Hank

The nose jacking point apparently began with the TLS, as the above Mooney Service Bulletin applies for all models up through the L. My C used a heavy tail tiedown for several decades before this Bulletin was issued . . .

@Rick Junkin, i changed from Falcon to Airspeed for much the same reason. Parker has been great to work with, and is very competitive on pricing. Hes even goven me good advice on adjusting insured value.

@patriot3300, Mooney says to lift the nose using engine lift points. Lycoming says to NOT use the engine lift points to raise the nose of the plane. So what is left is simply to levitate the nose while working on the nose wheel, swinging gear, etc.

Except Mooney has said this century to not use a tail tie down; McCauley and Hartzell have said to not use a prop jack; Lycoming and Continental have said to not lift the nose using an engine hoist. So when we jack our planes, the nose is supposed to levitate itself to stay level while we jack under the wings . . . .

FTFY!! At least, this is sometimes my experience

It's very simple and direct, sadly without the syllabic flow found in classic Japanese haiku, nor the rhythmic patterns of English poetry: To land in crosswinds Wing low to align with runway Rudder to go straight

Just had this inspection on mine a couple of weeks ago. Everything OK. Hope yours goes as well!

Be careful, Mikey. He might post the next million digits of pi . . . . .

Tru dat, and both my phone and tablet have a calculator, but I'm not looking down long enough to use it (maybe if it had buttons I could feel?). I read somewhere one time a little thing to approximate the crosswind component: 30° off runway heading = 1/2 windspeed 45° off runway heading = 2/3 windspeed 60° off runway heading = windspeed This is mental math that I can keep track of, and it's close enough to keep me safe. I rarely fly when winds are > 20 knots on the ground anyway, just lucky I guess. (And I've only been to Wyoming in my Mooney the one time ).

Where did you get this? All I've ever seen is the gap test immediately after jacking the main wheels off the ground.

Just saw that myself. The pilot stopped talking to ATC; the transponder stopped; the pilot deviated off course on final; the Mooney landed gear up. I'm thinking there was an electrical failure (I once had a total electrical failure just after breaking out and turning inbound on a VOR-A approach). But he was in controlled airspace; airlines were also inbound to the same airport. I'm guessing he was mentally overloaded trying to stay on approach (one airliner requested ILS; what were ceilings?), and couldn't deal with navigation, worrying about ATC & Tower, worrying about the airlines, that he had trouble with emergency gear extension. But the landing airliner complimented him for being right on centerline!

Next time, ask him if you landed or were shot down . . . .

I've yet to find it. The highest i remember was at KRAP, gusting around 25-27 knots, 50° left of the runway. I took my IFR checkride at KCRW, using Runway 23; seems winds were on the order of 15G23, VAR 230-320. I passed . . .

I guess it's reputation as "forked tail doctor killer" is also known to your insurer . . . Were they still making V-tails in 1975?

Hmmm. May look into this to replace current cable internet at home. Paying well over $65/month for 100MB speed

I have Air Stops in my C, I generally add air twice a year, spring and fall when the temps change significantly. Last week, our highs were in low 60s; early this week was 80; yesterday was 52-54° from midnight until sunset last night: 32° this morning, and will be in high 79s for the weekend. Makes it hard keeping car and plane tires properly filled . . . .

For the RJ, that 1100 fpm was 3Gs. Hars to believe that a 1-wheel landing at 3g made the gear collapse, or that collapsing one main gear would be enough force to break off a wing at the root . . .

My mains (plain Flight Custom) date from the winter of 2011-2012, and are holding up well. Now that I'm based at a field with a taxiway, and don't have to backtaxi before every takeoff and after every landing, my nose tire is lasting more than 5-6 years, too. The current one (Condor) was installed in January '17 or '18, and is holding up well.

I have plain Flight Customs on my C. Upgrading to the -II or -III seems to raise the pricing significantly, and the only benefit I remember from their web page is a higher speed rating. Memory says the FCIII is rated to roll down the runway not only above Vg, but actually at my cruise speed . . . .

The answer will be in your Owners Manual, like below for my C: This was in Section II: Systems Operations, under Insrruments. Your number may be 12", 13" or even 15", I've seen all three listed in various different Manuals. If you have the push-pull throttle, you have easy access to adjust the alarm point, in my C it is inside the throttle quadrant, and access is painstaking.

@Sapphire1, when the circuit board on mine blew, I had just come out of the clouds on a VOR-A approach over WV, and it caused a total electrical failure. My Mooney was down for several months because whatever blew up was completely gone, and no one could tell what it used to have been. I eventually managed to find a replacement board, but no idea what I'll do the next time. @AndreiC, can you post the drawings here? Or send them by PM, and shoot me a copy too. Thank you!

How do you figure that?

Ancient, you say??? He's only midlife! But I miss the little Flight Guide book, it was certainly handy. Now I can't look up FBO details in the air if I decide to change my destination.

I get a faint tick from my beacon. Since I converted from high voltage to LED, it's quieter, but still there. So next time you hear it, vary.the RPM and see if it also changes; if not, briefly turn off your strobe and see if it stops. Then turn the strobe back on. Quick, easy and zero cost.

I've been told the main gear pucks can be replaced using the weight of the plane to press everything back into place, if those are all that you're changing out.