FloridaMan

http://download.aopa.org/advocacy/G5_STC.pdf?_ga=1.50008102.1815156608.1468599265 Looks like all the Mooneys are on the list

Attached. At least there are plenty of witnesses that aren't blaming the pilot for a gear up.

A friend of mine just sent me a pic of a Mooney that had a gear collapse at Oshkosh. He said he watched it happen and said he watched a smooth landing, that all three wheels came up on roll-out and that the gear was definitely down when he touched down. From the tail number, the registration says it's an M20R.

I'd like to go for a ride in a Rocket 305 conversion. Does anyone here have one? This is on my short list for my next airplane.

When you turn your master off, does the gauge go to zero? Have you tried firmly pressing on the gauge with your thumb? I had the same issue and noticed that when I turned the master off, the gauge didn't go to zero. I pressed on the gauge and the reading moved. Turned the master on and it read correctly. Then I bought an engine monitor.

These threads always end up being a pissing contest about what you should do in situation X, usually diverting away from what actually happened. AoA vs IAS, 9mm vs .45, et cetera. Here I go taking the bait and getting on my high horse. I have been there on takeoff near max gross on a hot day climbing through 200 ft and have my engine get quiet. Luck and fortune were on my side that day. The runway that the wind favored was closed so I was given a longer cross-wind runway. I declined the intersection departure and went full-length. I accelerated and climbed at Vy. The engine got quiet, I did not have enough runway to land on, but there was a field at the end. I can tell you that through the entire sequence I was acutely aware of my airspeed and my biggest challenge was to slow down. Perhaps if I had climbed at Vx the FOD that took out the #4 cylinder would've arrived sooner and I would've made the runway straight ahead, but my thought process was that the gusty crosswinds combined with my engine out planning had me concerned that I was get behind the airplane in the seconds it took to identify a failure and at Vx, I would have a dangerously high sink ratem so I accelerate to Vy in ground effect before starting my climb. I went from 200ft and 120mph to stopped in less than 4000ft. I believe that for at least 3000 ft I was in the air. At just over the ground at 90 mph, I said, "fuck it, I've got to slow down" and I forced the airplane into the weeds, bounced, became airborne several times as the terraced field dropped off beneath me, but we walked away and the airplane sustained no damage. I had hoped to never have such an incident, but I trained and planned for it, and a combination of luck, planning and good decisions saved our lives and the airplane. I have a mental checklist similar to GUMPs when turning onto the runway. I call it the "Three 3s: Trim, Flaps, Fuel Selector; Switches on, Transponder, Frequencies; Prop, Mixture, Throttle" and on the roll, I call out "Airspeed's alive, instruments are in the green, windsock." On landing, I always crosscheck airspeed, GPS groundspeed and make a mental note of windsock and reported winds to make sure the spread seems normal.

Mine did well off-road. No damage when I put her down after I lost my engine at 200ft. That was a terraced run-off field and it felt like I was racing Motocross going down it.

You don't suppose you could have a valve failing? http://www.avweb.com/news/savvyaviator/savvy_aviator_56_before_you_yank_that_jug-197497-1.html

Bungee cord between the bar under each seat and around the inside of each yoke.

Looks like I'll pony up and pay now. I've wondered if my JPI showed anything before I lost my engine.

I'm well over 1900 hours -- possibly at TBO already. #1 and #4 have been replaced. #4 was removed due to FOD destroying both spark plugs and the cylinder was found to be worn beyond limits so it was replaced; had I not had the engine failure, I would expect the original #4 would still be on there. Engine was FRM in 1995.

A friend of mine lost his light twin and partner due to a controller error in Tennessee -- Nashville, I think. Controller brought him in on an ILS in IMC too close to a landing heavy on a parallel runway. Wake turbulence was the cause. No way you could've known in IMC.

Phil at KAVO is probably who I'd have do mine here in FL. I consider the shock discs to be one of those repairs that you should have somebody who's got a lot of experience with Mooneys do.

There's one at Republic who got me out of a bind years ago, though I can't testify as to how they'd be for a PPI

I sometimes travel with a crew that operates numerous aircraft, including a Gulfstream 550. When I'm by myself in my Mooney, I do my best to carry myself like an aviation professional. It's not uncommon for the guys who make the decisions for the VIP operators to fly around in their own personal piston singles and the FBOs know this.

Do you know if they allow overnights there?

The EDM-900 still uses the factory sending units, which suck. I have the gauges in my wings as well, which are spot-on accurate, as is the fuel totalizer in the EDM-900. On long trips where I take on extra fuel and add incrementally without a fill-up and then filled my tanks, the consumed fuel seems to have less than a gallon of error over 100+ gallons consumed, and that could easily be attributed to venting and marking the "fill up" 64-gallon with the tanks not filled to quite the same level under the cap between fillups. In short, don't expect the EDM-900 to be any better than your factory gauges as it is only a change in indication, but the totalizer kicks ass. If you don't have wing gauges, get a set.

I flew into MIA last year for the boat show. I figured it as amounting to $76 at Landmark, no matter how you sliced it. Either you take on your 7 gallons of fuel or you pay your handling fees. There's also a small landing fee at MIA that's included in all of that. You'll need to verify this before going. I was on the lookout for heavy inbound/outbound traffic as I was worried about encountering wake turbulence. Also, when flying into FBOs that deal with lots of VIP arrivals and departures, they really appreciate it if you call ahead and at least express an interest in avoiding a conflict with a VIP arrival/departure schedule. Last I checked, their overnights for piston singles was only $10/night. I was advised that Saturdays are the best day to fly into MIA. The guy at Landmark referred to Saturdays as "piston day" as their major arrivals come in Sun-Wed with departures going W-F. The only sortof weird thing that I had never heard before was they give you a heads up on "easterly/westerly" landing to advise you on which way you can expect to land since all of those parallel runways run east/west.

That's a bit on the high side, but I guess it's the value of your time. You could send your DXF files to Discount Steel out of Texas and have your aluminum panels cut out by them and I wouldn't expect it to be more than a couple hundred dollars. For prototyping this sort of thing, I used to use my vinyl cutter before I got my laser.

Dan Gryder is a fairly well-known guy. Sent from my iPhone using Tapatalk

Mine from 1967 looks a bit different. The "WB" looks consistent, but the signature looks like it says "Badger" or something.

But can it melt steel beams?

Mooneys do well off-road. I know this from experience landing in a runoff, terraced downsloping field at the end of a runway. I dropped the gear because I needed to bleed off speed. I became airborne multiple times as the tributaries and terraces in the field dropped away. There was no damage to the airframe.