Stefanovm

Keep it up. The Mooney is an excellent instrument airplane, if it is equipped. Mine has old stuff and I can hardly afford to fly it regularily, let alone upgrade the panel. I have two Collins navcomms with one ILS, no DME, no ADF, no IFR approved GPS, and need an IPC. I only do CAVU, most of the time. I have done some MVFR and the Mooney is nice in it. My Mooney was purchased March 2010. I wished I could have afforded one with newer avionics. It was an expensive step from my C152, even though the C152 has a much better panel. I took most of my IR in a C150 with then good IFR capability a long time ago. I have yet to do any IMC, or much hood beyond two BFRs, in my Mooney. My Mooney practice approches, no hood as just me and my non rated wife, seem easier than the C152 even with my really basic IFR avionics. Six hours of cross country time with my instructor many years ago (80s) was in a King Air with no autopilot, or RNAV back then, why I was along. It was almost 100% hard IMC, but the Mooney seems as stable and way easier to manage. I now have about 15 hours actual and 90 total. Things happen quicker in faster airlanes. My C310 was stable, but expensive and harder to manage as things happen faster, and with complexity, more things to do. I really like my Mooney. It seems to be in between with the best of both worlds, stable as the bigger, one engine-less complex, can go slower, etc. I do need an IPC and have been putting off due to ancient avionics. I want the IPC in my normal flying machine, otherwise, I would get in a rental with newer avionics. I have done well on simulator, including the newer full Rebird ones, but they all have newer avionics. My last currency was over a year ago in my now gone (replaced by the Mooney) C152 that had a KIng KNS80, so RNAV and DME, most of my 90 hours after the first 40. My check ride was taken in the C152 a long time ago. I did a practice localizer approach yesterday and it was real nice. It would not have been allowed in IMC, except as an emergency, as it required an ADF. Since CAVU, I substituted my VFR-only KLN 94 for the ADF. Most of the approaches around me are GPS types now. Most of the ILS approaches are at busier airports not close to me. There are fewer VOR only approaches, requiring DME or other equipment. I am trying to talk myself into an updated panel by going into more debt.

Same as Lood.

I use 1/2 flaps (my manual recommendation) most all the time. The only big difference I notice is lower nose angle. All the other reasons others give for using also make a slight difference. Added together, flaps seem to be the way I like to have the airplane feel. Otherwise, there does not seem to be a performance difference, except to 50' clearance, which seems faster in forward motion, not necesarily in time. I fly out of 2,500' grass with 50' obstacles at both ends, so when long runway using flaps has bcome a habit.

My problem is the opposite and may only require an adjustment. My horn comes on 20 kts above an actual stall. It tends to keep me fast on approach, not good in a Mooney for book landing lengths.

Here is more information, a 3,400 DA at an 800 MSL airport, my home one. Calculated from http://wahiduddin.net/calc/calc_da.htm at 07TS, a 2.500 foot grass strip on a summer day. I rarely do this TO when anywhere more than 2,200 lbs.

That is how I do it. Probably less that 10 have been done, mostly missed approaches during simulated approach practice. One was an airplane that did not get off the runaway, so closer to being less planned as the tower commanded it.

All good information. I lean to about 1200. That is my Mooney's sea level take off indication. I have yet to verify when the temperature is not 10+ degrees above standard for an above sea level DA. Most of the places I have flown in the last three years broadcast the DA. My KLN94 calculates it much easier than my aluminum E6B Flight Computer, but that is after engine start. Leaning the EGT way worked great at Sierra Vista, AZ in July, 2010, and within 10% of full gross for most of the ten TO&Ls. The DA was over 10K, but 10K+ feet of runway helps the concern factor. It took almost 2.5K of runway to get 50' AGL, but 400' AGL before the 10K end of the runway. I have used the same process with quite a few high DA TO&Ls in my Mooney travels, 50+.I did not learn the formal process until getting my Mooney. As a California high desert flyer in my first three airplanes, I probably used the same process, but just by needing to get the job done rather than knowing it is the a recommended process. In Sierra Vista, I worked my gust practice to death giving rides to family. Even my sister-in-law went. She has never wanted to go and the turbulence bothered me more than anyone except my 5 year old nephew. Turbulence rarely bothers me. However, landing with it constantly over a few hours is tiring. My Mooney is the best of the five airplanes that have had owned my wife and I since 1977. They include '69 C150 ('77), 74 C182 ('78), '62 C310 ('81), '78 C152 ('03), '65 M20E ('10), the last planned.

