ttflyer

Just curious what was "problematic."? I find all positives for using landing flaps for every landing (I have plenty of runway) as stated above. What are your downsides besides a couple of extra knots?

I've never had a problem getting a Mooney stopped on any runway I've landed on. We're talking a couple of knots here. I fly jets too and the speed doesn't seem to scare me... Yeah, we're talking an inch or two at most. Might make all the difference or none at all. Like I said you do you. There are valid reasons for using TO flaps for landing. Not the least of which is it's what the POH says to do if the is a crosswind. Disregard the POH all you want. Or if your POH doesn't say that, good on you for not making things up as you go and just doing what you do.

I think the theory is that less flaps gives you 1) higher landing attitude so you are less likely to prang it on the nose wheel (particularly at=>; 2) faster speeds so you have more control effectiveness. As I said, you do you. YMMV...

I'll just add this from our M20J (205) POH. Not very often there isn't some crosswind... I usually use TO flaps for landing. It puts the airplane in a better landing attitude IMO keeping the nose wheel a little higher off the ground. Seems most people that have issues landing Mooneys seem to land them flat or on the nose wheel first. Yes, this an airspeed problem but it is what it is... Flaps TO helps this a bit. Also, as stated in the other thread, there are no configuration changes are required during a go-around. None. Just add power and pitch up. That's it. YMMV.

As with many above, I land at Flaps 15 every time now. Not for this reason but because it puts the airplane in a slightly higher landing attitude which reduces the chance of landing flat or on the nose wheel first - a common Mooney landing issue. This one change in my technique made the biggest difference on making consistently excellent, smooth landings. Of course, there is the added benefit that go-arounds require only the application of full power and pitching up away from the ground. No fiddling with anything. I also open the cowl flaps after lowering the gear in the pattern specifically so I have nothing to do on the go-around except go around. As for the shallower approach angle argument, I find it more consistent with the jet aircraft I also fly and don't see any difference in my ability to make the runway if the engine fails.

Our 1988 J had a factory OAT probe in a panel about half way out on the right wing. The panel was riveted in place, not an inspection panel. We put our Garmin OAT probe next to the factory one in the same panel. Not much work for people who work on airplanes... Don't have a picture handy but can get one next time at the airport.

4. Making adjustments for traffic as needed. In both Jets (1,500' agl) and props (1,000' agl). Not sure about the drop zone thing. Never been an issue (that I was aware of) at any airport I use regularly.

Since I don't live in Kalifornia, I'm kinda happy to let them be the test case. My guess is there will be lots of problems and they will have to go back to 100LL. Hopefully nobody is killed or hurt "testing" this out for us... BTW, there is a new video just out from mluvara on Youtube:

This exactly. Give these guys a bit of a break. Yes, they Fd'up. But Midway is a mess on the ground. They were given a clearance to cross a runway that barely looks like a runway while they were on a runway. They lost SA and didn't look like they should have but plenty of professional pilots could have made this mistake. In fact I have yet to meet a professional pilot that hasn't made a mistake... Also, I'll bet SWA saw that whole thing unfolding right in front of them with plenty of time to react. "Is that guy REALLY gonna pull out in front of us? Yup? Oh well, around we go". Not great but I doubt the drama is warranted...

I used to fly with the mini mounted on the yoke. After the Garmin G3X upgrade, I use my iphone on the yoke and keep the mini in my flightbag...

I'll just add that when we had to do this in February (airplane went out of annual during panel upgrade by 5 days), the local FSDO would have nothing to do with it even though I have a pretty long relationship with them for my day job. It's done online which was then sent to a local(ish) DER who sings off and sends us a bill - in our case $400. For something that the FAA used to do for free. Progress I guess... It took a couple of days. When the FSDO did it, I could do it in an afternoon.

Also, don't overshoot your field. We are used to the drag the gear gives us. If we leave it up, much less drag... Just something to think about. I'd rather "dig in" a bit in field then sail into whatever is at the opposite end of the field...

That's a very nice looking airplane. I have a "top of the market" (read over-upgraded) J. I love it and wouldn't trade but.... I kinda wish it had a J-bar....

Lot's of good bike rental shops in the places I take the Mooney! Also, I don't have to load a bike into an airplane!

I don't know... I kinda like the system we have. Having to call 1980Mooney and then all his neighbors to get permission to do traffic pattern work seems a bit unworkable. And there is NOTHING about China I would like to emulate... so there's that... We're actually all saying the same thing: WE have the best system in the world AND it's probably gonna get F$cked up sooner or later... Exactly how is the question. For my part, I'm glad to be alive now and not in 50 years. Things seem to be going downhill....