sleepingsquirrel

It makes your heart beat faster for a moment or two, doesn't it! Enjoy!

Halon 15 60.00% ABC dry chemical because anything is better than nothing 5 20.00% None ,because my bladder would do the job 2 8.00% None required because my Emergency check list doesn't mention using it 3 12.00% Voters: 25. You have already voted on this poll This his run its course on another forum and here are the results from a diverse group of pilots and owners, The Purple Board for Pilots.

Is it possible to modify the survey to add CO2 as a choice?

Quote: fantom If you've ever had to clean out Halon discharge, using an extiguisher would demand the same fear as pulling the red handle in a bottle airplane ;-)

Well, I 've flown lots of different airplanes without a fire extinguisher, and never given it a thought. I once had a radio go TU while VFR on top over Arkansas, stinky electrical smell , turned the master off no further problems. I was young and invulnerable then. I pulled all the fuses and sorted it out the radio had evidently gotten wet at the last lay over for weather and actually worked until well enroute. Strange it shoud frighten me now some thirty years later.

I posted this survey elsewhere and wanted to present it here because I like you guys! Just a thought.

Hi , good luck with your gear. I found this to be great information as a new Mooney owner especially the fingernail test. "Another check to make sure the gear is down and locked is the thumbnail check. See photo #9 Safely latched, you will not be able to slide your thumbnail between the sleeve and retainer block." http://www.donmaxwell.com/publications/MAPA_TEXT/Manual%20Gear%20Operation/LANDING_GEAR)OPERATION.HTM I found that pulling up after the Johnson bar was locked into the "down lock receiver" that the thumb nail test would pass. I have had it jump out of the "up lock receiver" and found that the same thing applies there , if I push the handel back once the Johnson bar is in position it securely locks. I have placed my finger in the "up" and "down" lock receivers to see if they were severely rounded which in my mind would make the jumping out more easily happen. I've looked at the overcenter mechanism and I don't believe that it could be overcome by side load but fortunately never had to test that for real. I realize that every sentence here starts with the letter "I" it's because "I " was extremely parionod about my responsibility to get the gear down and locked. Welcome to the forum, I have found very informative a extremely knowledegable aviators here. They helped me through my first months of Mooney ownership and have given me great confidence that I own one of the greatest production aircraft ever made! How long have you been flying the Mooney which model? One other thing, the guy that sold me my Mooney told me , "Sleepingsquirrel , be sure that if the co pilots seat is not occupied, take the latched belt and stuff it through the seats so it will NEVER be in the way as you try to raise the gear and lock it in the up position". I think this advise has saved me skinned knuckels more than once, never mind the distraction trying to get the gear up locked with the seat belt in the way!

I thought I had noticed this on my Mooney. Then I convinced myself that it is an optical illusion. Seems to shift if standing on one side of the plane or the other. I wear glasses and think that may contribute to this effect. The first time I did a snap roll , I turned to look out the back and was afraid that I had twisted the tail. It sure looked like it. Then I looked by turning my head the other way and the tail appeared to be leaning the other direction. Turns out that angle had me looking through a part of my glasses that enhanced the illusion! I was relieved and calmed down to resume normal flight.

It could be a loose fitting or broken line. Line could be plugged. Does it sometimes look like it's working? Just not showing change with throttle?

I had a J model owner tell me before I went into an unimproved strip (less than golf course smooth) not to be alarmed about the nose bouncing from one side to the other. He also told me that I should NOT try to correct this with rudder , UNLESS I was headed off the runway. He told me that trying to correct this bounce would be out of phase and just make it worse. His advice was that one bounce would be one way the next bounce would be the other way . This he said they would average out untill lift off. I suspected this guy knew what he was talking about. I'm still listening and learning, and measuring veracity.

You might like to check this out for the dents that worry you the most. Looks easy enough that I could use it if it was necessary. http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&&item=300574990009&ssPageName=ADME:B:EF:MOTORS:1120

Hi, and welcome , As a new member of the Order of the Dimpled Mooney you will be surprised at the improvement in speed a few dimples make. Like a golf ball your Mooney will fly further and faster. The dimples act like vortex generators except less expensive and without the drag penalty. Unlike a golf ball the dimples will not make your Mooney spin any better. But eveyone knows not to spin a Mooney! right? How bad is too bad to fly? If visibility is less than 1//2 mile in and it's raining sideways it's probably too bad to fly! How to deal with an insurance company? I 'll leave that to the experts but AIG got away scott free!

Quote: Piloto Because when it get wet or frozen it no longer works. José

I paid buy it now on EBay for mine because it had generated very serious inquirys to the seller. The offers were approaching reserve price and the competition was stiff as the reserve price was being approached. I recognized what a value this was . There were two maybe three disappointed serious bidders when I got it. My research showed it about $8K below market and I was positive that anyone who drove over 600 miles would pay cash and it would disappear from my list. I realize everyone won't fly a Mooney because they are fearful of it's reputation, but a good demo flight and a few hours dual with someone like Parker Woodruff would get a buyer on yours . I would target 172 owners with economy and speed , and sexy. I have a line on a '78 ' 172 which has an asking price of $40,000. Not nearly the airplane I got or that you have to sell.

