Shadrach

Quote: eldeano ahhhhh, this used to be such a nice happy forum Back to the original question, in my C I do full flaps 100 downwind,90 base, 80(mph) over the fence pull power, a little float then it settles down beautifully. On short runways like where I used to be based at Harvey field, (2400 by 36) I would level out on final, bring it down to 70 then you have a fairly steep decent angle keeping it at 70(plus half the guest factor) and no float. The former is a more comfortable stabilized approach for me. This is just what works for me and I hope it in some way helps. Please do not hate me.

Shimmy in Mooneys is almost never caused by loseness in the gear. It is caused by misadjusted gear. As in nose gear retraction rod eccentrics misadjusted. Most of the left right play is in the steering horn. If you have a shimmy often times it's a sign that the eccentrics that set fore and aft gear position need to be adjusted.

José, I was being facetious...that's what the wink was for!

Quote: Piloto Just make sure you carry an Allen wrench to tighten the set screw in the knob. There has been cases were the knob came loose and the pilot was unable to switch tanks. José

Nothing to worry about. 50df delta is no biggee and everything is trending together... Typically #1 is the coolest in my experience. Are you sure your probes are placed correctly?

Quote: markejackson02 I have had intermittent mag problems for a couple months now. Got to the point we could start the plane then the left mag would fail after a little while. The mechanic thought coil or condensor. It turned out that the bushing through the center of the distributor block was loose. Why would that cause the mag to fail, especially only after it was warm? I could see the coil or condensor failing after they got hot.

Quote: WardHolbrook

Wev've been running Mooney tanks dry for 40+ years...multiple airplanes, multiple pilots. no issues. If you don't want to do it, then don't. I can understand why some might find it unnerving, but it is just not a big deal...really, SOP for many. I like to know that I have not left any usable fuel in the tank befor my last switch on a long XC. The engine never protests after fuel is reintroduced to the equation.

I agree with you Ken (which is not uncommon). Perhaps it is all related. However, I've heard and seen more than one CFI perpetuate what I know to be a falsehood. A guy across the hangar from me spent 2 days with a Flight Safety instructor transitioning into his company's Bravo. He came back using partial flaps as SOP. His personal minimum in the Bravo are just now down to 3500ft and he uses it!!! This is the same CFI that taught him 24/24 and 50 ROP. I asked the CFI why he liked that power setting. He did not really know... I think I was told that the company paid $4500 for the trans training... Money/time well spent? You don't always receive what you've payed for...

Quote: scottfromiowa I would not go any slower over the fence than 70 mph. If you are talking knots there is some room. What's the big deal about a little "float"...better than NOT having enough energy in the flare and stalling and dropping it in, right? Try 1/2 flaps when light or in my hydraullic flaps 3 pumps or 2 instead of four. I am 100mph base to final. 80mph over the fence and power off just letting speed come down and enter flare. I love how the Mooney lands with this formula. If I have weight it's full flaps with same speed. Works out fine for my short body.