    still have the cluster Gage, ill take it if you do.