AJ88V

1970 C models were built with fixed cowl flaps, but I added them as a mod maybe 15 years ago. Before taking to the air again after a very long hiatus from flying, I've been developing checklists from scratch as a learning exercise. One area I'm fuzzy on is operating the cowl flaps. Reading other folks checklists and a 1966 M20E model Operating Manual, it looks like Startup, Taxi, Runup, Takeoff, Climbout OPEN Cruise CLOSED (or as needed) Landing CLOSED Post Landing OPEN My recollection is that I was leaving cowl flaps closed through touchdown and only opening as part of my after landing checklist before taxi. But maybe it makes more sense to open cowl flaps on Downwind (or Base or Final)? In event of Go-Around, the cowl flaps are already open, so no need to worry about that at a high workload moment. The engine should be well out of risk for shock cooling by the time you've descended and entered the pattern. Power has been low for awhile and you're already slowed down. Opening cowl flaps on downwind leaves one less thing to do when maneuvering on base or entering final, or distracting from landing the plane on final. Your thoughts? [over]

This is for Sabremech's cowling? (sorry, pretty new here, so not sure what everybody has on their planes) I see it's on a M20C model. Would you be willing to share the paperwork that went with this? The open baffles look tons simpler to maintain and work with. Even better if it cools better (and my 1970 C doesn't cool as well as I'd like, especially in climb, even modified with adjustable cowl flaps).

I have thought of doing this as well. Opens up the engine cowl and shifts the CG rearward. Also gets the battery out of the hot area next to the engine and makes it really easy to install a jumpstart plug. Moving the CG rearward is a benefit in the short-bodied planes about 97% of the time, but I have flown the plane full seats (kids in rear) and luggage, and moving the battery back might be a real problem for that.

(Since no one else mentioned it…) Don’t forget to pop the cabin door open. Suggest doing that earlier rather than later, especially if solo. Don’t want to be bobbling the plane around to reach over when you’re slow and close to the ground. if you’ve never flown with the door open, don’t worry. There’s so much wind force on it in flight that you couldn’t open it if you wanted to.

Wow. Just bought the aircraft from the previous owner. Roughly 100 mile flight? Wonder what the condition was when he flew it? Ferry flight? Glad for the successful off-field landing, but feel bad for the new owner.

Poking around about the whole 'open doghouse' subject, I found this pic in case folks don't know what I'm referring to: https://mooneyspace.com/uploads/monthly_2018_10/1B96E978-A3C8-4AD1-90C2-72804C9624E8.jpeg.77cfea65df342064965fb8e9e3392f90.jpeg I was unable to find such a doghouse on an M20C model. Maybe another subject to take up with my mech next month. He services mostly antique aircraft and is pretty ready to develop alterations and file paperwork. Suspect this mod would be 'major' though, since it wasn't installed ever on a C model from the factory.

Great pic. Thanks. Guess it's all my ignition wires (was writing from memory) Yep, that's what mine look like too, maybe a little tighter bend. Will talk to my mechanic about it at annual next month, but there doesn't seem to be any room to shift the battery box position (again, from memory).

Since I started a thread about the doghouse.... One of my ignition wires (pilots side) exits the back of the doghouse and makes a very sharp bend to go around the battery box (1970 M20C). Never had a problem with it (misfire, failure, radio noise...) in 10+ years, but it just seems wrong. I don't see a way to reroute it so it has a gentler arc. Anybody else have this issue? Any solution?

Point well taken, Ross. Perhaps 'out-of-trim' was sloppy language on my part. I do know that I have to firmly hold the yoke forward to maintain pitch, then rapidly roll in trim to take off the pressure and let the plane accelerate for cruise climb. But what you wrote is technically correct. - Cheers, AJ

It's been many many years since I called them, but Brittain used to have a box to integrate with a GPS (handheld or panel mount) to fly tracks. Not a real autopilot in any sense but something I'm thinking about as an inexpensive way to reduce workload. FWIW, to disconnect the Brittain wing leveller, just pull the button on the yoke half way out, viola! On the other hand, I got pretty automatic pressing it with my thump during maneuvers.

