PeteMc

Unlike the Flaps, my Trim has a range with a line at the top and bottom, not one specific point. So I set it to the nose up end of the range.

On of the first Mooney specific things I was taught for my 231 was to set the trim to the TOP of the takeoff range. So I didn't need as much strength to pull back once the plane picked up some speed. So it was much easier to hold back to let the plane fly off the Rwy.

Two times ago when I had a problem with mine, we just pulled out the cards and cleaned the fingers. Next time it was a servo. So until you take it in where they can actually test and inspect the components, it is all going to be a best guess based on similar failures in the past.

Call the shops. Could be with the "brain" and the signals it is sending to the servos, or it could be a servo issue.

I was never taught to YANK the aircraft off. But I was taught that sometimes you can get some suction/stiction on a wet wet grass/soft field and you'll be at flying speed, but not lifting off. So a quick smooth pop with the yoke and then getting the nose back down will break that bond a little quicker. Sure, if the field is long enough you will eventually accelerate to where you break free, but this got you in the air and then more like Don was describing, accelerating even more and then you'd start your climb.

I've landed a few times at Basin Harbor, VT (B06). But then the Runway was maintained by the Golf Course Grounds Keeper. So you did get to land basically on a fairway. I've also landed at Cavanaugh Bay, ID (66S). That Apt is also well known to me and generally in excellent condition. BUT the grass is kept fairly long and is a tougher type of grass that B06's fairway. So I had the inner gear doors removed at a shop in Spokane before I flew up there for a few days. On a side note, that Rwy is also on a slope and I don't know the elevation change, but I only landed 15 and departed 33.

Right, that's how I understood it. And for me from the normal Rotation (64) to Vx (68) would be nothing. But I can get the plane up into Ground Effect a little earlier. And it's more of a feel than it is a fixed number. But once up, I could see acceleration to Vy over a long runway without any obstacles. I haven't done the math, but my guess at Leadville I'd start the climb in the 88 KIAS range (83 @ 15K). And assuming I'm meeting all the climb requirements (again, haven't done the math), I'd rather climb at Vy with the nose down a bit more for cooling.

Did not mean to imply not enough speed, but if I'm reading the discussion correctly, Don is saying to stay in Ground Effect and keep accelerating well after you've reached and acceptable Climb Speed. But if I remember my primary training, if you're at your expected speed and you're not climbing/accelerating, then something is wrong and you set down. You did NOT keep flying down the runway hopping you'd eventually take off. Don's procedure is one for a more experienced pilot that sees what's happening and knows if continuing is a good thing or not. Also, as he pointed out (or someone did) that in a Mooney you'd be right above the Rwy, so not something you just decide to do one day.

Yes, but in primary training it is beat into a lot of students that Ground Effect is a bad thing. So they are primed to make sure they can climb OUT of Ground Effect before they run out of runway. FAA Airplane Flying Handbook: ...Under conditions of high density altitude, high temperature, and/or maximum gross weight, the airplane may be able to lift off but will be unable to climb out of ground effect...

Ya got me!!! And I'll through in a little extra jog to get Utah off my list, just because!!!!

I've never had a problem with Garmin Aviation DB Mgr, but I'm on a PC. I've heard of people having issues on both the PC and MAC, and the fix seems to be to just download an reinstall GADM again. You don't need to uninstall, just download the latest (even if it's the same version) and reinstall.

MAPA may not be active but the Mooney Safety Foundation certainly is still around. There's a "Contact" both at the top right and bottom center of their Website. Shoot them a note and see if they'll sell you the manual at a greatly discounted price since you can't go to any of the PPPs. As for going... I couldn't make it to Santa Maria last spring, but hope to make it to Burlington, VT in September (though there may be some scheduling issues that may mess that one up too ). https://www.mooneysafety.com/proficiency-programs/

Did you recently add a new device? That may be why you haven't seen the Sync option before. As for using it, yes, I've used the Sync option since I did my panel a few years ago. I just need one SD Card for my GTN, GNC and GI275 (though I usually create a couple of them in case I get to the plane and find there's a problem with one of the SD Cards). The only thing you cannot sync is the Terrain database, but then updates for that are pretty rare (last one was Aug. 2020). If there is a Terran update, Garmin recommends creating an SD Card/USB drive for each device using the Standard Update option. And to only check the Terrain update and do it separately from all other updates. This may change with various Software updates, but at the moment this is how they recommend doing a Terrain update.

