FloridaMan

I've been at 0.09 eight hours after drinking. As for cough syrup, you're looking at 60 hours bottle to throttle for Nyquil.

http://www.youtube.com/watch?v=qGWx6rkkWdg&list=FL4yGM3xSuFZjMMLe-iu-zSw

Whoa. I'm late to the party on this one. I always come in with full flaps -- well, almost always. If winds are gusting to over 20 knots, I've sometimes only used 3 instead of 4 pumps of flaps, but afterwards thought I could have been fine with full flaps. I also always cross the numbers at 80mph in my M20F. Anything slower unless I'm real light and the plane drops onto the runway. I've only had once incident where I skipped along and went around and that was when I was new to my airplane. The corrective action is to make sure you're flaring. A lot of people get away with landing Mooneys without flaring (less flaps, more nose up trim) -- this is how I landed my plane when I first got it. Now I do my best to have my yoke all the way in my lap at touch down. Stay loose on the rudders -- and you may think you're loose, but your feet should be constantly moving to ensure you're loose when it comes to flying in the flare and keeping the plane moving straight down the runway. I've got a feeling you were lighter than you were used to and/or the DA was significantly different on that last landing. And while we're in the habit of posting videos of porpoising (and this is no direct anything towards the original poster, as I read it as your nose wheel never hit, just showing the video):

I would do a pattern climb over the field. Pick a calm day so you can land on any runway and just climb up to altitude directly over the field.

It should not take much. If it stops at the "sticking point" about 30 degrees out of the gear-down latch, it can be a bit tricky. It's easiest to swing the gear when the wing is not loaded and you are not at gear speed. It's happened to me once or twice, usually when cycling the gear on a missed approach while doing practice approaches since my speed is already approaching max gear extension speed and I'm climbing. Also, right after I bought the plane I didn't have the gear fully secured in the up position and the handle popped up when i was doing about 150. I that case, I chopped power, pitched up, slowed and pulled the gear back up. If it gives you trouble, pitch up to where you're below 120 mph, then lower the nose and unload the wing while you move the handle, it should come right up. Now that I think about it, I level off for the half second or so the gear is in transition.

That's what I was getting at. It looks like it'd be easy enough to make your own from the link I posted above, only, in my case, I would use a differential pressure sensor and use that data to drive an instrument as opposed to running hoses to my panel.

That's the wrong accident from the video. As far as I'm concerned, if you lose a propellor, control surface or something major, you are now in the same position as a test pilot of an aircraft dropped into the air in close proximity to the ground. This is the accident caught on tape: http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20090301X04523&key=1 This accident involved a field overhauled engine that gave issue on the takeoff roll on a 2600ft runway. The pilot only had around 850 TT and 50 in type (not being critical, I only have around 400-500 with 200 in the Mooney). It sounds like they were committed to the takeoff and had to follow through with it. The sad thing is he stall-spun into a field. Remember, the moment you have an engine failure, it is no longer your airplane. It belongs to the insurance company.

I only look like that when I pull out my sword, hold it with both hands and say "BY THE POWER OF GRAYSKULL!!!!" Otherwise I look pretty normal.

Where is that departure AOB stall accident video? I couldn't find it.

That's what mine says. 99mph at max gross and 60 degrees. Guys, look at this: http://www.ronleclerc.net/lift-reserve.html Differential pressure sensors are < $20. I think a combination of that and a power and data connection to a PCB mounted at the probe and you could make one with a simple install for < $100 with a digital indicator. It's not exactly an AoA indicator, but here's a breathalyzer I made a couple years ago for Halloween.

Two separate comments that I poorly separated. I meant the alpha systems for the group buy. But that other one at $450 is a damned good price. The installation estimate is 4-12 hours according to their FAQ. I imagine it has a lot to do with how difficult it is to run the lines to your panel and whether or not it's heated.

I'd go so far to say that if you are gonna break down, Smithville is a good place for it because of the A&P. Of all the relatively slow small town airports that are out there, I think we were extremely lucky that it happened there and that the weather was nice, and that it wasn't the next weekend, which was Bonaroo outside of Nashville. We would have been extremely screwed in that case considering all flights were booked and transportation would have been impossible to come by.