That is great! I would like to start saving for mine. I am 30 miles south. Who did your work?

Will do. Thanks.

Nope, it probably is not. Before my serial number is a different part number. I had already searched there. Thanks.

Anyone have a good one? It is a 1965 M20E, serial #613. I beleive the original part number should be 240014-1.

Photo try again. Got it to attach earlier, but when tried to attach a better copy it lost it and I cannot seem to be able to re-attach it. Got it now, I think.

That is the plan now. They were all cleaned. Probably Thursday for test flight. Maybe reinspect that day. It only took 3 ounces of AS 100W to duplicate what was on the floor. AS 100W is what I use and appears to match what was on the floor closest.

Thanks. After the weekend flurry of activity to investigate and this forum, I am starting to feel a bit less concerned. By the way, when I dipped finger into puddle and smelled, there was no fuel smell at all. Not a scientific test, but that with no dye color leads me to beleive very little if any fuel in it. However, I appreciate the different insight and can believe it. Oil use is 5 to 8 eight hours per quart, so not much from the engine to confirm a major leak. The inside of the inspection plates and pans were completely cleaned to compare at the next opening during the upcoming 2011 annual. Most of what was cleaned produced a much darker residue.

Thanks for the suggestions. [1] I have done this several times. If it were closer to the engine compartment, it would be my best answer. It is possibly this, but I cannot imagine how it happeend as oil has not been added in a week. I flew it since then, did not push back through it, or run through it coming back into the hanger. What a delayed reaction if this is it. [2] Agree. No mess and still too far away. [3] Vertical card, too much oil, over carpet not showing signs, wrong viscosity, and still too far away [4] This was my first guess, but no easily visible carpet mess. Also I keep the baggage area bottle in a plastic tray, so it would catch most, if not all, of it. However, my wife suggested a lost bottle under the pasenger seat, which is the best guess location wise. I still need to look there and check the carpet. Maybe I did lose a quart under the seat, but it has not spread horizontally from underneath the seats. This is still the most likely possibility. Carpet damage would be a small price for the wondering that I have done for the last few days.

The fuel is 6 months accumulation as the blue/purple does not come off real easy. There is a recommendation for addressing fuel leaks in the airstream. My A&P says keep an eye on it as it will need addressing, but in the future. He does not believe it is coming from the side of the tank as that has been investigated and side tank leaks require immediate attention. What was on the concrete floor was deinitely oil, not flap actuator hydraulic fluid. In addition it was very clean. It is still a mystery to me as engine oil running down 15'+ of belly internally with 20 hours on it would be far more discolored, even initially. The puzzling item was I thought that it was dripping from the seam aft of the air device. If it was, it was coming from somewhere other than inside the airplane. Removal and replacement of the belly skins and inspection plates since my first post was very enlightening for me to watch. Everything appeared to be in good order with no oil or fuel accumulations internally. Yes, it had a nose gear collapse about 3 years ago before I bought it. There is a long story to that, also. It is also why I have no prop AD with which to deal.

I have had high blood pressure since 1961 getting my PPL in 1971. BP started affecting my ability to get my medical about 1997. Before that I just reported taking a medicine for it as the AMEs wanted me on medicine to sign about 1981. The high cost prescriptions (I have taken about 24 different ones over the past 30 years.) did not lower it. I now have found an over the counter $40 medication that DOES lower my blood pressure. It is not sold for that effect and has not helped my neighbor's BP as he nears 60. BP is becoming a problem for him, but no longer worries me. Both my non AMEs are happy, but can give no reason why it should work. I go to the AME again next year. I also fly on a conditional medical for sleep apnea and need a doctor's visit and letter for the FAA EVERY year. I went for the sleep test with the advice that it might help my blood pressure. It has only cost me more FAA paperwork. Phooey on the class 3 medical!

