WAFI

Interesting... I take a look when I get back to the US from St. Barts, for some reason certain websites don't load down here. Even with a VPN http://www.donkaye.com

Nice little tidbit there, never heard that before but seems logical. Curious as to what your desired touchdown speed is with your M model? Also, just watching about every YouTube Mooney video out there. I hear a lot of stall horns at touchdown and they grease the landings for the most part. I have maybe heard my stall horn once on landing and another when I bounced and when around. It seems like a common thing. FYI it does work fine.

Will you enlighten me on what "unporting" means?

Thanks for all the feedback, I love hearing all the different and similar perspectives. I'm eager to learn and can't say enough about the knowledge and experience that comes together on this forum. It's truly one of the most useful tools a Mooney owner can tap into. Thanks again everyone! Hopefully all of my questions don't become annoying. LOL

I'm not sure this service bulletin applies to me since I have a early model "J 201" 24- 0210. Are you referencing something particular in this bulletin?

Yes, by myself I was finding myself carrying too much speed but have since rectified it it a nice lesson from a veteran Mooney pilot. He showed me a completely different way to land than me transition training, not to say anything was wrong with that technique but it was a little harder to manage speed and energy. Now, I pretty much land power off from 1.5 miles out pitching for 80kts, landings became very solid and safe with little to no energy at touchdown.

That's me playing around with different fuel loads and baggage weights.

Couldn't agree more.... That's why I would never exceed the max take off weight but I guess I'm hesitant to even fly close to it.

Like I’ve said before, I’m new to this and welcome your experience and knowledge. I’ve been flying my Mooney a lot since I’ve purchased and logged about 60 hours so far in the past month. Flying all over Florida and GA stopping a just about every airport for fun. Most of my flying has been with a full tank (64gal) at takeoff and with three grown men, well two grown men and my son who is now taller than me at 14y/o. I feel very comfortable in the plane now and I prefer landing with more weight than less. I haven’t takin four pax up yet. So… my question is what are your thoughts on flying at MTOW and I mean right at the line? Do you recommend just starting out with a lot less fuel and get the feel for the plane? Then adding a little extra on the next stop. Flying at MTOW is there some safety cushion built into the number? I don’t think landing is the issue because the fight I’m thinking of is XC and will burn around 22 gallons. Obviously there’s always the chance I need to land early. This is my goal load-out -(Pilot + 3 Pax known weight and 80lbs of cargo 50 gallons of fuel puts me right on the edge with a little aft CG.) I like 50 gallons because of the visual reference tabs in the tanks. I do have a JPI that is now spot on with fuel consumption. Any experience with this sort of flying, pointers, do’s / don’t are all helpful.

The confusing part is it seems the FAA allowed an early model thin wall tube M20J to get a heavier motor and received 2900 MGTW. Which makes no sense. That would be more structural strain with the 550 on the airframe than a thin wall tube with an IO-360. All I want is an extra 50lbs of MGTW. LOL! Which will come in time, once I get rid out all the old tech. 50lbs of usable load I mean.

Am I reading this right? I have SN# 24-210, is there away with some type of landing gear mod I can get to 2900 MTOW?

I had the exact same thing happen to me in flight school, Piper 161, it just was never able to climb and made only 2200rpm on the go. I did a 180 and asked the town if I could land downwind "winds calm" on the parallel runway and they approved. Mags check out before and after the flight. I reported the issues in detail and the school did there do diligence and had it checked out by a A&P. Two days later the plane crash near Orlando with two CFI's building time, both walked away clean.

Take my money!!!

This is the general consensus that I have been running into. I get mixed opinions regarding 20w-50 or straight 100.

Good article, but I think it confused me more. LOL!!! Opinions only- what oil should I use? IO-360-A3B6D I fly hard for about a week or two a month and the plane sits for a week or two. I have a buddy who can go and warm it up every now and then but he's not check off to fly yet.

I run Philips 20w50 in South Florida and everyone seem to think its not a good idea unless I run cam guard as well because I guess there's no additives in the Philips.

OK, so what’s the general consensus for oil consumption on healthy IO-360, no issues? Obviously better than .50 quarts and hour at cruise.

Totally agree… It’s just hard to believe someone would fly that long at that speed without trying to land and sort something out. The only thing I can come up with is the gear went up at after take off, engine didn’t produce power during climb and then had trouble getting the gear down electrically explaining the extend flight time. Being so close to stall speed and then manually trying to manually extend gear, resulting in more drag, less speed, then immediate stall. Just speculating and trying to put myself in the pilots shoes.

Is there anyway those speeds can be incorrect? It would be exhausting flying that slow next to the stall speed for that long, right? Especially for multiple flights. Maybe not, what do I know.

Can anyone confirm it was a J model or have a past pic of the plane? Not that is matters, I just want to confirm it was the plane I am thinking of.

WOW!!! I was in and out of KHEG for the past four days taking mutable family members up for rides before departing back to KHWO last night. I’m pretty sure I met the gentleman on the ramp maybe Christmas Eve or the day before. He was doing some preflight, adding air to his tires, oil, etc… We exchange a “Merry Christmas” but that’s about all. My thoughts and prayers for the family. There was three other Mooney’s at KHEG last night 1730ish and held short for one more be before departing on RWY25. Didn’t know there was such a Mooney presence in North Florida.

I don’t think its a tach calibration issue because my JPI reads the same RPM. I to get paranoid over any red lines regardless how quick they come and go.

Well that’s comforting!