Splendid suggestion. I've always wondered what it should be according to spec. And 88V goes into annual next month, so this time I'll finally check it. I've also wondered if Mooney intentionally selected a nose heavy trim setting so that you didn't have such a dramatic out-of-trim situation when retracting flaps on climb-out?

When I was shopping, I saw an E model that had the doghouse reconfigured so that the top was removed and rubber seals extended to the underside of the cowling. Owner/A&P had done it and it looked a lot less complicated than my enclosed doghouse. Anybody know about this mod?

My 1970C was set the same way, although I usually had 'pulled' the plane off the ground before the wheelbarrowing you describe happened. Even with the plane at max gross and near rear CG needed a healthy tug if set to the indicator. As others have said, you can either set the indicator off the mark, or you can adjust the indicator to read someplace more to your liking. Unscrew the plastic cover and the little white plastic block just slides on the cable. Not that I would ever suggest you reset it.

Thanks to both of you for your 'congrats' and your thoughts on this subject. A few months ago I read that the AOPA was petitioning the FAA to allow Senior AMEs to grant a waiver on the spot, THEN the paperwork gets submitted and the FAA has x-number of months (90 days?) to either concur with the waiver or deny the petition. This sounds like a vastly better process than the current one. It would let someone who has actually seen the applicant in person make a determination. Of course, that also puts the liability onto the AME making the waiver, at least initially until the FAA has final say. In defense of the system and the FAA employees who "move at the speed of Government", I imagine that they are diligent and well meaning. I'm a Government scientist and find just about everybody I deal with - from all parts of the Government - are dedicated and (reasonably) hard working. But we have rules for everything. It's just that so much of the system is set up to not get the Government sued, because that's the society we have become. That's not the only reason that everything moves at the speed of molasses. We worry about Congressional inquiries and a million other things, but keeping the Government on the safe side of the law is the biggest reason I can think of for things working so d@mned slowly. It's definitely that more than worrying about your job, but getting raked over the coals for a mistake is no fun either. As for a pilot-physician serving as an AME, well, I think it would be a fine service indeed. You would 'get it' and it would be a great way for a GP-type to talk about aviation in the normal course of work! Thanks again! - AJ

Great answer, Don, and I remembered your name the second I saw it. Obviously the Mooney is not a snap-stall monster or there'd be a lot fewer of us left to fly them. That said, I do recall that my C model is more difficult to balance perfectly than the other aircraft I mentioned, but recovery has never been a problem. Will try out your methods, since this is one area of flying I do want to perfect when finally get airborne again. Thanks, and nice to see you again. - AJ

Hah! Really enjoyed falling leaf in a Super Decathalon. Def would not try that in a Mooney.

So I'm not the only one. Definitely less than 15* bank (from recollection) in power on stall in my bird. Was just watching these videos of aggressive stalls and people keeping wings nice and level with nary a wing drop, and recalling I never got that good in my Mooney, but had in other planes. My plane's stall characteristics are not at all worrisome, but my recollection was I always got a wing drop. My 1970 C model has wing root fairings which may also keep the inner wing from stalling as early, but I don't recall much change in stall characteristics after installing them. The root fairings did make landings easier, but that could just be more experience.

Hi Folks - New to this forum, but long time Mooney owner (1970 C, "April"), and, long hiatus from flying - full introduction posted on the General Mooney discussion if you're curious. I'm about to launch back into flying. April is scheduled for annual early next month. In the meantime, I've been studying up and watching a lot of great videos to refresh my memory before doing a BFR. Stalls don't scare me (10+ hours aerobatic training - highly recommended!), but my question is about coordination with rudder. Specifically, if you're not coordinated, the wing will snap to one side or another. My recollection is that this was pretty easy to control (as in no snap) in something like a C152 (most of my training days) or a Cherokee 180, but my Mooney always seemed to drop more than those planes, especially for an aggressive power on stall. Not like it's hard to recover or anything close to entering a spin, just that I pretty much always got some decently strong wing drop compared to the other planes. That's only my recollection since I haven't done a hard stall in a few years (not flying! :(). My plane is an easy hands-off flyer and easy to trim up in a long flight, so I'm sure she's rigged properly. So maybe it's the nature of smooth laminar-flow wings entering a stall, maybe the rudder/aileron interconnect, or just crappy pilot technique. Yeah, I know what the answer is with that setup, but.... What's your experience? [over]

