Hank

So why would a piece of aluminum bother the compass? If you're really worried, use aluminum screws, too.

After 7 years of Mooney ownership, I finally got the HP endorsement in a 182. It was easier to fly, and to stay ahead of, than my much-lower-powered C . . . .

Bill, that's "Yeti."

That is exactly Ryan's problem. My comment was addressed to "MyNameIsNobody" at the end of the previous page. Sure wish we had post numbers again . . . This is also exactly what my plane did when I had a torn boot on an aileron servo. Pressing the button may have affected it, or not, I don't remember from three or four years ago, I just remember the heading bug stopped holding any course at all. I don't use the yoke button very much, probably need to exercise it some periodically.

Nobody, if the system leaks on one side, the plane will not maintain wings level. A continuous slight bank means a continuous slight turn. It is very easy to overpower, such that I almost never use the thumb button, unless maybe I'm practicing turns around a point or something.

My 8-year experience is one (1) vacuum pump failure in VMC, one (1) total electrical failure in IMC. You pays your money and takes your chances. Thus need to practice, often.

I'd try 200 mph myself, shutting off fuel while pushing. That would probably be <1000 fpm. When it's out, roll into 45° bank and lose altitude fast. Stop on the ground wherever possible.

I have a gold AT&T iPhone 6, new this spring, for sale. We just changed to Verizon yesterday. AT&T had great coverage in WV, pretty poor around here.

Mine is 2000-2250 on a '70 C.

See the other thread in this forum:

A quick check to see if its working is while taxiing--when you turn, the yoke should turn one way, the Turn Coordinator the other way. Right now, I forget which one goes the way you turn, but the key is different directions. When my wing servo boot blew a hole, they went together while taxiing. When you rewrap the boot, there's a big oring holding the boot on like a rubber band, then the boot folds down over it. Scotch 33 electrical tape goes around and seals the open end. That's what Brittain told me, but I don't recall the number of the oring, it's a very thin one.

Check the Time to Climb thread for comparisons. Personally, I lean towards an induction leak somewhere, you should have more than 27" MP at only 700 msl. I think I hit 27" somewhere above 2000' on climbout. I have multiple photos showing ~143 mph at 9000-9500 msl [168-170 mph True]. Your J should eat my lunch, I only have a C with a slow 3-blade prop.

It helps having small hands, and a small socket set with universal joint. There is one screw that holds the servo on; unfortunately, the access panel is on the front, the screw is on the back. You can see how by looking at the ones in the tail cone.

Hey, Carl. One thing you need to do is determine your power settings for 90 knots level, clean and dirty. I like to be 90 knots, Takeoff Flaps somewhere between IAF and FAF (a couple of miles before the FAF). If I have a glideslope,mi drop the gear when it's about 1-1/2 dots above me, coming down; if no glideslope, I drop the gear at the FAF. Your CFII will go over all of this with you.

On Plane Ride days at the airport, I run 2300 RPM and whatever throttle is required to not run over the 172 ahead of me. This is generally in the 16-18" range. Finding your sweet spot will be simple, just try a few. My tach is marked 2000-2250 to "Avoid Continuous Operation. But memory says that 16"/2300 is level flight at 105 mph (90 knots) clean, and it takes ~19" with Takeoff flaps. These are all leaned to 50°ROP. Your basic Instrument Approach settings will be a good place to start (see above for mine). If it's good enough to shoot an approach, it will be good enough to putter around, but you can also dial,it back some, too. The Max. Duration in my Owners Manual is 20"/1900, but I don't like the control feel there.

Paul-- I made one trip each way at 9000 msl, both eastbound. Flew 2.7 hours with a tailwind, WOT, 2500, 50° ROP, for 9.7 gph. Six days later, the wind had calmed down and I went 2.2 hours, WOT backed off enough to move the MP needle, 2500, and don't remember if I was 50° ROP or at peak (that's what notes are for!), 8.3 gph. My notes will clarify both mixture and IAS. I know I came home at 10,000 msl, 2500, WOT minus, at peak, but I didn't top off yet. Yesterday at 10K, I was just under 20", so that would make 9000 msl right around 21".

Back to my normal cruise settings. Just went to the SC coast, flew 2:15 getting there at 9000 msl. Didn't track the climb, it was gusty and bumpy from field (264 msl) to over 3000'. Here's the brief summary: fuel used was 18.6 gallons, or 8.3 gph. Power was WOT backed off just enough to move the MP needle, 2500, and 50° ROP. So it seems that running a carbureted Mooney WOT costs about 1.4 gph, for maybe a knot or two of speed. No thanks! I remembered to bring my kneeboard home, so look for both flight profiles in the Time to Climb thread soon, since if was able to record data coming back from the coast at 10,000 msl, WOT backed off just enough to move the MP needle, 2500, and at peak.

That was the wife's idea. Seven of us together for several days over Thanksgiving. The little bags made it easy to have choices, and not need to reseal the bags all the time.

I have discovered the secret to additional legroom in my Mooney. (Read it here enough times that it finally sunk in!) When leveling off, slide the seat back! Easy peasy, makes the cabin seem huge. But this is what all was crammed into my C . . . Along with myself and the wife.

Mr. Sinatra will be even happier if you spell "Sanatra" right, too . . . For other interesting pricing structures, ask around on your next aluminum tube flight. The variation in seat price will amaze you . . . P.S.--my wife has a cousin who shares your name, but he spells it "Erick." Different strokes and all that.

To hold cost down, get the android pad of your choice. Lots available, at a wide variety of orices. Then get Avare, which is free and has all of the charts, sectionals, plates, etc., you want to download. Many people will steer you towards an iPad with ForeFlight, but both are pricey options. Android and Avare are much more pocket-friendly. How much koolaid do you want to drink?

At least you live on the coast, Anthony. It may be suspicious if our friends in Iowa buy a Marine subscription. As for the different price structure, people are willing to pay it, so why not? Me, I've always been allergic to the $1000+ entry price before the subscription can start.

Good Lord, Dev! Never lowered the gear below 1500 agl? Pattern altitude is only 1000', do you normally enter the pattern down and locked? Granted, I was held high a little long this afternoon and blew into the pattern right at 1000', trying desperately to slow down. Think I finally hit the 125 white arc about midfield, put in Takeoff flaps and dropped gear. I know that 3nm out on the 45 I was still indicating 150 mph (white line starts at 125) and ~300' high.

dp

The NTSB blamed the company for giving incorrect W&B info to the pilot, which is why he was slightly overweight and out of CG. They blamed the pilot for not taking the correct engine out procedure for his plane: raise gear, raise flaps, feather dead engine in that order. Landing ahead was another option. Had he cleaned up the plane first, he may have been able to climb. I'm not pedantic enough to cut and paste from the report, though. Having been distracted on a takeoff once with almost immediate turn and climb into IMC, I have experienced my Mooney's climb rate with the gear down, and it's disturbingly low. I will stay in the "positive rate, gear up; clear obstacles, flaps up" club, although i only use flaps when heavy or at short fields (<3000' long).