Pilot boy

I’ve been practicing to commercial ACS standards for months now....I can definitely fly a spiral 360 at best glide doing the checklist from memory. I’ve probably logged 400 landings in the last 6 months with power off 180s and short/soft field etc. I can fly the plane fine but the DPEs sometimes want to see checklist usage.

I actually have the same in my E manual but looking for more info aside from closing the cabin vents in case of engine fire.

Yeah we practice this all the time for the spiral 360.....but I also want checklists. Of course we do the ABCDEs by memory...

Thank you I ordered a set of these.

Where did you locate thus emergency descent info? Is it in the 70s C POH? My E POH from 1966 has no procedure for it.

I contacted Mooney with my serial number and they sent me a digitized PDF of the POH and a procedures pamphlet but it was limited to say the least. Coming up on commercial check ride and am wondering if there is a source out there for emergency descent checklists, engine fires, etc. something I can point the DPE to showing I did some homework and have a checklist better than close cabin vents. I’ve seen some posts on this in the forums but it much real info. Any ideas? I have yet to contact MAPA.

I have a 64 M20E and I am wrapping up commercial license in my E so I’m pretty familiar with the limits of the envelope but don’t have my CFI yet. I’d be happy to go over speeds or best practices with you though you probably need a transition instructor. I’m heading to Dallas next week and Racine week after in the Mooney but no trips toward Nashville (yet). Feel free to PM with any questions.

Yep, I am working on commercial so I have done many slips in a Cessna but I wanted direct Mooney info for the short bodies so I don’t have troubles. I had read some models have major issues with slips but this mostly seems to apply to the newer models not the old shirt bodies.

I found if you need more float, I add 2.5 more pumps (full flaps) and you’ll float another 100 to 200 ft and make the mark... but only once you are in ground effect should you go full flaps...as the drag action of full flaps is reduced in the ground effect. I just figured this out the other day when I was practicing, it saved one of my power offs and kept me in ACS boundaries.

That’s impressive slow for the slip. I don’t know if I’d want to do 75 there!

Yeah I guess I just like the combo of half flaps and a slip when I’m a little too high....and then more for the controllability of the flare and preventing float. Full flaps seems to give me too much float and makes the precision landing a bit trickier for commercial ACS. I sometimes do full flaps and slip if I’m really high though as well. Then take some flaps out once in ground effect lol. This causes me to drop when I need to. The hydraulic flaps are fun to play with in ground effect. I’ve found if I come in too short w like zero or 2 pumps of flaps....adding full flaps really helps to extend the float in ground effect even though you get some drag. You still get a couple hundred feet more float by not stalling until Vso at 57 mph.

Short rudder. It’s at the end of the original post I called it the small rudder! The one that begins above the tail nose one. Not much rudder power for me.

About 9 days out from my commercial check ride and I recently discovered how useful forward slips off for the power off 180 in order to hit the 1,000 ft markers. I have browsed through the the forums and found various estimates....but would like more direct answers. What is a safe full cross controlled slip speed in a 64 M20E or C short body? I often come in with no flaps at best glide of about 95 to 100 mph for the maneuver. This is well above stall speeds in the POH for no flaps for normal bank angles up to 45 degrees so it gives me some margin with the zero flaps. This is with no slip performed just a normal no flap circular landing for the power off. So what would be a safe number to use for a fully cross controlled slip with no flaps? With takeoff flaps? This is my usually configuration on final for the power off. Rarely do I use full flaps as the float become more unpredictable it seems though I will use it if I’m way too high. Today I performed several forward slips around the 90 to 105 mph range with either 15 degree flaps or no flaps and no issues....is 90 a good bottom limit or should I keep it higher? It really helps if I’m coming in too high for the power off when flaps and gear alone won’t save it. does anyone have any factory test pilot numbers for what’s a safe margin. I have the smaller rudder also.

This looks like a great product and the pricing is good too. I like it!

Yeah I have the FF thru the JPI. 700. Just want gauges to work better. It’s in the shop now but they’re having heck of if time with the analog original system.

I have a fuel flow meter on my JPI 700 and it’s insanely accurate I’m more trying to be compliant and/or if I have a leak in tank mid flight, it’s be good to know lol

So my 64 M20E is having fuel gauge issues and I’m thinking of going digital. What’s a good option for fuel gauges and digital sending units? I want to do it as cheap as possible (lol I know, I know). I have a JPI 700 w fuel flow but not a lot of panel space. Don’t really care to do the JPI 900 as it’d be about $9k installed they’re telling me. Suggestions for a good little gauge I can put in like the Hobbs meter slot? i have O & N fuel bladders also so I’m not sure if the STC Sa2350SE gives any exemptions for some inaccuracy with the fuel gauges? If anyone can shed light in that would appreciate it. I will probably call the STC holder tomorrow.

If I slide my my E seat all the way back I won’t be close to the pedals at all and my legs would be straight out. Are you sure you sat in a Mooney?

I’m close 5’11”, but I fit fine in the E model. If needed I could probably slide the seat back another 10 inches and I can have my legs straight. As others mentioned your knees will always be close to the panel, I would try to sit in one and play with the seat settings.

That’s true I just don’t want him to lean some but not enough and just lack power for takeoff and not realize what it is. The middle ground is dangerous with the mixture where you have enough for nearly full power but not quite enough. Just trying to give a word of caution

I lean it quite far out for taxi even in winter, probably at least halfway or a little greater...my guess is about 5/8 out. I watch my EGTs on hot days and just try to keep it not too hot (like 1400 EGts] This pretty much eliminates any run up issues with the mags when I enrichen it right before run up. I then lean it again until I’m about to enter the runway. MAKE SURE NOT TO FORGET TO GO RICH FOR TAKEOFF.

I have an E model. I always lean as soon as I start up and especially for the taxiing. I lean always except when in the pattern doing touch n goes. I found that the mags would try to drop just a hair too far but the buildup clears as soon as you run up to 2100 rpm for a minute and burn it off. Be sure to lean, especially before shutdown or it will be a beast to restart.

Interesting, in the E short body if I use full flaps I come down fairly hard once it decides not to fly. It’s much gentler vertical speed (greasy) with 15 degrees and not much difference in forward speed.

Hmm for the power off 180 in my E model, if I come in at 80 mph over the lights I will not make the captain touchdown bars unless I’m high. Typically at 50 ft and 80 mph at the REILs I will land on the 2nd center stripe. Which I could use as my 200 ft marker as well. I’ve just been trying to use the longer touchdown bars as they’re naturally 200 ft long.

Yeah I think I’m coming too low and too fast on short final then, I’ll go up and try some different numbers for airspeed on final and see if I can include flap usage more often. I’m going to ask around to the other DPEs and see what they all say about the copilot brakes. I’ve practiced a lot in the Mooney and am within standards already, just fine tuning. Im out of Omaha, NE