phecksel

no joy on searching on the file extension. Have two other options, there is a change it's on my server, but I doubt it. Last potential option is I believe I still have that original C drive in a box.

New paint on my 63 C, which had the original paint... what was left of it, plus the lower cowl closure added 7 kts.

Down wind, abeam the runway, gear was down, period. Straight in, mile out, gear went down. Flaps not touched until gear down. IFR was much easier, FAF, gear went down, set up perfect glideslope. In all cases, hand touched the J-Bar on short final. The ONE time I violated my policy, I repeatidly told my ex to don't let me forget the gear. I was fighting a 60kt headwind on final and intentially kept the gear up!

99% sure I wouldn't have accepted C:\ as the default directory. If it was a DBF file, that will help the search

Factual data is not speaking poorly about someone

I had a highly respected flight instructor who was ticketed in multiple warbirds explain it to me in a manner that even I could understand. Don't do something will cause your friends to read the NTSB report and 2nd guess your decision making.

C, Maybe I misunderstood your post. I personally experienced how fast approach skills would deteriorate. If you're specifically referring to enroute skill, one shouldn't be flying IFR if they can't handle staying on an airway

highly unlikely I deleted the data file... finding it might be a much more difficult enterprise.

I will respectively disagree with that statement. I went from being able to sleep through an approach without leaving the doughnut to getting significant needle deflection in a few short months.

Do both... I went all electronic with FliteSoft. 10 years away, three or four computer and/or OS upgrades and a program that is no longer supported, I'm essentially screwed. The one smart thing I did, was a hard copy data dump when I sold my Mooney.

And 17 people that really needed the aid were very appreciative of your support and service you provided. Report that back to the agency, although I'd bet they met all the criteria for the flights. I had one person that clearly didn't need the service, and took advantage of our generosity. I reported it back and they were put on a black list and an additional screening requirement was added.

This saddens me... as does LASAR. Dugosh and LASAR were the leaders for Mooney.

There are some provisions that you can't be sued for providing aid. It's a weak protection, but you know what, I didn't care. I got a LOT of satisfaction over doing the flights, and some of the best things that happened to me happened after doing flights. Also, one of my all time fav flight memories occured on a flight home after dropping off a patient. These are people that typically require specialized health care and either can't afford the transportation, or there are unique health situations that literally force them into GA. Just do it!

I'm extremely unusual in the amount of actual time ratio. If I had to guess, it's 20%+. It really became obvious when I stopped using the plane for business and I watched an approach that was incredibly sloppy to my prior experience.

We do a LOT of pressure canning. I joke my beautiful bride would can rocks if she could figure out how to tenderize them... If you lose the vaccum seal and allow ambient air and O2 to enter the jar, you're setting yourself up for potential food poisoning... even if it reseals at lower altitude. If the jars are hot bathed, I definitely wouldn't do it... not unless you're carrying them to eat on the trip and they'll be refigerated at the destination. Pressure canned, too risky, unless same thing as water bath. If they will be refigerated at destination, put rings on loose with no pressure and maybe put the box in a plastic bag in case of developed leak.

Kind of funny, but the cost of my annuals went down a substantial amount when I did the grunt work. Literally an afternoon of dissassembly, day of inspections, morning of reassembly was a lot cheaper than the 5 days it seemed to take the mechanic before. Wish I had discovered that a LOT sooner in my ownership

Three times, 1st, brand new IR, literally the ink was still dry. I trusted FSS and a temperature inversion. All was well at my assigned altitude, but an airplane missed the runway due to icing directly below me and a corporate jet immediately above me was screaming for lower as he was in icing. 2nd, flew over a massive snow storm that was literally shutting down airports. It had incredibly low tops, zero reports of icing, and the top reports were coming in low enough to fly over, and yet it was dumping snow several inches per hour. I'm flying along fat dumb and happy and pulled carb heat... engine went instantly quiet. 12,000 feet lots of room to glide, right? Except the airports below me were SHUT DOWN! As it turns out, the carb heat cable had slipped and only applied 1/2 way. I lost about 700' before the engine restarted, but damn. While I carefully evaluated flying conditions, I did not have an out. 3rd was the scariest. No reports of icing anywhere. 25°F at my altitude, which should be below potential icing. I have a single puffy cloud in my path. Not showing up on ATC's limited scope ability. I can see the top, and it appears to be few hundred feet above me. In the middle of this small cloud, I hit Super Cooled Drizzle Drops. I lost 30 kts AS in 30 seconds, and even worse, the plane felt stallish. Don't recall if I used the E word, but did file a NASA report. Several years later, an Icing researcher called me and we talked for quite awhile. What made this so incredibly scary, he told me I was one of the few to ever survive an encounter with SCDD. Researching the phenomenon was difficult due to so few 1st hand accounts.

Paul, did you do that panel? If not and you care to share, how much did you pay for the plane? I like the neatness. I'd banish the MP and tach to the far right side of the pane tho. Set and ignore

Thanks guys I'm not exactly new to Mooney. The E popped up at a shop I'm familiar with for a prebuy and the potential buyer turned it down. They thought I should take a look at. When I say mixed up panel, it was a MIXED UP PANEL. Friend called it a shotgun panel. I was WAG at 25k to bring some sense to the panel... asking price of 45 + 25, is starting to get into some much nicer plane territory. Plane had some good points, decent paint and interior. However, it was three years out of annual, had some "typical" Mooney issues, nothing major... Owner didn't like the value I put on his plane and I wasn't going to pay to fix the mess. Funny thing, I exchanged PM's with another forum member who also looked at the plane (not the guy who did the prebuy) and passed on it for his own reasons too Three potential buyers have looked at it and passed on it so far... Telling?

Owner had a completely different idea of worth than I did...

LOL Don't want to blow the engine up by running over square /sarc

Scott, I feel your pain HRM, That is one beautiful paint job! ... This "great deal" is beginning to look a lot less great. It was out of annual for 3 years, and was only flown for 50 hours total since 2010. That does not bode well for great engine life. It has what I can best describe as a mixed up panel. Crazy layout that would have to be adjusted. W&B sheet doesn't match what I'm looking at on the panel... how much of the panel is legally installed?

No scotchbrite, that will actually make it worse Read Junkman's posts and watch his videos, the guy works magic http://www.the370z.com/detailing-washing-waxing-cosmetic-maintenance-repair/19278-junkmans-how-completely-repair-your-paint-damage-videos.html

He does have one point, especially the older mooney's are difficult to work on Bo's are great planes, Mooney's are great planes. Ever ridden in the back seat of a V-Tail in choppy air?

No, I'm not actually dying... well we're all dying, but hopefully not anytime soon I think I wrote about my health issue, it's all better now and some informal conversations I've had, the last medical report that said I'm all good should be the ticket. I hear the AME I'm planning to see is pretty good about navigating the mine field. WRT to a J, it's kinda of a tweenie. Seeing some decent values in a K, but can't buy one without bank assistance. After being rightly chastised for considering loans, took a step back and re-evaluated. J is less easily affordable... Not that much of a step above a J into a K. Clarifying something about the plane right now, it may only have been flown about 10 hours per year for the last 4 years... that's a concern.