I did a fair amount of formation flying years ago when a friend was working on an article. Never had a problem with my veneer throttle in my K and I think the J also had one. If you join correctly you should be in that range of minor tweaks. Now if you join rapidly, like a military jet.... Well all bets are off and I won't be doing any formation flying with you in my non military plane and non military training.

HA! Not Google skills... All too often when looking at that site I'll be scratching my head "what does that mean again???..." So I'm well versed with finding the Legend!

Yes, the little red waves are low-level wind shear. Remember those are not FF's charts so for the Legend you need to go to NOAA/Aviation Wx. You can see the Legend here: https://aviationweather.gov/gfa/help/#symbols

No, there are different positions for the fuel selector. My K (231) has it where the Pipers had it, in the center. So not only are there no obstruction and either pilot can switch tanks, I can also look down and see it clearly. A friend's F (212 Trophy) has the fuel selector is under his legs. So he has one of the PVC pipes to make it easier to reach. ADDED: *Some* Pipers.... Just remembered all the selectors on the side panel. (Oops!)

ForeFlight already has Takeoff Performance. If your plane is not in there, then send them the POH info and they should add it. (I think it takes a while, but have heard they will eventually get it done.)

I'd send whomever resealed your tanks the bill for the Amazon borescope!!!

Really hard to say while we're all sitting here at our desks... But if it worked before, it sounds like the installation was done correctly, so it's on to trouble shooting. There are really only a few things you can check, so it sounds like a trip to the Avionics Shop is in your future. But a few things you can do CAREFULLY are: 1) Check to make sure the connectors on the back of the Audio Panel and the Radio are pushed in all the way. ("Is it plugged in???" was my mantra every time one of my staff came to me with an issue. Frequently there was a loose connector or some other issue with the cables or adapters they had run.) 2) Do you have two Comms as @PT20J asked? Do they have the same issue or does the other one work? If the other one works and they are the same Make/Model, swap them and see if the problem is the #1 Comm position or it is the #1 Radio. 3) If you know someone with the same Make/Model Comm as you, maybe they'll let you slide their radio in your plane and see if you still have the problem. That also will tell you if it is the radio or something else (Comm Panel, bad wire(s), bad connector, etc.). NOTE: One down side of this is if there is a short or some other issue that damaged your radio, it may damage theirs when you do the test. Unlikely, but still a possibility. Beyond that it's just best to take it to the shop where they can quickly bench test the Radio and the Audio Panel and see if they are working properly.

By any chance did the owner pass and the family is just selling the plane? And they ended up on the auction site not knowing any dealers. That *might* be one reason for the low price.

If it is a busy airport, my guess is that he may even make a profit even if he moved after only a few years. Just heard that a T hanger at SFF sold for $240K! If that's true... Ouch! (But then it just helped my investment.)

I'd actually expect Mooneyspace to come up as #1 or #2 on everyone's search that is already here. You need to find a computer that hasn't been here or any other Mooney sites and see how the list comes up.

I found other flights into TTD. The last one I see was from June 14th.

I don't know any of the engine gurus that say to reduce power or lean in the climb UNLESS there are cooling issues. John Deakin pretty much proved that you want full power up to your intended altitude and then for a few minutes to accelerate to your cruise speed. The increased climb speed actually decreased the wear on the engine by reducing the time to altitude. I guess I need to also say this is for the Turbo, which I think the discussion is about. In a Non Turbo you should consider leaning A LITTLE to maintain climb power once you're in the higher altitudes. But you need to really watch the temps.