Hi, I bought a 61 B model and I love the damn thing! I wouldn't trade it for the TLS on our field for even money! I can see the value of this bird for a new complex pilot or for some one training complex ,that is how I would advertise it. All I really needed to know was 20 GPH vs 8.5 for the type flying I do.

delete

I've always known that you can put one in but not be able to get it out. These are two of my favorite youtubes along with Mooney roll over Kansas.

Mounted in the side window above the storm window. Yes ,the prop slipstream may preclude using it here in tractor aircraft. I've seen too many pictures of tufts of yarn in wind tunnels to believe that a simple inexpensive indicator shouldn't be put to use. So tuft of yarn further out on the wing should be invaluable. A little Google showed a stick with yarn protruding forward of the wing giving AOA. Yarn on a stick isn't rocket science, the Wright's used it as their only instrument.

As far as AOA indicators, why wouldn't a woolen yarn trailing from the OAT give AOA? Given that sailors use tell tales to see flow separation why couldn't I use a yarn on the wing to see the same thing?

I finally got the chance to take my Mooney to Moontown the density altitude has been 2600 feet after noon . I was light on fuel and by myself and had no problems . The runway is well manicured and firm in spite of all the rain this last week. I've had no problems landng short field but was somewhat aprehensive about getting the thing off. Well , no problems and rather surprised at the performance. I watched two loaded Cessnas with belly pods take off to the mountains. Their run was 12 seconds to break ground. I lost track of time and broke ground before half the field was used. Everything felt right just like the old days! http://moontownairport.com/ Have a great hoilday!

The first column is root the second column is tip.

Mooney 10 Cadet NACA 43013 NACA 43013 Mooney 18 Mite NACA 64A215 NACA 2412 Mooney 20 Mark 20 NACA 63-215 NACA 64-412 Mooney 20A Mark 20A NACA 63-215 NACA 64-412 Mooney 20B Mark 21 NACA 63-215 NACA 64-412 Mooney 20C Mark 21 NACA 63-215 NACA 64-412 Mooney 20C Ranger NACA 63-215 NACA 64-412 Mooney 20D Master NACA 63-215 NACA 64-412 Mooney 20E Chaparral NACA 63-215 NACA 64-412 Mooney 20E Super 21 NACA 63-215 NACA 64-412 Mooney 20F Executive 21 NACA 63-215 NACA 64-412 Mooney 20G Statesman NACA 63-215 NACA 64-412 Mooney 20J 201 NACA 63-215 NACA 64-412 Mooney 20J 201AT NACA 63-215 NACA 64-412 Mooney 20J 205 NACA 63-215 NACA 64-412 Mooney 20J MSE NACA 63-215 NACA 64-412 Mooney 20K 231 NACA 63-215 NACA 64-412 Mooney 20K 252TSE NACA 63-215 NACA 64-412 Mooney 20K Encore NACA 63-215 NACA 64-412 Mooney 20L PFM NACA 63-215 NACA 64-412 Mooney 20M TLS NACA 63-215 NACA 64-412 Mooney 20M TLS Bravo NACA 63-215 NACA 64-412 Mooney 20R Ovation NACA 63-215 NACA 64-412 Mooney 20S Eagle NACA 63-215 NACA 64-412 Mooney 20T Predator NACA 63-215 NACA 64-412 Mooney 22 Mustang NACA 63-215 NACA 64-412 Mooney 301 NASA NLF(1)-0315 NASA NLF(1)-0315 Mooney MT-20 (TX-1) NACA 63-215 NACA 64-412

Cocking the throttle plate is the poor mans' intake Tornado. It does not require an STC nor does it cost $20 as seen on TV. The idea is that a slight disturbance will cause all the cylinders to get a more uniform fuel air mix .

Hi Hank, I have a B model with the same engine you have O360 A1D. I've been flying off the previous owners cruise check list and decided to check my owner's manual and with the rest of you guys with more experience on this engine. I don't have the modern engine instruments so I'm flying the old fashioned way. Just fiddle with the knobs until it takes off. I do keep an eye on the exhaust after every flight , I know I'm running hot enough to move the lead out but not hot enough to run the aluminum out. Thanks for the info!

Thanks for the link to the carb stuff. I've been flying this for about 6 months . I made one trip in the Spring and got book numbes for fuel consumption at 5000 ft. Ths engine is probably still tight from overhaul ,about 50 hours SMOH, I've put 30 hrs time in the last 6 months before that it was rarely flown. M20B 1961 NA O360A1D