RescueMunchkin

Also if yours randomly comes on, a possibility is that the switch has been tightened too far downwards to the floor (because of the amount of play in the adjustment track) and the throttle plunger isn't actuating the switch enough. This happened to me while i was making adjustments to mine and I had to wiggle the throttle control up and down to get the gear up alarm to turn off even at full throttle. With the plane off, you can easily pull the throttle full closed, then slowly push it in until about halfway and you should be able to hear a very distinct "click" when the switch activates. It'll click again when you pull the plunger out. If you don't hear clicks during those then that's a sign it isn't engaging the switch correctly all the time.

Agreed - adjust it to your liking so that you don't gear up while coming in to land and does not come on during your normal non landing operations.

What info are you looking for on it? It's a little switch that's clamped to the throttle cable plunger housing behind the cluster on the non quadrant planes. I found mine a big pita to adjust because of getting the angle of screwdriver and socket behind the gaps for access. I believe the switch is open when the throttle plunger is pulled back past a certain point to break the circuit and activate the alarm.

I use a yoke mounted Samsung android 10.9" tablet on all my flights. I have a 6 pack and have to lean to see my heading indicator but don't really use the heading indicator much. I'd prefer to use my iPad mini 6 but it overheated and shut off on me once on a long XC so I switched to the Android. I use the free fltplan go software and mainly have it for ads-b traffic and weather visualization as well as sectional/ifr chart quick reference and chart supplements. Georeferenced plates and airport diagrams are also free with fltplan go.

Since my plane has the hydraulic flaps and takeoff setting is at half, I would just do my TNG landings at half flaps and not have to worry at all about dumping the flaps after touchdown. Especially at night when it's near impossible to see the flap position indicator....

My first flight in a Mooney was with a local CFI that I found in the Mooney Flyer list and in his plane. He was adamant that the plane was full stop only. It was also my first time in a complex plane and I was looking for him to eventually give me the endorsement. I took that to heart and planned never to do TNGs after I got my plane. After all, my goal is for time building and full stop taxi backs build more logbook time without adding tach time. But then during my commercial training, I was doing my 10 solo night towered landings at a class C airport that had plenty of traffic landing at the time. I asked for full stop taxi backs for all 10 landings but during my 4th or 5th, there was a controller change and I guess he wasn't told about my taxi back landings and only cleared me for a TNG. Not wanting to inconvenience him and given the 17kt headwinds, i figured I could easily just land at half flaps which is the same as takeoff setting on my plane. So i completed the last 6 landings as TNGs and felt rather comfortable doing them. Just a few weeks ago, I got my HP endorsement in a V35 Bonanza and discovered the gear control and flap controls are very near each other and also hidden from my view behind the yoke crossbar. I could see TNGs in that plane being very risky for someone since it's so easy to accidentally raise the gear instead of flaps.

I use skyvector which isn't always accurate for prices, but is a decent gauge for relative prices among airports in an area. It does show KSQL and KPAO with 100LL, with KPAO being a lot cheaper right now.

The medical cert that @1980Mooney posted a screen shot of shows it was a special issuance from what I googled about the limitation. I had never seen one like that before.

This is very sad given the pilot performed a lot of charity work using his plane. I just looked at his FB posts in the Mooney Pilots group. He posted on Oct 10 this year a set of pictures showing his new plane. On October 11, he posted asking for recommendations for a CFI for Mooney transition training. He never followed up in that post about whether he found anyone or did any transition training. Looks like at least a recent plane of his was a Grumman AA-5

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.