kortopates

Thanks Mike, yep I should have started with the J's. Plus you have the later F which has the increased gear speed from original F's at 105 mph to 120 mph in 68' So its really not till the J model that they reversed. J model flap speed stayed at 110 kts but the earliest J's gear extension speed started at only at 104 kts (below flap speed) but soon increased to 132 kts (well above flap speed) before the last topping out at 138 kts (sn 3000 on)

Let’s not get too much of the opinion that there is a set order as to whether gear or flaps should come down first as it’s entirely model specific set by the Vy speed limitations. As @Hank just pointed out in the C models the flaps speed is higher than gear speed so flaps will be used to help slow to gear speed. But at least starting by the midterm J models that reverses and gear speed is higher than flap speed so the gear will be used first. As models get younger the gear speeds get higher and higher to ~140 kts while flap speeds remain the same near ~110 kts. So with the late Mooney’s there is a very sizable buffer between gear and flaps speed. As always it depends on your v speeds. Sent from my iPhone using Tapatalk

You just switched the discussion from Lycoming to Continental - very different.

Not sure i understand why or our how ellison explains it, but through my Savvy clients i know that the up charges for drain replacement is often miss understood by owners. It is an extra job that needs to be done when the nutplates have been over torqued, but not for just a plain reseal. I think he should go over possible add ons when people drop off the plane or raise the baseline price and then give a discount if they don’t need replacement since some people are left wondering what’s going on. But it’s nothing really surprising except not learning about it till mid job or later. Sent from my iPhone using Tapatalk

The labor to re-install new nutplates for the new sump drains will be the more significant cost. People loosen up the nutplates by over torquing the drains. Sent from my iPhone using Tapatalk

10% of tube wall thickness

Maybe you should check the sonalert installed above your head for the gear warning to see if you have the correct part #. I’ve seen lots of Mooney’s with the wrong part # installed probably because it’s not hard for an owner to replace one. more often they install a continuous tone rather than pulsating tone. Regardless you don’t know what you have till you check. I don’t know what model you have but you can have 2 or 3 sonalerts installed. One for stall (which is easy to eliminate) one for gear warning and often 1 for autopilot which is also easy to determine if so. Sent from my iPhone using Tapatalk

My sympathies as well since either way you’ll be down for awhile. i really doubt it will hurt your insurability with the report saying the gear failed. But NTSB report won’t likely be out for a long time yet i am sure the adjusters report and estimate will show the damage to gear from it failing. i wouldn’t want to be shop or maintainer that just did the gear work as i am sure they are about to get proctologist exam from the FAA very soon. Sent from my iPhone using Tapatalk

section 2 of your POH and my recollection is that Mooney spec the upper limit much lower than lycoming did causing a lot of grief with mooney’s that had to replace their fuel pumps since the newer/updated lycoming pump pressure runs higher. Sent from my iPhone using Tapatalk

Not only is re-testing with likely re-balancing required but depending on how your engine is overhauled its unlikely to come back with your old gami’s injectors unless you take action at the start to ensure so. Gami does charge a fee for updating with an overhaul. Sent from my iPhone using Tapatalk

All mooney’s use the same Sonalerts PN’s till the G1000 provided voice alerts. Sounds like (pardon the pun) your throttle switch is coming on with to high of a manifold pressure. you can check what your service manual says, it varies by model but i recall 16-17” (but wouldn’t trust that). But suggest checking yours to the spec and having it adjusted if it’s set too high. Reducing the volume sounds like a bad idea - it’s supposed to be annoying enough to prevent gear up landings but fails miserably. these days there are better technology aides including the new LHS. Sent from my iPhone using Tapatalk

I highly recommend Adlog.com after the first year it’s under $50 a year annually. see their website for what they provide. I sign off my own annuals but i got to believe the service will save you more than the subscription cost when your IA has to do your AD report since they will all be neatly organized in a 3 ring binder with a new checklist at each annual. Sent from my iPhone using Tapatalk

