luv737s

No right answer, I counted 9 different models so far in this post. Apples do not equal oranges!!! You need to test YOUR plane at the normal weights and configurations that you normally fly to come up with ballpark figures. Make up your own performance charts and you will soon come up with some common numbers. Ill bet if I were buying your plane and you were demoing the pattern, even the VFR pilots would be quick to show some MP/rpm settings they routinely use!!

I used the word computing...of course this is done in the air while flying the plane.

I have all my instrument students compute the numbers for this chart before starting any further training. Makes everything go smoother. 6 Configurations for plane.pdf

USAF 1971-1997

I use very little pressure just enough to get some residual oil out. If you thought I am blasting 100PSI in there, sorry.

Nope, goes straight to the drain.

Before you take off the filter, put a small hole in the top. I use compressed air in the hole and it blows almost all the residual oil out of the filter and into the quick drain. Very little oil remaining when you spin off the filter. Trick taught to me by old mooney mechanic.

Enjoy

I have included the W&B from my mooney out of the factory (yes I have all the original documents) and the current W&B redone about 2 years ago. Partner wondered why I carry 80 LBS of ballast when I fly SOLO. I think every plane is unique and should be checked above the factory norm. Mike CG.pdf

When I first started flying my 1962 C model I noticed the nose was heavy and I started using more nose up trim. I also noted the plane was 120 pounds heavier than the factory model (1962). Trim in those days was based on two bladed prop and the panel was naked. I have a full panel now and a three bladed prop...guess where all the weight is??? I think over the past 52 years the trim may change from factory settings and the original trim settings may not be as accurate My choice was to take off with the trim set and pull harder or add more nose up trim. Just my observation on my plane.

Just my 2 Cents worth...many of my students leave the gear down for pattern work, plane doesn't care and there is plenty of power even in my C. Of course I am not flying out of Leadville Colorado in the summer!!, but in most cases if you forget or can't get the gear up, first climb to a safe altitude, than slooow down (80), and than retract the gear. I think wrestling with the gear at low altitude is a set up for an accident. Mike

So far I am very happy. All radios working 100%. Took a while for one radio because parts are getting hard to find. Found this repair station from a similar post on our website. Price was very reasonable. mike

Decided to get my MK12Ds re-calibrated including my spare, but have an extra radio now. Selling a MK12D TSO NO glide slope for $600. Just yellow tagged from Aircraft and Avionics in PA who tweaked my other Narco. I think this is a fair price even without the GS, but open to suggestions.

Russell helped me (free of charge) resurrect my Mooney and All of us will miss his expertise and friendship. Here is an email I received from his niece. Just passing this along to any Mooney owners who knew Russell and would like to help out. Due to the sudden passing of Russell Stallings on September 1, Southwest Texas Aviation has temporarily suspended operations until the company can reorganize. Russell’s death occurred exactly one month after his daughter, Summer Stallings, was involved in a life threatening motorcycle accident in San Marcos, Texas. Despite wearing a helmet, Summer suffered significant injuries: her nose and eye socket were crushed and her skull fractured, which required total facial reconstruction and a metal plate in her forehead. Summer currently has an open wound on her leg which is healing slowly with the aid of a vacuum machine. Despite insurance, Summer already faces very high medical bills from her accident. Unfortunately, Russell was uninsured and leaves behind massive medical bills associated with his Careflight, ICU stay, and emergency surgeries attempting to save his life. A fund has been set up to help cover some of Summer and Russell’s medical bills and to help Summer with her future medical care as she continues to heal. Any amount, large or small that you can contribute, is very much appreciated. Click this link to make a contribution: https://www.gofundme.com/russellandsummer If you are unable to help with a donation, please help Russell’s two children by spreading the word. Sharing the following link can have just as much impact: https://www.gofundme.com/russellandsummer With regards to current business operations: SWTA has suspended business temporarily but the business has not closed No new maintenance work is being taken at this time Limited parts orders are being taken, no STC kit orders at this time All aircraft currently at SWTA for maintenance will be completed or the owners will be given the option to pick up their aircraft and take them elsewhere SWTA is attempting to fill all existing parts orders. There may be a slight delay while the company reorganizes. Customers that wish to cancel existing orders are asked to please call and leave a message that they wish to have their order canceled to help expedite other orders being filled. If you have placed an order and still not received it, please contact Ray or Gloria at 512-353-3455. PLEASE REFRAIN FROM OFFERING CONDOLENCES BY PHONE AND INSTEAD SEND THEM TO ESTATERUSSELL@GMAIL.COM. WE KNOW RUSSELL WOULD HAVE APPRECIATED YOU CALLING BUT WE NEED TO KEEP THE PHONE LINES OPEN FOR ORDER INQUIRIES ONLY. Russell was passionate about his business and probably knew more about the Cirrus, Diamond, and Mooney lines of aircraft than any other single person walking the face of this Earth today. His loss, while very personal to our family, is a bigger loss to the General Aviation community. Thank you and God Bless, Susan Stallings (Russell’s niece)

Not hard to fly, but a bit different from higher wing airplanes. Recommend you find a Mooney CFI or experienced Mooney pilot to show you the ropes. Bought my Mooney 10 months ago (1962 C model with Johnson Bar) and put about 50 hours on it with no issues. Cockpit is small and hardest discion I make is where to put my IPAD!!! Fun airplane to fly and FAST.

I not only got a better taxi ride and slightly smoother landings, those pucks are the only stress reducers for our wing tanks and might help prevent a leaky tank.

did you sell your tug?

SOLD

As a new mooney owner I have learned a lot from the forums. Thanks for what you do and contribution on its way.

ill come get it if sale doesn't work out

Great question, I have asked Foreflight to explain the "M" . It is also possible to show "T" on the compass which means what????? I find less than a degree difference between my Bouncing Whiskey compass and the foreflight compass in flight. Flying a 52 year old airplane with a state of the art vacuum system!! and a non-slaved DG!!...How accurate do you think I am anyway? I think the key is to compare the foreflight heading to the WC on the ground and in steady flight to verify for yourself.

Picture of seatbelts from my 1962 M20C Notice one lap belt missing, can't figure out where it went in the move!! 1 complete, one pair without lapbelt. Talked to Paula at Alpha Aviation and she is looking for a shoulder harness.

I watch my mag compass bounce all over the place than I switch my foreflight on and Read the mag heading...no bouncing or fluid required!!!

These are the buckle type with fixed harness just like ALPHA sells them: http://www.alphaaviation.com/Belts.html No STC required on models A-G and some J's. No airbags either!!