RescueMunchkin

My last flight at 12k MSL, -8C, my F did 115 KIAS (135 KTAS) at my cruise setting of 2400 rpm and WOT, leaned to 9 gph. I don't have the J windshield but almost all other speed mods.

Again this comes back to my original question about variations in the alarm sound level. My alarm is so loud that I can not imagine anyone being able to gear up the plane. I guess next time I fly I can try to make a recording while at low prop rpm.

Those are pretty sad. But I find my gear warning to be much more obnoxious than both of those. The cessna's warning seems like it's too pleasant. That's why my initial question was whether different model mooneys had different alarms. I don't remember the G I trained in being as awful as the alarm in my plane.

I think my point is that I don't understand how gear ups can happen with the alarm blaring that loudly. I have to pull my power much lower than 16" MP to get my plane slowed down enough for the 94mph gear extension speed and stay at TPA - I don't have a switch adjustment issue.

Is there a significant difference in the volume of the gear up alarm between planes and model years? I find it so annoying that I sometimes put the gear down early coming into the pattern just to stop the noise.

Thanks for this! Im going to change mine soon and correct my post.

Deleted

I believe it can be shut off when connected to power, but if it's powered off then power applied, it will turn on. I see nothing wrong with that behavior as mine is connected to my audio panel's usb port. I don't ever calibrate mine, but I also don't rely on its pitch marking indications.

I have mine mounted in a similar spot off the windshield center pillar and happen to have a USB out from my PS PMA audio panel that powers it. That said, the battery on it lasts a VERY long time when fully charaged - I haven't tested its endurance, but I would assume it's longer than 4 hours.

It's the fact that you stated the dynon displays airspeed....which it does not.

I was like you, looking for a J bar F with good upgrades. Ended up getting an F with electric gear. Still wish I had the J Bar but the electric gear works nicely, extending and retracting in about 1 second. My concern is the gears wearing out, and I don't know if the emergency gear extension mechanism will still function if that's the issue preventing extension.

The D3 displays gps ground speed, not airspeed, so please do not rely on it to calibrate your airspeed indicator.

I have a hub that requires the 100 hour eci. I looked into getting a used B hub but it wasn't economically feasible because the shop would require an overhaul charge to put that hub and prop on my plane. Not sure how that affects the demand of B hubs in general.

I went and did a stall for the first time in my F yesterday from cruise settings at 15000 ft - I think the MP was around 13 inches and 2400 rpm. Did a very slow pull, stall horn went off quite a bit higher MPH than when the plane broke, but I did have a right wing drop. Recovery was easy with a tiny bit of rudder and just gentle release of backwards yoke pressure. My question is if the altitude affects the stall characteristics much if at all - my Mooney training was in a G and all the stalls, both power off and takeoff simulated were very tame and similar to the Cessna trainers I learned in.

Wanted to add that being at trim limits during normal operations does not sound "correct" to me and I would want to check in with an experienced Mooney mechanic. I'll try to get pictures on my next flight of my trim indicator at takeoff and descent, see if you can post yours for comparison.