RescueMunchkin

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.

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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.

My F is at takeoff trim for full flap landing so there seems to be a significant difference in how our two planes fly. I also have a Rajay like you. I fly with a sidewinder powered tow thing in my baggage compartment but don't find any difference in my trim settings whether I am solo or have an adult in front. Never flown with back seat passengers yet.

No experience in a short body, but my post was to find out what trim position his indicator shows when trimmed for final to help judge the indications. I have hydraulic flaps which you can only really adjust when deploying based on number or pumps, retracting is a toggle. Full flaps for me is about 3.8 pumps and I'm always having to trim nose up after extending flaps at all.

@ProtoFly when you trim for full flap landing (75-80mph), where do you find your trim at? My landing trim is exactly my marked take-off trim

My 67 F is the opposite - I have to trim down quite a lot after takeoff (take-off trim indicated, 2 pumps of flaps - half extended to take-off setting), then trim nose down much more after retracting flaps.