Ftrdave

I forgot to mention that my comments about Mooney's lack of information in the POH are relative to the 1977 POH for my J. It appears that later aircraft POH's included additional information and recommendations that align to my findings today (and a lot of your recommendations) and would have been greatly appreciated if included in my POH!

I really appreciate all of the inputs on this topic. The article about landing a Mooney reinforced a lot of what I have been told. My one "complaint" with GA aircraft ownership relative to this topic is the lack of "truth data" regarding the flight characteristics and OEM provided operating techniques (all relative to what I am accustomed to with military aircraft operations). I feel certain that the lack of data and recommendations is due to the OEM's concern for liability (not unfounded) if they provide detailed recommendations that someone claims leads to a mishap. Bottomline, missing this information leads us all to essentially acting as test pilots and having to discover for ourselves the "right answers." Unless you find a CFI that is experienced in your type/model/series aircraft, they may not have the capability to teach you safe techniques for your specific aircraft. So, relying upon the best data as recommended (POH) and the best "consensus" on technique, I went out to discover for myself some numbers. Here are the numbers I captured in my flight today (stall warning, Vso, 1.2xVso and 1.3Vso - all in MPH): full flaps (65, 61, 74, 80), takeoff flaps (68, 63, 76, 82), no flaps (74, 68, 82, 88). All of this data was captured at 3000' MSL, gear down, level flight, about 15" MAP and roughly 2500 pounds. Each stall was taken to a true "break" and not just airframe buffet (occurs about 2-3 mph prior to the break). First note is that the aircraft stalls in an incredibly predictable manner, no bad behavior (stall tone, then airframe buffet, then a nose beak with only a small roll off that is easily countered) and recovery is very controllable with almost no altitude loss. I then performed a series of circus landings using the technique recommended from the article: approach at 1.3xVso and cross threshold at 1.2xVso, idle power and a smooth roundout. No flap landing was not dramatic and when flown on the numbers above was very straightforward (resulting in the aforementioned higher nose up attitude), same story for takeoff flap (I can see why there are a lot of folks who prefer this configuration as their "normal") and full flaps was definitely more predictable and controllable using these numbers and this technique (however, as mentioned, it results in a flatter attitude but comes with the benefits of the shortest landing rollout). Conclusion, previous to today, I was carrying 4-5 mph more than necessary as I was flying at 1.3xVso all the way to roundabout. Slowing to 1.2xVso across the threshold was a game changer. Given the 13mph buffer between 1.2xVso and stall, I feel "okay" about this technique, but sure would love it more if Mooney had provided the test flight data and recommended techniques to go along with my test flight.... Hope everyone has a great day. Fly safe and fly happy!

Thank you to all for the great and thoughtful replies. As a pilot with 4000 hours in tactical fighter jets but barely 40 hours in single engine prop planes, I feel like a shiny new penny when flying my J. I'm absorbing every bit of knowledge and wisdom I can get my hands on regarding everything I never knew about flying "low and slow." Here are my big takeaways: 1. Absolutely have to be proficient in landing the aircraft in every flap configuration. Totally makes sense given all the reasons stated....and exactly what we did in fighters... 2. Choose the correct flap configuration for the conditions. This is where my experience falls short as Tomcats, Hornets and Super Hornets are always landed with the same flap setting (unless you have an emergency). I appreciate the discussion provided that lays out reasons for when to use each flap setting. 3. I need go slow flight and stall the aircraft in every configuration (not just full flap) so that I can document Vso for each and calculate 1.3Vso for each. 4. Have already learned the hard way that you have to fly this thing on-speed or just take it around! Thanks again for the discussion. If any of you are ever near KJNX, please stop by and visit (I'm the airport director)! Dave

All Apologies upfront if this is going over old territory. I'm new to the forum (bought my first Mooney back in April '25) and I have tried to find a thread for this topic, but could not. Feel free to point me in another direction... While following the thread regarding raising the flaps or gear first on a go-around, a few folks commented that they use the takeoff flap setting for landings (a few comments on liking the pitch attitude of the aircraft on landing as well as it being easier to land consistently). This definitely caught my interest as I am not in love with the feel of the aircraft with full flaps down. I also have struggled to consistently land the aircraft well (I know, that's a highly subjective standard). Bottomline, I cannot find a discussion on landing with other than full flaps in the POH or anywhere else. Any insight on the technique used and whether this is an acceptable practice would be appreciated. Best Dave