GeeBee

500' Verbalize desired state check in addition to your checklist. "Gear down, flaps down, speed brakes down, on speed, on path" Just like the airlines verbalize, "1000 feet, Gear down, cleared to land". No matter how far or how weird the pattern at some point, you will be a 500'

Not a problem to control if trimmed up for landing in the event of a go-around. You have to "grunt" a bit however it is controllable.. The real issue is being ready for it vs. being surprised. When you are surprised it is less controllable and that is what I aim for, no surprises.

Just some black paint and masking tape. Brush it on.

To propound on skim73 excellent post a quick analysis of Mooney operations which are well documented on this site reveals a number of pilot controlled killer items. One that has no warning is stab trim. Recently for instance there was long body fatal as a result of taking off with the stab trim still in the landing position. As an operational discipline on this item, I have the stab trim on my After Landing checklist. That's right, I return the trim to "Takeoff" after landing that way it is in position for pre-flight walk around for the next mission. (I have painted index marks to note anything out of position)Then I have it on the "After Start Check" to insure it is set correctly (again) and the power to it is turned on. Then I have it on the Before Takeoff Checklist and finally I do a quick verbal configuration check before taking the runway. "Flaps, Trim, Speed brakes, parking brake off. So all together I have checked the trim 5 times as a matter of routine divided over the arrival and next departure.

You keep trying to put a price on good operational discipline. You have to take a more holistic approach. Annual training covering good operational discipline and judgement is IMHO paramount. A written checklist or operational policy is of no value unless it is followed as a matter of self-discipline cemented by training. A before takeoff checklist is as important as a before landing checklist and both should be used as a matter of operational imperative. You simply cannot say, I will do "this" to reduce gear ups rather you say, "I will operate in this manner" as part of my entire operation. That means checklist for each phase, call outs at critical junctures and inflection points, and the self discipline to adhere to the operational policies and routines. Training is where you practice policies and routines to make them work for you and your operation.

Mooneys have the same gear up rate as other GA retractable, but it is an unacceptable rate. We can do better.

The easiest way to bring down RLOC is to be stabilized, configured, on speed, on path. Which is part of my 500' call. There is a reason why airlines require the same at 1000' otherwise, go around.

Training and especially training in checklist discipline. 26 years ago we had a problem. Our 737s would set their stab trim on the before push checklist, then if they had to de-ice they set the trim full nose down to prevent fluid build up. The problem was there was no re-check of the stab trim except on the "Post de-icing checklist" which was not a mandatory checklist. We knew we had a problem because I stopped two aircraft initiating roll with the stab trim full down and observed another abort takeoff while I was landing. Our FOQA data showed about 12 a month. I suggested a final trim check on the before take off checklist. Boeing reps and the Chief Line Check pilot said it was un-necessary and would cause a pricey change in the manuals, checklists and training. They also pointed out the take-off warning horn would catch the problem. I pointed out that the warning horn has been known to fail (DAL 1141 at DFW) where the micro switch, just like on the Mooney throttle for the gear, failed to sound the horn. Result was 14 dead. Finally that if the warning horn sounded for an undesirable aircraft state, that was the sound of failure of airmanship. Train to use the checklist every landing, and create a desired state call at 500'. Mine is "gear down, flaps down, speed brakes down on path, on speed. If there are distractions such as another airplane cuts in front of you or mechanical issue, Go-around, do not try to salvage the situation. Reset, then run the routine.

Numbers are difficult things to overcome and they don't lie.

Simple math. The average policy for a long body like this is circa 4000-5000/yr. A gear up is 100K for this kind of airplane. So it takes 100% of the premiums of 20-25 airplanes just to cover one gear up. Now add profit margin, overhead and taxes. Now trash me. (It also makes Parker's 1/3 to 1/2 a very accurate number)

What makes you think I cannot pass a "medical"? I assure you I could clear a First Class, but Basic med is cheaper, faster, has a longer duration and meets my operational needs. Seems to be an ad hominem attack with no relationship to the question at hand in this thread. I don't know what I did to you, but you really seem bent on calling me names and throwing insults (padded room?) and otherwise demeaning me (in your eyes). If you know me, you know that does not work, just drags down this board. Sad you cannot debate without insults or impugnation.

Except I am in the same airspace and operating on the same airports. How do I know when I am taxing back on the parallel that the guy landing is going to keep his airplane under control? A modicum of expectation of competence. Look at those two accidents in Durango. Both RLOC by the same pilot at the same airport with the same airplane. How many times does it have to happen before you become concerned? Once you have been bore sighted while waiting for takeoff by another aircraft out of control because of poor piloting, you start to understand proficiency of others affects you in every way. While we are not innocents, innocents are in the same airspace as well in the form of airliners with paying passengers and charters.

I have the Redbird TD2-G. It faithfully simulates a G1000 flight deck. I have the three screen option. https://simulators.redbirdflight.com/products/td2

Absolutely. One of the reasons I attend MPPT every year and I have a BATD simulator in my home.

I would like to see a higher financial bias towards pilots who work hard on proficiency by the insurance companies. As it is now, the discount does not even cover the costs of training. Those who minimally train should have to open an artery and hand over a first born to get coverage.

Focus by who? Training? Sure. Insurance companies don't control the "focus" they only react with pricing.

The other problem is by the time a positive shows up on Cologuard, you are deep into the fight. I've done 6 colonoscopies in my life and they are easy, painless and life saving. Just do it.

As a very rich man once said to me. "From little pennies big dollars fall".

So are you saying losses do not affect premiums?

No it is not my airplane but looking at the other two previous accidents which met the definition of both substantial damage and an accident, there has been more payouts for damage than this aircraft is worth in hull value. Tack on this gear up and we are after these three mishaps, at near two times hull value. As for the gear up, while it is not legally defined as an accident the FAA if they find out without a report will likely look for a 709 ride, and a vindictive one at that.

You don't think 3 major accidents in a given make and model has an effect?

She sure has been badly handled for the last 12 years. There is why your insurance rates are so high.

Nice Acclaim, sadly gear up landing. It appears to have been a hard luck airplane. Two other major accidents both at KDGO on landing in 2012 and 2014. https://mail.aviation-safety.net/wikibase/287250

I would not worry. As I remember, the Sky Ranch manual said up to 20% of the highest in differential is acceptable.

I had my Basic Med exam last week. The doc got to that part and said, "No finger but I got to check". She called in a witness. I dropped trousers, bent over on the table, grabbed hold of my butt cheeks and I said, "See, no shivs and no contraband", she said, "I do see.a politician, how did he get up there".