Bunti

A few years ago, I had also a problem with my stall warning: It switched on during flight at (verified) speeds way above the stall speed. On one flight it even stayed on during the taxiing on the ground. Without removing anything, I sprayed a good amount of contact cleaner from the outside into the stall switch and exercised the switch with the master switch off. It worked out very well and never made any problems afterwards.

Here are some insights of go arounds with larger airplanes: If you fly an Airbus 320 or a Boeing 737, during a go around, always the flaps are retracted first by one step or to a certain position. Then the gear is retracted after the positive climb is confirmed. With the Airbus A320, the call of the pilot flying would be "go around, flaps". Then the pilot monitoring checks the speed and retracts the flaps by one step and confirms the action. Then the pilot monitoring checks the attitude and the climb rate + rising radar altimeter and calls for "positive climb". Then the pilot flying calls for "gear up". For example, if we land an Airbus with full extended flaps, it is a flap setting which is never be used for a takeoff. Retracting the flaps by one step brings the plane in the same configuration which may be used for a normal takeoff. So, retracting the flaps first brings the Airbus into a known takeoff configuration. My Mooney M20F manual does not say anything about go arounds. It looks like that 1967 no go arounds were flown.

Great video with fantastic views! Could you tell us how exactly you installed the camera. Good would also be a picture of the install. Which camera did you use? Thanks, Stefan

Thank you very much! Have a great weekend!

I would take them, if they are still available. They fit in my Mooney M20F.

It looks like that already somebody before you tried to modify the standard airflow to alter the cooling of the cylinders of your Mooney.

A few years ago, I called Brittain for some new air filters for my autopilot. I personally spoke to the owner of the company who sadly died a while ago. Instead of selling me the filters, he suggested to me to buy certain Fram fuel filters from the auto parts store and to trim it somehow at one end. He told me that this is exactly what they would do at Brittain. In addition to this filter, our planes contain many auto parts. In my Mooney, for example, the oil and fuel pressure sensors are both automotive parts, manufactured by VDO. Also, most of the light bulbs are automotive parts.

It looks like that you have your own, German registered Mooney. I suggest that you do the theoretical part via a long distance learning school in Germany and then do the flight training in Germany with your airplane at a German flight school. This saves you a good amount of money for the airplane rental, hotel, air fare to the USA .... If you want to use your license also in the US, you can transfer it later. This needs a written test, some introduction flight training with a CFII resulting in a final endorsement for an instrument proficiency check and an instrument proficiency check. All based on the assumption that you already have a FAA private pilot license. If you do the training in the USA, you would have to transfer the license to the EASA later on. The steps are similar as the steps from the EASA license to the FAA license.

The Mooney is a certified airplane. The manual describes where to find the indicator lights. My understanding is that you cannot remove the power boost light. Instead of removing it, you may wire it in parallel to the Garmin 3X.

With the installation of my Aspen, my VSI was removed to declutter the panel. I never missed the steam instrument. The Aspen VSI works fine, no problems.

I never have locked the baggage door before a flight. In my Mooney M20F, it cannot be opened from the inside. But in case of an emergency, it can be opened easily from the outside by anybody on the ground with no tools.

My understanding is that Tempest had a quality issue with the center electrodes a while ago and it had been solved in between. See the detailed information in the post from the Tempest company.

This is not the first time they have heard of it. I had the same problem with one cylinder of my IO360 A1A engine and a Tempest fine wire spark plug!

Do you have the PowerFlow installed? Do you remove the whole exhaust for the lubrication with Mouse Milk? Or is there a better (less time consuming) way to perform the lubrication? I am just asking because I also have the PowerFlow installed. I am looking for any suggestions to keep it in good shape. Thanks.

My understanding is that the lateral and (if no obstacles are in the way) the vertical guidance is available on both the GTN 650 and the 750. i have the 750 in my Mooney and like the function very much. The prerequisite is that the airport is in the database and that the runway threshold and the final track data are available in a certain format. This is the reason why the function is not available for some airports. In addition, the databases from Garmin and from Jeppesen are different. A good example is the River Ranch airport in Florida (2RR). With the Garmin database, I do not get any guidance for the extended centerline. With the Jeppesen database in the same GTN 750 navigator, it works fine.