Ned Gravel

Or lengthened the nose gear?

Not all models have this affliction. Mostly confined to the longer bodies. This is mine. Just sitting. Looking like it is ready to jump into the air.

Yup. The way postulated by more than one leadership guru. Hard to find in this day and age - where personal power drives most of those given responsibility for the success of teams.

I got my local ear--o-logist to make a set of foam/rubber/plastic/synthetic (whatever they use) moulded inserts. Ugly yellow so no one else will want them. Works great. Apparently with tinnitus (which I have) the ANRs do not do a whole pile of good anyway. Love my Halos. Thank you Phil.

I got one as well, but I have been on the road for over three weeks and no chance to get at it. Sheesh!!!

Yup

I agree with Clarence. About 9 years ago, I had to replace the AI in my panel and the local avionics shop needed know the panel tilt to configure it. I used the procedure Clarence describes (given who tole me about it, should not be surprising) and determined my panel tilt to be 8 degrees forward of vertical. Avionics shop took it from there

Brad: Not the same issue for short body Mooneys with a Johnson bar. Two pumps of flaps (10 degrees or so) is the same for takeoff as for go round (and standard approach) in my E model. More flaps do not create more lift - just more drag. For me, gear up on running out of runway room (or need to keep it down) or 500', whichever comes first and flaps at 1000'. Altitude is life. If I am worried about clearance and/or climb performance, Vx, if not, Vy. At 1000', retract flaps, lower nose to get to Carson speed climb (= best glide (Vy) X 1.316 = 105 mph X 1.316 = 135 mph or so). See Norm Howell's thesis paper on it.

So I have read all of the posts above and it appears that the only real need you have for a vacuum pump is to drive an AI for your autopilot. Just so you know, my avionics shop told me that having dual G5s does not appear to alleviate the need for backups in legacy primary airspeed, altitude, turn coordinator or vertical speed indicator - unlike a dual Aspen setup. But with two G5s, each is redundant to the other in terms of AI (not certain about HSI and FD redundancy). I have one G5 (as the HSI) and I am thinking about either a second G5 for an AI or a uAvionix A30 (once it gets certified). While I like the idea of two G5s, I am not really bothered by having the other four legacy instruments as backup - but as regards my vacuum pump, I will still need something to bring up the retractable step - either the vacuum pump or one of the other alternatives currently being offered by entrepreneurial engineers. The vacuum gauge itself is a 1" device and takes up almost no room on my panel. However, I would be very interested in hearing what you finally decide and how you get there from here.

Like this? This is the Ram Air boot that was replaced as a condition of my purchase of my Mooney.

I had mine replaced the year I bought it (2005) and then again during this year's annual. Lasted 14 years.

I have shared this before (when this site first opened back in whenever). I did five pre-buys and I physically saw only the first and last candidates, back in 2004 when I was looking for a Johnson bar Mooney. Each pre-buy (or other examination) cost from $0 to $500 (except for the last one which I eventually bought). Each pre-buy (regardless of cost) saved me from $50,000 mistake. None of the aircraft were considered "airworthy" following the pre-buys. I did not know what to look for - so my view of each aircraft was not going to be based on any competent considerations. It turns out that it is far less important to see the aircraft than it is to have a good Mooney-savvy mechanic working for you. I remember the guy from Missouri who called me and told me that the C model being examined had been "rode hard and put away wet." The five Mooneys included: an undocumented repair for two gear up landings, one set of rusted longerons, leaking fuel tanks, wing spar corrosion and others. You all know Clarence and he did the pre-buy on the last one (the one I bought) and the previous owner did not believe the issues Clarence found, until I told him I was not buying it without it being repaired first. The broker convinced the seller to go to the shop (to save the sale) and see the results. When he saw what Clarence showed him, he dropped the cost of repair from the asking price and I bought it. Simple, no fuss, unemotional, based on objective evidence transaction. Possible only with someone who knows what to look for and works for the buyer. We (buyers) look at potential aircraft purchases with emotion - not wanting what we do not love and wanting what excites us. Mechanics do not have this impediment to good judgement. Fact based decision making is what we use when we fly - but it can also support unbiased purchase decisions. Just me.

I have been thinking about making a change from a JPI 700 to the 900 as well. In Canadian dollars, it would go for $5720 plus installation - some of which has already been done for my JPI 700. The combo CGR 30 P and C would go for $6964 plus installation. so about $1200 more for the EI kit over the JPI installation. Probably a bit less in USD.

A low-time pilot acquaintance just told me that he was quoted $3,000 Cdn on an insurance package for which I pay $1,300 Cdn, and did include a 10% increase for me this year. He will have a long row to hoe. Here are the differences between us His 150 hours to my 1,200. His zero complex time to my 1,000 hours. His PPL only to my instrument rating. There may be others. I do not know what extra efforts in training (besides the differences in rating) he may have taken but I have taken every AOPA Safety Institute course offered and I have done two MAPA PPPs, as well as close to 70 hours formation flying over the last 7 years, including one clinic every year since 2013. Not easy for new(er) pilots.

I searched for the words you quote in POH 1193, which is for my 1965 E model Mooney. I have a pdf copy of it. The wording closest to your quote is on page 24: "It is recommended that the base leg be flown at 90 mph. Upon turning final, or sooner if necessary, extend the desired amount of flaps. Flap speed is 100 mph."