I went ouit this moring and saw a six inch oil puddle. It is coming from the area of the second belly pan, see photos. The brakes still work very good and so do the flaps. However, that is the only thing that comes to my mind. I carry a quart of oil in baggage right above the leak area, but it is still intact. The reason I mention this is that it is more of an aeroshell 100w type and color oil than the fluid used for brakes and flaps. Is the wheel retract gear box oil filled? Or is there another idea about the origin. I guess the belly pan will come off in the next hour or so. It is still dark and cold in the hanger.

I found that I have about the same problem this morning. My fuel pump does not change what happens. I can use just nav lights and they go off in 2 to 5 minutes. Same with the landing light except time is about 1 to 2 minutes. Adding or subtracting load does not change much and battery voltage is always good at 14 V when it happens. Mine are toggle type switches. I plan to check amp draw on both this weekend. It does not act like a dead short, but may be a short jsut the same. I am hoping that the problem is not bad switches, as getting them and changing them appears to be a complicated process.

Two Mooneys operate out of 07TS, a grass strip between Taylor, TX and Georgetown, TX, http://pages.prodigy.net/mark.stefanov/index.htm. There are 29 lots with a good mix from a Geronimo to hang gliders. I have an E and the other Mooney person has an M20. YES, that is no suffix. There were a few made. One of the powered glider pilots does not like the runway and plans to move. A Velocity owner moved his airplane due to numerous prop problems. I have a top prop which seems to have plenty of clearance. There are some real rough spots. The ones on my taxiway are unavoidable. I worry about the fuel tanks every time I go over them, but I love the location. Our strip is 2,500 with 200 foot over runs. The biggest problem that I have encountered is the soft ground. The Mooney tires and weight make for cautious use after a lot of rain. However, everyone here tries to be cautious at those time. At least once after a big rain, I made a rolling takeoff from my hanger, not wanting to stop. The ground roll from the beginning of the runway was +40%. I also stuck it once after a rain crosssing an area that always gets soggy, and with which I was not familiar, taxiing to visit a neighbor after a flight. Four of us pushing on the wings backed it out. Cleaing the mud off the tires was not easy.

I have Collins Microline. The #2 will not transmit, but seems to receive. I would like to know what might replace these without a lot of wiring changes. The alternative is to see if it can be fixed or replaced as they are fairly inexpensive. I had a KNS80, KX125, and Ky197 in my C152. I miss the KNS80 (enroute and approach certified) even though I now have a KLN94 (VFR only due to far right position and no CDI connection). The King DME remote is off by 10 miles and impossible to see from pilot's seat. Panel photos are in my photos, http://www.mooneyspace.com/index.cfm?action=gallery&userGallery=1544.

I mostly follow GeorgePerry's advice. In the past, I always slowed my Cesnna's (except 310) to Va in most all turbulence, but they rode differently. Control normally required much more control deflrection than my Mooney. The 310 was closer to my Mooney's ride and control input requirements. My wife's grip on the handhold also normally dictates when to slow down. In the Mooney, she is much more tolerant and is insistant that the ride is much better in turbulence. However, I try to stay out of the yellow arc in less than smooth air. I will go to 65%, or less, and LOP to get a seemingly smoother ride. It may only be habit and perception making me believe it is smoother. I have less than 75 Mooney hours with several cross countries from Texas to AZ and NV. The mountains and summer desert environment seem to have lots of turbulence. At 6K MSL one is not 6K agl on these cross countries, which seems to be a good rule of thumb, so it is 10K MSL+. I am limited by no on board O2.

2,000+. I had never even flown in a or been a pilot of a Moooney when I flight tested N5520Q. It seemed that I knew more about Mooney's than the salesman during the flight test.He had worked for a Mooney dealer, so I was surprised. I had been considering Mooney for way too long. I experienced my second gear failure of my flight carrer on the flight test. It was an experience. The first was in my C310 back in the 80s. Due to vacuum problem, that is now fixed, I need an IPC, now. My neighbor is not complex endorsed and he was my saftey pilot previously. I am looking for a Georgetown, TX area Mooney savvy volunteer? I have only basic IFR panel, less than my previous C152.