Parker_Woodruff

bingo

What is your takeoff fuel flow?

Thanks. Haven't owned a Mooney in almost two years and thought I was starting to mix up airframes.

I need to check the POHs again for when slips haven't been demonstrated. Or maybe that was takeoffs not demonstrated with less than a certain fuel quantity on the selected tank. Or is it both...?

Your technique has merit. I would probably just say I do this about 50-75 AGL as opposed to 100 AGL as written by the OP. We are nit-pickin...My main concern with the long-final technique is unporting fuel after a 5 hour flight...you get the idea. As angle of attack increases in transition to the flare on the ground, you will notice a left turning tendency in most aircraft. That's when I start playing the "right rudder so the nose goes down the centerline" track through the intercom Same reason that you are using right rudder to keep the ball centered in a power off stall.

Good job. As a matter of preference, I would probably wait until I was a little bit lower to do the slip. In any case, some rudder deflection in either direction upon landing should be the norm. Nose going down the centerline. There is a tendency to forget this when the wind is down the runway. P-factor and the rest of the turning tendencies never completely stop.

There isn't any real advantage in this...if cylinders start getting hot, just lower the nose for faster airspeed in the climb. Leveling off to give the engine a "break" is just going to provide an extremely short fluctuation in CHT. Literally within a minute or so of starting your climb again, the cyl temps will be right back where they were. I would just climb at whatever the max continuous power is and get to altitude as quick as you can. I'm sure you can make quite a climb at 140 KIAS or so.

You will certainly have the capability to make it to FL240 in a Rocket. my only suggestion is just be prepared with your masks already plugged in and ready to put on well before you need them. In climbing to FL210 in my M20K, I always put on my mask at a workload permitting time somewhere around 10,000' MSL.

I just want to clarify that VLOC is describing if a radio within the GPS or if the GPS itself is providing input to the CDI/HSI. A precision approach like the ILS is still flown in VLOC mode. I'm sure the OP understands this, but I'm just clarifying... Also, a great thing to add to your approach checklist is to verify you've selected the correct setting for the approach. This has caused problems for expert and newbie IFR pilots alike.

Yep, fly it to Don Maxwell at GGG

I got off Facebook in August and am not looking back. It used to be great, but in the last year I used it, it seemed like I was having to scroll through 99% of stuff I didn't care about to find the 1% of interesting content. I'm hoping there will be a mass migration toward a groups-based platform like MeWe.com. A lot more secure and a lot less clutter.

Carusoam gets the victory For the amount of New paragraphs He makes In each post -p-

I'm afraid that's an awful idea

Hi Tim, I might not be understanding your question correctly. I think the indicator on the floor will only show full green on gear extension. On retraction, the gear unsafe light on the annunciator panel should go out. As always, check gear rigging anytime the plane is on jacks & at annual inspection.

I used Condor on both my Mooneys and have no complaints.

The MB has a fully referenced wastegate. throttle adjustments are almost nonexistent. You pretty much firewall the throttle on takeoff and leave it there till you level off in cruise.

If I remember correctly, the dipstick on my M20K would only go in one direction. I would have to rotate it 180 degrees if I didn't put the correct side in the first time...hard to describe, but maybe you see what I'm saying...

Congrats, Scott! The Saratoga is a nice, roomy airplane. The A36 flies nicer and is a bit sleeker, as you know. I've flown both. The space of the Saratoga is incredible. But you won't be going much faster, if at all, than your current Mooney.

C172, M20J, M20K... Now no wings. Hopefully that will change within the next couple years.

Being made whole where a shop makes a mistake and shotgun suits where NTSB findings of pilot error mean nothing are entirely different things. Being made whole is the right thing. Punitive damages irrelevant to circumstances have hurt this industry.

I guess we could all just do with a little less drama. This idea of suing the last 9 repair shops that performed maintenance on a plane before it crashes then finding one guilty party out of the 9 and then the lawyer making some bold claim that "the shop knew this plane would crash" as opposed to seeking out recompense while not denying we live in a fallen world where mistakes are made even by shops that aren't cutting corners and have good oversight.

I'd encourage you to get comfortable with the Mooney in slow flight, then transition to some power-off stalls...with a CFI if you aren't comfortable doing them alone. They're really not too drastic and by doing them you will be so much more comfortable with your new airplane. Confidence in how the airplane performs and reacts is critical to you comfortably flying the plane by the numbers. Of course, never spin a Mooney!

I taught a student whose instructor never taught him how to use the trim in a C172. He spent his whole solo cross country flight adding and reducing power to maintain 5,500 feet cruising altitude. Ridiculous.

In addition to the liability, there just aren't the economies of scale anymore. Mooney doesn't reap cost of production benefits from turning out hundreds of planes per year. These airplanes have lasted a long time...and many people elect to buy pre-owned. A decade ago, a lot of these nice airplanes from the 1960s and 70s started to sit...most won't ever fly again. As this trend continues and USA exports of planes continue to emerging markets, we might see an uptick in new plane sales.

I would fly it west to Don Maxwell at GGG.