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Hi. Hopefully not off topic to discuss: 1, How much is " best glide speed" with flaps + gear down 5, 8 knots less than in graph ? 2, What about the FAA preferable method to achieve "stabilised approach" does anyone of you fly that way?

To compare my M20C vs. PA 28181 vs. C172 P which I flew in the past. P.S. the stall/ spin characteristics are another site of the story. Lg, m Austria

Hi, Thanks for replay. Of course, I fly according to IAS. 70 knots are in my POH. citat: "On final trim the aircraft to fly hands-of at an approach speed of about 80 MPH (70 Knots)". Of course that is relevant bei MTOW. Flying solo I reduce approach speed by cca 5 Knots. With "GPS speed" above I wanted to tell, that there is no big difference between "True" and "Indicated" airspeed bei 70 Kias. For example with cessnas there is relevant "Instrument instrument error" bei low speeds. I am big fun of "Flying with AOA concept in my mind". Hate Instructors, who teach, that airspeed is everything. It Is not, wenn it does not correlate to Aoa I expect to it, but that is already off topic. Lg,m

Basic Math for Hi. It is very interesting thread. Do not want to bring here confusion. Suppose 70 KIAS final approach speed (GPS Speed, cca the same as KIAS) with M20C, 180 Hp carb. Engine. for 3 degree glidepath I need : 70 *( tan (3 grad)) = 70*0,0524= cca 370 fpm descent, for 6 degree glidepath: 70* (tan (6 grad)) = 740 fpm descent. Each power setting result (at current W&B- Solo, full Tank, 1G straight flight) in a correspondent reference to Horizont (Pitch), here as reference attitude indicator. What I fount, that for ANY APPROACH WITHOUT FULL FLAPS (500 fpm descent) "nose up" pitch was required (with T/O only "slightly up", ev. at horizont). Full flaps give me cca 5 grad "nose down", referenced to the attitude indicator, suppose the first white linie in attitude indicator is 5 grad down. And here begins my problem- without full flaps I do not see aiming point- is covered up with nose of my Mooney. Also I found The FAA preferred method for achieving stabilized situation (Point the nose at the aiming spot with the control wheel and adjust the airspeed with the throttle) extremely uncomfortable. My preferred method is to control descent with Power and airspeed with yoke +trim (above). With method is learned by transitionto Mooney by CFI? lg, milos

Prop was set to "High RPM", that means forward. Retrospectively, and theoretically wit Propeller aft I would be out of "red" + manifold pressure would be higher (mean the some -500 fpm power setting ). M.

Hi, The pictures are from training in October 2019. The goal was to determine "attitude" according to attitude indicator for "stabilized" (500 fpm) decent with: 1 full flapps, 2,T/O flaps, 3, without flaps (great always down) In no case was "power off", it was always trottle sufficient enough to sustain 500 fpm down. In that case RPM was always in red. Lg,m.

Lg,m

Hi, How do you do an approach without flaps? With my 1977 M20C bei approach without flaps nose of mooney always cower the end of the runway. According to attitude indicator such an "stabilised" approach is cca 5 degrees "nose up". With T/O slightly "up". Only with full flaps gives me "nose down" ( see in picture ) so that I can see "aiming point" Apropos, how many degrees is first "down linie" in the attitude indicator?

I found that somewhere in "Mapalog". Do not ask me what issue. Suppose the speeds are for C model. My problem by practise was to retracte flaps from "full" to T/O, because electric switch does not have "T/O" and "landing" position. By practice i just count to 4 (in 4 sek. motor retecte the flaps approximately from "full" to "T/O" To react with "everything forward" with full flaps+ trim full aft with "long body Mooney" Could end tragically, with "departure stall" - have read that. Lg,m

Hi, Colud someone here describe "Step by step" GO- AROUND PROCEDURES (Eventuell procedere for "balked landing") for Mooneys (vintage Models, J+Models)? Of course as a recommendation. There is no such a Procedure in Mooney operators manuals. Incorrectly performed Go around is often cause of accidents (read some "go around mooney accident reports"). P.s. sorry for my englisch. Hopefully not of topic. Lg, Milos Austria

S/Ns 20-1219 to 20-1243 should be 1977 Mooneys ( 24 delivered) :-)). 1976- 32 1978- 14 Any explanation for discrepancy in Service and maintanance manual for 1976-78 production? Just curious. Best regards, M

My is 1977 Or????

Hi Everyone, Is there any logic in Production Nr. of Mooney (M20C)? In Wikipedia I have found: M20C- Production years 1962-1978 with Production quantity 2422. In "All American Aircraft Sales" I found (1978 M20C Ranger): "One of the very last M20C. 2093 were built before this ohne, only 14 after" what does not match with the data in Wiki (2093+1+14=2108). Does anyone know how many M20C was delivered in 1977 and 1978? Mine is from 1977 and have Production Nr. 20-1230. Is it possible to find out how many were built before/after mine 1977 M20C? Thanks a lot, Milos, Austria

Unfortunately 2 new Mooney accidents in 2020. 4 dead. https://aviation-safety.net/wikibase/231914 https://aviation-safety.net/wikibase/231899

The same Sender at 77C? Should I remove the cover? With full Left Tank drop Fuel from the fuselage. thanks, milos

....Flying is the ART of batting the air down with wings of our birds where Angle of Attack is the most important principle. ART is that because not doing that right could break us our neks. ART is that, because where our FLYING WIND (relative wind) is comming from to meet the Wings of our Birds is not visible.... M

https://docs.google.com/file/d/0B0JABuFvb_G_MkpBZHJmRGo3UkU/edit Presentation Slides for the Lecture: Totally agree with you. But please, could you explain, what is incorrect there (Presentation of Holger Babinski, Dep. Engineering University of Cambridge- Journal of Phys Enducation, Vol. 38, Nov 2003) ? PPI only. lg.m.

Excellente Lecture, Despite Cameraman work worth to see. Graphics to the lecture is here: https://docs.google.com/file/d/0B0JABuFvb_G_MkpBZHJmRGo3UkU/edit Lg aus Austria. M.

Newton's third law is: For every action, there is an equal and opposite reaction. 2 tonns of air deflected with wings down = 2 tonns of aluminium up in the sky :-))))

The airplane keeps itself up by beating the air down.... NEWTON. Nice Picture.

CYA 1000 is not "true" aoa Sustem? By the way cost only $625.

I bought my CYA 1000 aoa indicator from Aircraftspruce for $625. Will be installed bei next Annual.

2Blade Hartzell proop (Hartzell HC-C2YK Hub with 1/7666-2 blade ist (in my case was) most effective bei 2500 RPM. Is there "most effective" RPM recommendation for 3 Blade McCauley Prop? Thanks,milos