Emergency Gear Extension

[TWinter]

Just out of curiousity I am wondering what models have the emergency gear extension assembly with the T-pull between the seats. I see lots of pics on the forum and most Mooneys in the Pre-J era have the emergency gear extension on the pilot's left side as a crank. Mine is between the seats? What models or years did they do the between the seat t-handle. Just curious? Even my owners handbook describes the emergency gear retraction procedure by using the crank to the left of the pilots knee..Just wondering. I have a 73 M20E.

[Joe Zuffoletto]

The K and TN both have the T-pull.

[1964-M20E]

Mine has the "J" bar emergency extension handle. Come to think of it; it is the normal extension handle as well.  

 

Sorry I couldn't resist.

[Ron McBride]

My 69F is the crank on the pilots wall.  Dukes Gear motor.

 

Ron

[Spenscot]

Does anyone practice the manual gear extension? My instructor made me demonstrate one during transition training but I haven't done one since. It was great practice troubleshooting a problem in real-time while talking to ATC and flying the plane.

[Guest]

Does anyone practice the manual gear extension? My instructor made me demonstrate one during transition training but I haven't done one since. It was great practice troubleshooting a problem in real-time while talking to ATC and flying the plane.

That should be standard practice with every type check out, thank your instructor.

Clarence

[TWinter]

I'll look at the logs tonight and see if there was a conversion done at some time. I know my plane and logs pretty well and don't recall that conversion, but then again I've never really searched for that particular entry. 

 

I was just curious, like I said most pics show the side crank. I'll post what I find out after reviewing the logs. It was not a matter of how to use it, just thought it odd that most of the pics I see of Pre-Js had the crank. Thanks for the replies.

[Andy95W]

Does anyone practice the manual gear extension? My instructor made me demonstrate one during transition training but I haven't done one since. It was great practice troubleshooting a problem in real-time while talking to ATC and flying the plane.

Mine is between the seats and I practice every single flight.

(Solidly reliable Johnson Bar.)

[TWinter]

As I read through the logs trying to decipher some of handwriting it looks like there was a Mooney Retrofit Kit installed in July of 83. That's the only reference I could find about the emergency gear etc. Kind of cool going back through the logs and seeing some different things I really never paid much attention to. 

  

We know Mooney had some tough times in the mid 70s. Here are some pretty interesting dates as far as my plane goes.

 

 

DATE  12/11/73 TOTAL AIRFRAME HOURS THIS DATE 1.6   By  Thomas D. ?(can't make out the last name...looks to start with a W and end with H),  APPROVED FOR VFR USE ONLY DUE TO LACK OF EQUIPMENT FOR OTHER TYPES OF OPERATION    Mooney Aircraft Corp.   

 

 

DATE 07-18-75    2.10  Time in air test

                              1.10  Time in air test

 

BIG Stamp Stating:    PRODUCTION FLIGHT TEST COMPLETED THIS DATE. THIS AIRCRAFT INSPECTED AT FACTORY AND FOUND TO BE AIRWORTHY 

 

I guess even though it's a 73 it really a could considered a 75 model    Two years to complete from start to finish. 

[KSMooniac]

That should be standard practice with every type check out, thank your instructor.

Clarence

 

That is how I was checked out when I learned Mooneys in a '75 F with electric gear.  However since I've learned more as an owner, I think it is not a good idea to routinely practice this in the air because of the possible failure modes that can leave the gear stuck up in the wells.  If the emergency crank splines are mis-rigged, then it can damage both splines and prevent engagement.  IMO now, it is better to practice this on jack stands, with verification that the engagement and dis-engagement work properly.

[Marauder]

That is how I was checked out when I learned Mooneys in a '75 F with electric gear. However since I've learned more as an owner, I think it is not a good idea to routinely practice this in the air because of the possible failure modes that can leave the gear stuck up in the wells. If the emergency crank splines are mis-rigged, then it can damage both splines and prevent engagement. IMO now, it is better to practice this on jack stands, with verification that the engagement and dis-engagement work properly.

On my F I can remember it taking about 4,000,000,000,000,000,000,000,000,000,000,001 turns.

Sent from my iPad using Tapatalk

[Danb]

M20/M 1st time I flew after a rotator cuff operation about 10 yrs ago I had to do an emergency extension of course IFR. Arm still hurts

[Hank]

On my F I can remember it taking about 4,000,000,000,000,000,000,000,000,000,000,001 turns.

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You've replaced something. My C only takes 52 turns. The one time I had to do it for real, they had already started down when something failed and all electrics stopped; that time took 4 turns until it stopped, and the floor indicator showed green.

[WardHolbrook]

For you guys with electric gear I would suggest that, the next time your airplane is up on jacks for a gear swing, you avail yourself of the opportunity to extend the gear using the emergency extension procedure. I've done it with several different makes and models of airplanes and with a couple of them, it was a real eye-opener - nothing at all like what we had been lead to believe that it would be like. 

[Ned Gravel]

I practice mine every time I land.  My gear won't work without using the manual landing gear extension equipment.  

 

"Johnson Bar"  

[Guest]

What about the gear extension on a D model?

Clarence

[Hank]

What about the gear extension on a D model?

Clarence

 

That's permanent! 

[slowflyin]

On this topic, why is the system placarded against retracting the gear?

[N201MKTurbo]

On the dukes system I see no mechanical reason why you cannot retract the gear with the emergency system. I have done it on jacks.

The system is so fragile, I wouldn't trust it to be my primary gear system.

[Hank]

On this topic, why is the system placarded against retracting the gear?

There's usually a reason ut won't go down. Why manually retract it and risk a complete inability to lower them later?

[Ned Gravel]

Mine is between the seats and I practice every single flight.

(Solidly reliable Johnson Bar.)

 

+1