This was really helpful, Don. I think I misspoke -probably have a valid Class 2 med (not a Class 1), which reverts to a Class 3 automatically. Can't check since I don't have the paperwork handy. Apologies to forum readers since this conversation is going way off base of General Mooney talk, but I also think once you start a thread, you run with it. Another great link on medical stuff is here: https://www.aopa.org/go-fly/medical-resources/airman-medical-certification My condition is early stage glaucoma with (thankfully) very slight vision loss. This is NOT in the list of disqualifying conditions (and I easily pass the vision tests), but does require a Waiver. I did have another 'suspected' DISQUALIFYING condition that I believe was covid-induced, and reported a medication on my medical application. Having two conditions to get tested for, both by specialists, in a 90 day window + the messed-up post covid medical mess made all this much harder. BUT! It seems the FAA Medical decided the 'disqualifying' issue was not real (true dat! amen) and the waiver issued is only for the vision. From the AOPA link above: A special issuance is different from a waiver or Statement of Demonstrated Ability (SODA). Waivers are issued for static defects that are not likely to change. Useful vision in only one eye (monocular vision) is one condition for which a medical flight test might be used. There are several hundred pilots flying with monocular vision waivers. Upper or lower limb amputees can also qualify for a SODA with a flight test. Medical flight tests are sometimes conducted to demonstrate that an applicant can safely operate the aircraft. The waiver becomes part of your medical certificate and shows that, although you don't necessarily meet the minimum standards to hold a medical certificate, you have satisfied the FAA that you can safely exercise the privileges of the certificate(s) you hold. So my waiver says 5 years. I don't think I have anything else that would be an issue, so getting a regular Class 2 or 3 shouldn't be a problem. On the other hand , it seems that IF you have a valid Med Certificate (I do) with a Special Issuance, you can switch over to Basic Med before your medical expires. Does this also apply to Waivers? I need to dig through a couple saved AOPA Pilot mags to find the article since I haven't found this exact thing described elsewhere so explicitly. My IA A&P told me I was stupid to report the medications. I might not have had I known the morass it lead to, but I was sort of panicked trying to get a medical and a BFR to move a plane that needed a ferry permit + permit inspection so I could fly it from an airport closing forever in 30 days, on top of approaching winter weather and working a full time job! So, yeah, dumb chit for reporting the medications! Fortunately, it all has worked out (and I got another motorcycle I don't really need! LOL). And, finally, IF you ever do find yourself with a disqualifying or concerning medical condition, work with your AME. Mine was instrumental in helping me prepare the package of information sent to the FAA. It was 100% worth paying for an extra doctors visit to get help with my application. - Clear skies, AJ

Thanks, Matt! Keeping "April" (88V) through the divorce was quite an accomplishment, but aviation was a big part of my retirement plan - as in move to someplace cheaper than northern Virginia where I could get a hangar, start upgrading the panel, fly around the country. Then this medical issue put the kibosh on those plans. Super excited about getting airborne again and dreaming about long cross-countries that a Mooney is built for!

Thanks for the note, Paul! Yep, probably has been 15 years. I think Mooney-Tech is still coming to one of my email accounts, but I only scan (since I haven't been flying). It looks like Mooneyspace has become the new list server!

Hey, thanks for your replies. I read in the AOPA mag that once you have a waiver, you can go to basic med and not have to do a full AME medical. Thanks for bringing it up, as I've been thinking about it. I applied for Class II. Used to apply for Class I but I'm 65 and thought it better to just switch to II. The Waiver letter says I'm good for whatever I applied for, but cannot go higher, so I guess I'm at Class II for life (if I'm lucky!). I always looked at going to my AME (who I've known for 20 years) as just another set of eyes on target, and the waiver lets him pass on the med issue for the waiver. The waiver is 5 years from issuance until I have to repeat tests. In the meantime, what would be the advantage of going to Basic Med? Thanks, AJ

