AIREMATT

That’s a much nicer chart than for the 60’s C and E models. Our 80MIAS Vx as listed in Owners manual is about 1.25 Vs1 and a Vx+5 is about 1.3 Vs1. CAR3 Climb detail seems to be a worst case minimum requirement not calculated optimum requirement. It allows for gear retracted but is still with takeoff flaps— maybe in case they don’t come up. It only requires a minimum climb of 1:12 (500’ per mile) in that configuration. That may not be the optimum climb configuration or performance depending on angle or rate. The balked landing performance seems similar in that the minimum required is gear down/flaps landing configuration. It isn’t optimum (1:30) or desired configuration but worst case, you can still go up.

How about takeoff at 1.3 Vs1 vs. Vx+5. Does that mean the Perf data should be reflected at Vx+5 as the target speed? And we can infer that it is safe to fly at that speed based on CAR3 certification?

Believe the 400 s Nav system only. Need a 430 to get Comm too.

Are they standard rate turn indexes based on TAS since he has Oat? I don’t have the OAT probe yet.

Can you still find $1Million CSL??

Just removed my standby vac system as PCS is the only thing left vacuum powered. Need a new tube where the saddle clamp penetrated it but didn’t take much else and only changed about .75 pounds total wt. It did Eliminate the repetitive AD on the testing of it at Annual too.

Have very similar set up. Wondering what the green triangles at 20 degree bank marks are for on AI. Don’t have them on mine. Thanks!!

My C used 1 1/4” Orange SCAT tube to repair that line. Looks like the same size, but not sure on the J. We re-did a both lines and had 7’ for them both. Just measure what you have and buy it by the foot with a little extra. It’s flexible new, not hard like the aged black tubing.

Why does a new battery need to be charged every few days? Is there something drawing current yet when it is shut down or just being drained that fast during landing and taxi in?

@M20 Ogler Just go up and fly the plane for a few minutes. set the throttle to 12” MP and mark the throttle knob/lever with a sharpie. Land and set the throttle to your marked positIon. Adjust the warning switch behind the panel under the throttle cable to that location and tighten it down. Should go off at 12” for you now.

Not sure if it’s OEM or not but this is along the bottom of pilot side switch row on my 67C.

I guess mine is different. It’s a 67 built in 12/1966 but it looks like different plumbing hookups. I only see Red and Green, no white tube. Not even sure I have the rudder servo plumbing. Haven’t found it yet anyway…

I have a 67C that looks about the same. I’ll see if I can get under there with my camera Tuesday or Wednesday and get a couple pix to compare for you. Dan

The appropriate missed approach is authorized during this scenario and allows the pilot to take whatever action necessary to ensure obstacle clearance. A good plan is to utilize the engine out (EO) procedure for that runway during a missed approach after the MAP below the published DA/DH or MDA. The EO procedure will provide obstacle clearance; however, these procedures can be complicated and should be reviewed in advance. Engine out procedures are developed for and specific to the air carrier or operator and a specific runway, not airport. They are required by reg’s to ensure terrain clearance in the event of an engine failure on takeoff or a missed approach/rejected landing with an engine failure due to the reduced climb performance. The air carrier regulations require them. Performance engineering must determine the max landing weight for expected conditions to ensure climb gradients for the engine out procedure are met and also for all engines operating normally. The engine out Proc. allows a higher landing weight than the published missed might with an engine failure due to terrain as it uses a different route or procedure. The closest thing to EO Proc. in GA planes is an ODP if published. Hope that makes more sense. Dan

They can be Company specific for Part 121/135 carriers or multiple approaches (-Z, -Y, -X) of the same type (ILS 12-Z) with climb performance requirements to use the lower minimums or (ILS12-Y) using higher minimums and a different missed approach procedure.

Engine out procedure for multi-engine aircraft due to lack of climb performance.

Jimmy, Shot you another email. Last one must be in internet limbo. Interested in the M20C guide please. Thanks, Dan

That’s exactly how we did my C a few years back after some work on it. Simple to do and no chance of bungling something while flying at the same time. Dan

This is for 1966-1968 F model if that matches your F.

One important caveat to the max crosswind you’d land with is which Mooney model you are in. The short body like my 67C has less rudder with it not extending below the horizontal stabilizer. That reduces the rudder size and with a short body also the arm to the rudder. If you want someone else’s limits and procedures from their practices make sure you account for the differences in models if it isn’t the same model as you are flying. Otherwise it is apples and oranges…

Maybe more of an electrical issue than just your lights.

You guys should compare coverages too, not just premiums. Limits and total coverages vary the premiums quite a bit if you don’t have the same coverages…

Do you have a Standby Vacuum system installed? I just removed mine with the dual G5 upgrade but had a problem after some work in my avionics compartment. The tube was knocked of the standby vac. fitting and was an easy repair once found in front of the pilot side just forward of the fire wall under the avionics access cover. The clamp was loose so it was easily bumped off. I have all the removed parts from the Precise flight standby system in a box yet too. I assume the low vac warning light works right? Maybe that would be the first place to look behind if it works and isn’t showing low vacuum. Can’t remember where in the system it’s plumbed in relative to the DG & A/I.

Try tapping under the gauge cluster when it is doing it if you have the 6 gauge cluster at the bottom of the panel (like my C does) and see if that corrects it. Might be a connection on the gauge cluster too. Don’t ask me how I know.

Doesn’t it download the SD card data to the unit when you do a database update? Until then it is on the card only and not used until you do an update of the Navdata.