pilot_jb

Wow! This thread really took off. Thank you for all of the comments. Seems to me that the consensus is to allow more time. I'll get out there and practice at altitude to get a better feel for the time and method required to pull the reins. Something that had not occurred to me until reading through all of this is dumping the flaps on takeoff. Typically, I don't get rid of the flaps until 500AGL. I'm going to have to also be careful about my airspeed at climb until they're gone as well.

No worries. I asked the question expecting a certain amount of criticism. I also asked, because I know that deploying flaps prior to Vfe is a no-no. Now I have something to work on the next time I go up.

I was working with a 1000+ hour M20F driver and CFI who used this method when he owned his plane...1-1.5 pumps on approach. However, I have always flown to make sure I am indicating 5 mph/knots less than published speeds before using any flaps. I was taught that Vfe is the speed at which any, or all flaps can be deployed...and none prior to. The difference between "the maximum speed at which flaps can be deployed, and the speed at which maximum flaps can be deployed. Believe it, or not, I've heard both sides of the argument. I would like to fly this plane using the same method I was taught. I'm not a fan of arriving at pattern altitude prior to it being necessary. I like to keep as much altitude as possible for as long as is practical, and normally fly over the top at 500 above when over the top. I understand that standard practice may not be possible in the Mooney. So far, with the time and distance I've been using from the airport 15" or less has been absolutely necessary. It would be nice to not have to reduce power to less than 15" just to keep the gear warning from bitching. But, even at 15" it's been very difficult to get down to 120MIAS. I am a member of MAPA, but see very little resources that are available from the association outside of the magazine. MooneySpace seems like the most knowledgeable resource. I would love to attend a PPP weekend.

I have almost 10 hours in my new-to-me 1967 M20F. So far, I have found the transition to the Mooney to be a delight and somewhat easy. Although my previous airplane was a 1948 Cessna 140, I am versed in flying Diamond DA-20s and DA-40's and regularly fly an RV-6A built and owned by a friend of mine. Flying the Mooney, especially in the pattern and landing is much like flying a heavy version of the RV-6A, so I've been quite comfortable so far. Also much like the RV-6A, you have to plan ahead for slowing down. This is probably more so the case in my Mooney. My question is what are your procedures for doing so. I am developed a procedure, but in involves using a pump and a half of "approach" flaps at approximately 130-135IAS. Doing so brings me right to the gear speed of 120IAS, but I don't typically like using any flaps above the maximum flap operating speed. Your procedures to get to gear speed in detail would be greatly appreciated. Thanks!

I have a bunch of time in an RV-6A, and a bit in the Diamond 20 and 40, so the transition has been a piece of cake so far.

“Cessna 140”.

By the way, we have breakfast at the 45G clubhouse every Saturday morning. We typically gather at 8:30, and the food is served at 9:00 sharp. I won’t be there this Saturday, because I’m traveling for work, but I am typically there every week without fail. All are welcome, so if anyone feels like getting some early morning cross country we’d be glad to see you.

I can’t wait to start participating in Young Eagle flights! I was never comfortable giving rides in the 140 due to the low gross weight.

I’m working on meeting the insurance requirement at the moment; one more flight with my CFI, and then 5 solo and I’m good to go. I’m definitely thinking about Sun ‘N Fun ‘18 though.

That little taildragger was the best form of stress relief I've found. I loved being able to leave the office after a hectic day and putz around. Flying low and slow...everything else just melts away. But, my mission has changed considerably. It's become very important to me to finish my ratings and make regular trips top the Nashville area. It was a REALLY sad day when my 140 flew away under the control of her new caretaker, but I already LOVE flying the Mooney.

Oakland Southwest is right down the street from my office, which is near Old Wixom and Pontiac Trail. Hell, there may still be a flyer hanging in the FBO from when I was trying to sell my Cessna.

I'm based at 45G. the pictures are from breakfast at KOEB on Sunday.

Thanks! She'll need paint in a few years. I love the panel...

...and I loved it! However, I have a wife and two young adults in my family, and decided it was time to upgrade to a platform that would allow me to include them in my passion more regularly. So, I bought a 1967 M20F! I intend to fly the hell out of her while I finish my Instrument, Commercial, and CFI ratings, and travelling more often with them. It's going to be another beautiful, hot, day here in MI, so I'm going up with my CFI for the third time today to work on satisfying the insurance requirement. My hope is to be able to start working on the required solo hours after todays flight. Anyway, I've been watching the board for a few weeks. Seems like a pretty great group of owners and enthusiasts. I'm proud to be part of the club. JB

I've tried to use my iPad from my leg and just don't care for it much.

I REALLY like the sun visor solution! I'm in the process of purchasing a M20F. I currently fly a Cessna 140, so I'm quite used to using ForeFlight on my phone. I sat in the Mooney last night with hopes that my ipad Pro 9.6 would work well in the new cockpit, but it looks like I'm going to have to buy a mini.