You mean after you buy and install an appropriate fuel pressure transducer? then go into programming mode to enable its display following instructions in your pilot guide. It’s required, it being your factory oem fuel pressure gauge because Mooney published limitations on fuel pressure. Your EDM-830 doesn’t legally replace the factory gauge so you might prefer to put your $ towards fixing it; else upgrade to an EDM-900 so you can ditch the factory gauges. you should realize there is a ton of required equipment on your Mooney not listed in 91.205 starting with the stall horn. Modern mooney’s include a KOEL list that gets more complete the more recent the manufacturing date. Sent from my iPhone using Tapatalk

As the maintainer and the primary financer of my Mooney, I couldn't agree more with this.

I am looking forward to being a UFO!!! No touch and goes here, never saw the point in it. But i’ve done plenty of go arounds from before touching and after touching but would much rather spend my time doing approaches, and other maneuvers like power off landings other different kinds of landings and takeoffs i put my students through on a Wings flight review. But what others do is up to them. Just never saw the point after learning the sight picture and i am flying most every day. Sent from my iPhone using Tapatalk

True story, a relatively new pilot getting checked out in an arrow without any prior retract time wanted to check out the safety features he read about the gear not coming up on the ground due squat switch (or whatever it uses) so to make sure this was working on his pre-flight he moved gear lever to the up position. Oops - Test failed! Now it had several squawks! Sent from my iPhone using Tapatalk

Very surprising that an accident pilot would offer such insights to the NTSB. Even though the NTSB can't recommend a 709 checkride, I believe the FAA can after reviewing the report and of course concluding their own investigation. And in the same vein how do you think a underwriter would respond at insurance renewal time or for new policy if they had read this? Of course discussing this with the pilot might come across differently from just reading his musings, but this reads like he may have an issue with resignation which I expect both the FAA and any underwriter would have an issue with. Maybe it was resignation that kept him from deviating to a closer fuel stop when the 2nd low fuel light came on! I'am always very interested in the human factors side of what leads to accidents and its very rare IMO that NTSB report dockets have these details to share - even though this may not reflect the pilot mindset during the flight, nevertheless its still enlightening for things we all need to guard against.

Most everyone follows the same convention that Mooneyspace forum uses, meaning with the J model. But there are several things that contributed besides a seemingly arbitrary model year such as the important change to the GAMA standardized POH format in '76

And airways, RF leg support, programmable holds your AP will fly, visual approaches (many with GS) to virtually every runway in its database and improved VTF support on approaches (VTF includes the waypoints behind the FAF) and of course a much better moving map on the larger screen 750. And one of favorites: DB Concierge support with the FS-510! no more data card programming except for the terrain which is seldom updated anyway. Sent from my iPhone using Tapatalk

You'd hope that would be enough but after you have lots of hours in type, its really not difficult at all. Sadly we often see multiple gear up landings per week.

I just spoke with Brandon at Absolute Aero (HWD) - they would be happy to do a dynamic prop balance for you two. They charge $850 flat rate. Contact them again, Matt and Brandon there are usually more attentive to email. I work with Brandon through Savvy trust you'll be happy with them.

Even if its underinsured, I'll bet some mechanic will be pick it up and have in flying soon. That's not hard to repair as @EricJ said

I've tried too at angle and believe your right - its not possible. Upside down might be possible but can't remember that for sure - would have to try again.

The destination distance was 75 nm to the south. The plane actually make 64.5 miles to the accident site. How many folks would attempt a 75 nm flight on 1/4" tank? and the other tank with the fuel light on? <2.5G Hopefully none for a long time after being reminded of the risk. The POH says not to take off with less than 12 gallons in the tank, that's right at 1/3 tank. 9 out of 10 times these accidents are always the result of the simplest thing. My heart goes out to him because I am betting he's an older pilot that is now uninsurable even with training wheels.

Great reasoning, but the stakes are much higher than $1K. A new baggage door will run more like $5K not counting painting it. Just saying… Sent from my iPhone using Tapatalk