When I bought mine, the pilot I did some transition training with brought it up. The mechanics did not want to touch it for risk of breaking it. These things are old and you might be better off with slow flaps than trying to source a new part.

Wonder if they'd cut a deal on a group buy... I found this in one of my open tabs. I've got a feeling it may have been one I opened while researching an old mooneyspace thread on the subject. http://www.liftreserve.com/ $450

Consider yourself lucky. If I pull my release up after touching down, they're still coming up by the time I reach my hangar. In flight they come right up from the loading. For this reason, I always set my takeoff flaps during run-up and verify they're down pre-takeoff.

I've read a handful of posts by 201er in regards to his AoA indicator. I was doing some maneuvering yesterday between 125 and 140 mph, 60 degrees of bank at around 500 lbs under max gross. I'm not the most proficient at those maneuvers and occasionally would have to correct for altitude, bank angle or airspeed deviation and I know in making those corrections I end up loading the wing a little more. A combination of getting slow while making up for lost altitude could be catastrophic with little warning. I felt like I was flying while missing one of the most critical pieces of information for the type of flying. It doesn't look like I can find any information on the SafeFlight SC-150 that 201er has in his plane, but Alpha Systems is doing a good job marketing their products. I don't like the LED indicator or what looks like the PWM control they use for dimming it, but their legacy display looks like a good fit for the cockpit as I don't have any space in my panel available. What are your experiences/recommendations for an AoA indicator?

I drove the past two years after flying in on a Friday my first time. I flew in this year, but it was on a Wednesday late in the morning. There was only one other plane with me and I had to work for spacing. It was a taildragger who struggled to maintain speed. As I said in another post, an A&P that I met had a guy land on top of him in an Extra 300 and totaled his Navion that he'd spent years restoring. Butch, I'm surprised I haven't run into you. I'm often at KTPF with that whole Saturday crew.

For what it's worth, on my first x/c in my airplane which was right out of annual, I stopped in the middle of nowhere in TN for cheap fuel on my way back to FL. Ended up with a dead magneto on a saturday in a town with no hotel, no taxis and no rental cars with a pilot doing my checkout with me. I had to charter a limo from Nashville, get two hotel rooms and two airline tickets back to Tampa, get the magneto fixed and return to TN to pick it up.

I would bet it's more likely CAT tubing and not SCAT, and I'd double-down on that tubing being above the headliner of those Cessnas. CAT is black and is some sort of fabric that absorbs moisture and accelerates corrosion. SCAT is silicon and is orange. Black hoses, especially in areas that aren't open for easy inspection or are close to other stuff accelerate corrosion and should be replaced (think SB208B for Mooneys). SCAT (orange) and CAT (black) tubing:

I came here to say that.

I am not an A&P, am nothing more than a rank amateur, nor have I stayed at Holiday Inn Express in years, but I have a couple things that I've noticed that may help relieve you while you wait for a professional's opinion. On my 67F I believe the fuel pressure gauge indication is in the fuel system before the fuel distributor and always sits at red line, except when I've run a tank dry, then it drops off a few seconds before the engine quits. As I understand it, Lycoming has no upward limitation on oil pressure on climbout and max power settings. I was alarmed once in a rental for the same reason. Also, Byron posted a thread regarding higher oil pressures on his remanufactured engine. I've heard that the pumps are not capable of creating "too much" oil pressure for those engines.

I lean very aggressively when I lean on the ground. I want the engine to choke when I open the throttle just in case for some reason I forget.

Mooneys are also supposedly capable of entering a flat spin.

I have the slickstart system on my IO360. Starts within a couple blades every time, except when I lost one of the mags, then it sucked. Also, when I turn my engine off, I am at between 1000 and 1200 RPM and am usually already pretty lean.

There's a similar thread on another website right now. Apparently when you get a laser strike and call it in it's pretty easy to catch the guys. They send a police helicopter and the offender usually outs himself by shining it on the helicopter and gets nabbed buy guys on the ground.