(Re)introductory post here. I used to be an active pilot and active on the original Mooney email board, so some may remember me - as I've recognized more than a few old friends just in 20 minutes of glancing through this forum. Anyway, was based in Chandler AZ, 1970 M20C N9459V, moved to DC area, had her repainted as N7788V. My flying was tapering off, but the final blows were covid hit, I went through a divorce right in the middle of the lockdowns, plane fell out of annual and I refused to use the mechanic on my home field (good work, way too expensive), then ADS-B mandatory, and 88V sat in a hangar all lonesome. Was getting a bit 'out of sight, out of mind' when I got notice that my decrepit DC3 airport was closing forever and I had 30 days to move the plane. Pandemonium at Hyde Field. Started to get ferry permit in motion when I failed my medical! Crap. Now I needed a Mooney-rated ferry pilot, with DC3 FRZ privileges, and good weather all at once. Umm, let's just say the plane got moved, got a fresh annual, and got ADS-B compliant. I started working on the FAA med waiver, but the entire medical system was still jacked up coming out of covid. Keeping this too long story a little shorter, I got all the tests and reports, sent in everything to the FAA, rejected, more tests requested, another medical, a bigger package to the FAA, and then.... nothing. Calls every week, "In process", then calls every two weeks, then three, then six, then.... Here's the Murphy's Law part... I was planning some major panel upgrades to go with returning to aviation, but the medical waiver just wasn't coming through. So I got a hankering for a new motorcycle and started looking. I didn't need a new MC, but the local dealer made me a terrific offer on just the bike I wanted. So I figured that IF I bought the motorcycle, Murphy's Law would kick in and I'd get the medical waiver. I started calling Oklahoma again, "In process". Then I got someone who actually read my application and asked specific questions. Then calls the next week said "They have your application", and back the old pattern. Sighhh. At least I had a new motorcycle to ride. Last week I got an official letter in my mailbox. "We are pleased to inform you"...!!!!!! It's a 5 year waiver, but I'm almost due for another medical. LOL 88V is scheduled for annual early next month. I'm taking vacation to do my first owner-assist in 20+ years. Devouring aviation stuff on the internet. Holy crap the online education on YouTube is good. (really recommend The Finer Points). Glad that most of it is familiar, but watching the vids is upping my confidence. Bought an iPad mini 6, learning ForeFlight. Think I'll run down to the airport and reinstall her battery this weekend. Might do a high speed taxi if things aren't busy. That's for now. Lots of things have changed in aviation (if not old Mooneys), so I expect to be coming here with stupid questions. Thanks for reading. - Clear skies and tailwinds. AJ. 88V, KCJR

Time to chime in just to say thanks for everybody's replies. I'm a little surprised that all appear to be recommending Garmin and nothing else, and new Garmin and nothing used. Are the new models that much better? Is there nothing to be saved buying an older GPS/Comm unit? You've triggered a lot of reading on my part. Things have changed a lot. There's no urgency since I'm focussed on just getting me current and getting 88V back up in the air, maybe throw in some aerobatic flight (not in a Mooney ) to overcome any jitters that may have developed while I've been grounded. FWIW, I already bought some ADS-B Out solution my A&P recommended. Not sure of the unit. It's paid for and been sitting on their shelf for awhile. Please continue to contribute your ideas. I really appreciate it!

Hi folks - I own a 1970 C model, but dropped off the aviation planet for the past 5 years and wanting to get back in the air. Plan to get my BFR soon and make a ferry flight for a fresh annual and ADS-B out installation (was scheduled when covid hit). Want to upgrade the panel from it's original 6 pack and could swing $20K. I know full well that's not enough for what I want. Current panel is basic bare-bones IFR circa 1970. I am not instrument rated, but would like this update to set her up for light IFR and get my ticket in her. Pretty much everything works in the current panel. Pair of KX155s, KI-208 and KI-209 VORs, KMA-24 audio, PS Eng Intercom, switchable engine monitor, working flight instruments. Have always liked the way Garmin stuff worked, but it looks like Dynon is cheaper to install and maintain with updates. Used gear might be acceptable. So would an iPod panel dock non-certified portion. Shop advice would also be appreciated. Work would be done in the mid-Atlantic area, maybe as far west as Ohio or south to Florida ok. So much has changed in the last 5 years! $20K is not enough, but what would you do? I'm all ears. Thanks for your advice!