201er

^ Looks like someone got a dipstick too far up the ass, can't measure the level of shit coming out of it. Whoever's in charge, can you please delete this spam.

Last time I flew, I was cruising along when all of a sudden the low voltage light comes on. I then looked at my ammetter and it was way negative indicating a discharge. I was daytime IFR in VMC and was already thinking through my plan of cancelling IFR, shutting down unnecessary electrics, and where to land. I did not touch anything and while I was thinking, the voltage light turned off, ammeter normalized, and electrics ran fine the remainder of the flight and the next two. Anyone ever experience something like this? Any rational explanation? Is this any kind of indication of imminent alternator trouble or just some strange isolated occurance?

LOP Climb scares me cause there is far less margin for error. Although it pains me to watch 19+ gph go out the exhaust, it's only for a few minutes and doesn't really cost as much as it looks. Also it's far too much work/focus too early in the game. It's one thing to play with mixture controls up at altitude, but to be doing that coming just out of the airport is too much. Even furthermore, in a NA the climb is only going to take 5-10 minutes so the savings would be brief but the workload severe. On the other hand leaning LOP for a 2 hour long cruise has a massive effort vs savings ratio.

Thanks, link much appreciated. That's going right along my digital POH, logs, and other scans!

What year M20J is this for?

But if you are adjusting the prop strictly for noise reasons then you should either: A) Leave it full and climb like hell and be well over the noise sensitive area before you reach it or Reduce prop, continue till high or far enough, then put it back in and continue climb What am I missing?

You early in early out guys are welcome to come as early as 11AM and just spend a bit more time out at the planes. I made the table reservation for 12:45 cause the game only starts at 1. The 11-12:45 time is more for hangar talk and getting to know each other. I gotta figure out who's coming with me cause that might slow me down. But if I end up coming solo, I'll probably get there by 11AM.

Quote: jetdriven Do any of you bring back the power for climb in a 172 or some other small training airplane? Why or why not?

Quote: Bnicolette I'll also be early in and out by 2:30. Have to take a friend back to Annapolis (leaving his plane for the prop shop @ Lancaster) then on to home before night fall. No night flight over the mountains for this pilot.

Quote: Bnicolette Mike, where in the POH does it mention reducing power. I saw somebody else posted that also and I can't find it in the '81 or '83 POH's? Is it something that maybe they took out for later models or is it located in some other section than the Normal Procedures? Or it could be that pulling power back is kind of like using Marvel Mystey Oil. Nobody can really explain it, it's just something they've been taught or doing forever.

Quote: Bnicolette Mike, I have always “since I’ve owned the Mooney” climbed at WOT and 2700RPM. For “Normal” climb in the POH it says to use 26” MP and going back through my engine monitor data, the MP on the takeoff roll is generally around 28” and within 2:30 it is down to 26”. Other climb specs in the POH for best rate or angle it just states full power. It doesn’t seem that these days there is any valid argument for reducing power after takeoff?

Ok, here's another question. Is there any expectation/obligation to tip FBO personnel (link at a restaurant)? And in which circumstances? I really don't know what to think cause sometimes they are shocked like it's the first time they'd ever received a tip while others look like they're standing around expecting it. So I could never tell how customary/mandatory it is. Personally I've never tipped for refueling cause I feel like that's included in the exorbitant prices for full service. I would more than gladly fill the tanks myself not just to save the money but also make sure it's done right. On the other hand when they bring a car up on the ramp or give me a ride into town, I feel like they are going beyond expected/minimal service.

Quote: Swingin Maybe I put too much faith into this article from MAPA's site, but I follow it as written (by a Mooney test pilot). http://www.mooneypilots.com/mapalog/powersettings.html

When I was learning complex in an Arrow the instructor told me to drop the flaps after landing to improve braking. In the Mooney it makes an even bigger difference cause the wing continues flying in ground effect longer. It noticeably improves traction and braking. As for the flap vs gear handle. I don't think there is any question that the devices used for retracting either can be conciously mixed up. The issue is more of wanting to do one thing and it being cross wired to a different operation in the brain. For example on takeoff we'll retract the gear, then retrat the flaps. It's enough to be confused for just an instance on rollout and go into takeoff mode of gear then flaps instead of flaps only and not gear. So what I'm saying is it may not be a matter of confusing the specific handles but altogether operating in a different manner. It only takes one time. I am an advocate of retracting flaps on roll out. I fly to a 2000ft runway regularly up to gross weight. I need all the traction and braking I can get. This accident freaks the shit out of me cause I set myself up for the same potential. I just hope that 160+ hours in Mooney already has made the motion so mechanical that it's not even concious.

Quote: Bnicolette I will definitely be there. Steeler attire and all.

I'm excited to announce to you the first Mooney Fly in of 2012 of the New Jersey Mooney Pilots group: NJ Mooney Pilots Group Fly In for Sunday January 8 from 12PM~4PM: Location: Fiorentinos at Lancaster Airport (KLNS) Date: Sunday January 8, 2012 Time: 12PM~4PM EST (1700-2100Z) Game: Giants vs Falcons Aircraft: Any (Mooneys Preferred) Friends: Bring all you want but appreciate knowing number attending in advance RSVP: ASAP Please invite all your pilot and non-pilot friends. We'll let this fly in be more about friendship and the game rather than technical Mooneyship (we can always talk about that at another date) so people of all planes and backgrounds are invited. I'd like to get a ballpark of the number of people coming though to request a special table so please pass me all details as soon as possible. If you own or fly a Mooney in the north east and want to get on our email list, please PM me your email for an invite or request to join from this link.

Quote: rorythedog and another thing....... i recently had a flight review with a new instructor(it's always good to get a new perspective on how you're doing things) and i told her that i knew she wouldn't like the way i took off because i like to keep the flight angle shallow and airspeed high as opposed to climbing at vx. although many years ago i was taught to climb to a safe altitude as quickly as possible, i prefer to be able to see where i'm going, and in the event of a power loss the yoke push would not be as radical....which to me feels safer. to my surprise she agreed with me. any thoughts? has the theory changed?

I'm not sure where the bad contact was cause it was mechanic that handled it. But it had to be either at the gauge or the transducer. Now this is a fuel pressure gauge I'm talking about. But I suspect it should be the same case for fuel flow. Mine doesn't even have a factory fuel flow, just the digital one I added. This is why if you're comfortable with it, I don't see a reason you can't wait till next annual or maintenance to have it taken care of. I didn't placard mine because I was "diagnosing it" to see if it would come back on. Mine was actually reading maximum psi rather than not reading anything. So I left it open to see if it shakes itself back. No luck. Flew like that for 2 months until I got it fixed at an oil change.

The POH gives you the option of "Normal" or "Best Rate of Climb." Normal involves reducing power to 2600/26" in the climb whereas Best Rate you just leave everything full till you reach cruise altitude. I've had instructors tell me to bring it back but I've read some compelling arguments for keeping it in all the way (you'll end up below 26" in 4 minutes anyway and the extra speed improves cooling). Sorry if this topic has been covered before. Also do you lean in the climb? Are you maintaining target EGT, keeping it all in, or climbing lean of peak? Seriously does anyone fly the climb LOP??

I had a fuel pressure gauge go inop on me. I was told different stories from it being a must to being entirely non-essential. I did my own research and determined that: A) It is required to be installed and operative fromt the factory as stated on the type certificate It is not required for VFR or IFR Part 91 flight C) It can be placarded inop indefinitely D) It's a good idea to fix at the next scheduled maintenance which I did (turned out to be nothing more than a bad contact)

Quote: Hank Please feel free to reassess the risk, I'd be interested to hear it. Confusing the two is low on my list of in-flight worries, as it is on yours.

I was wondering if others tip the staff at FBOs? And if so for which services and how much. Sometimes I feel like they are outright expecting it and other times are surprised to receive a tip. I always leave a tip when they give me a ride some place in their crew car cause I figure it's still a heck of a lot cheaper and more convenient than a taxi.

The New Jersey Mooney Pilots group is planning a monthly Mooney fly in on Sunday January 15th lunch time. Location to be determined. Anyone interested in coming, let me know. If a specific airport is preferred mention it as well.

Beautiful!

Ouch! Isn't that close to what it's worth brand new?