Skates97

Yes, all of above. Sometimes it is just one of those thoughts on a specific landing, and sometimes a combination of them. You forgot one, "I sure hope this works..."

Thanks again for all the feedback. I will look for the 1976 version of the POH. I see a 1970 version in the download section. Does anyone have a digital copy of the 1976 POH? If not I'll do some searching tomorrow.

I hadn't thought of that, thank you. I like this idea, eliminates getting in and out to switch to the other tank if I were to just use the sampler from outside. However, is it really necessary to drain it as part of the pre-flight? Like I said, it doesn't say to in the POH and it seems that some people do it and some people don't. In my mind I think that if the tanks are fine when I drain them then likewise the gascolator should be fine as well and not need to be drained, but what makes sense in my mind doesn't always line up with reality...

The POH is fairly lacking in detail as far as a pre-flight inspection goes. It says to drain the sumps on each tank but does not mention pulling the ring by the fuel selector to drain the gascolator (I think that is what you call it). From other checklists that I have seen, that step is included so I have included it on mine, pulling the ring for 5 seconds, switching to the other tank and pulling the ring another 5 seconds. One of the last steps on my checklist is to make sure that it has stopped draining. Last week I went out to fuel up and do some night pattern work. When I got back and put her back in the hangar I went about all the little things before heading home and noticed a tiny wet spot on the floor under where the gascolator drain is. I took a closer look and it had a very slow drip, took about 2-3 minutes for the drip to form and fall. I didn't notice before flying because the floor was already wet from draining it and the drip was so slow. Pulled the ring a few times and that fixed it, must have just not completely sealed before. I don't think it would have been an issue as it would have taken hours for even a cup of fuel to drain, but still is not something I was excited to see. My question is, what purpose does it serve to drain it and just run the fuel on the floor? I can't see it to see if there is any water/sediment in it. I can't even see it draining, I just listen for it hitting the floor and then I can obviously see the wet spot on the floor when I climb out. It isn't listed as a pre-flight step in the POH (but then there are a lot of things that aren't listed that should be checked). I sump the wing tanks to make sure they are clear so I would imagine that if the fuel coming from the tanks is clear then the fuel there at the gascolator should be clear as well. Is this a necessary safety check that needs to be performed, or am I just dumping some avgas on the hangar floor for no reason?

If the weather was bad Sunday and it got pushed to Saturday the 4th it wouldn't break my heart, I'm free that day!

I use the yoke mount as well. If you want to keep it on your knee instead you can get one of these. I would roll up a washcloth and put it under the forward edge of the tablet which angled it towards me making it easier to read. https://www.amazon.com/gp/product/B00NUGO78C/ref=od_aui_detailpages01?ie=UTF8&psc=1 I used this when I was renting planes and it worked really well. Now that I have my own I have the ram mount on the yoke and I keep my old knee board on my right leg to jot down quick notes if I want to. https://www.amazon.com/gp/product/B005F29036/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 plus https://www.amazon.com/gp/product/B005F29036/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 Gives you the yoke mount for about $70

Is this what you are looking for? https://www.aso.com/Aircraft_For_Sale.aspx?act_id=Single_Engine_Pistons I'm not really sure how accurate it is for what you are looking for. What I did and I know others have done when looking to purchase a plane is to keep a log of what is on the market. Excel is great for something like this. I trolled all the usual planes for sale websites and I had a spreadsheet that I kept that had all the Mooney C-F's that fit my price range and columns for everything about the plane from the equipment they had, to time on the engine/prop, etc... I put a link to their ads on whatever sites they were on and kept track of the asking price, when/if the price dropped and by how much, and when they went off the market, presumably sold. I did that for I think around six months or so. That gave a good feel for what they were currently going for and when I was finally ready to buy I had a good idea of what I could afford and what I wanted to offer on different planes.

Yesterday I just worked on the "honey-do" list at home but I was able to get some flights in during the past week. I went out a couple of evenings to just do pattern work at night and work on landings. A week ago I took my youngest son up for a Sunday morning flight. It was fun, but the calm winds when we left were 040, 18G26 just 45 minutes later. It made it a little interesting landing on 07. Then I went and got in a little night XC last Wednesday, flying from Corona to Camarillo. Here's downtown LA on the way back. If you're interested I got around to writing them up. If you want to read about them they are over on my blog. Sunday flight with my son: "As long as it's not in that weather..." Night XC to Camarillo: Camarillo by Night

This would be unfortunate. I hope you will reconsider. Andrew, very well said, I hope that he will reconsider as well.

My Sensorcon was on my porch when I got home from work today via Amazon. It will go in the plane the next time I head out to the hangar.

Thanks, I'll have to kick that around a bit and see where it would fit in my landing sequence. I would like to have something to attach the sequence to regardless of the pattern entry point.

I a still humbled on a fairly regular basis when I fly, there's always something to learn or improve upon.

I think it was after my second cross country solo that I was watching the video from my GoPro and noticed as I exited the runway I was turning the yoke as if it was actually doing anything. After that I if there weren't any winds to worry about (and the Cherokee is pretty tame taxiing in winds) I would put my hands in my lap some of the time while taxiing to force myself not to turn the yoke. Then I added in trying to remember to position the controls for wherever the wind was coming from, even saying out loud to myself what I was supposed to be doing. I also cropped down the GoPro video so you couldn't see me looking like a fool and trying to steer with the yoke... Fairly accurate description. Who knew it was so hard to go in a straight line...

Congratulations!!

Ah, thinking of the children and saving the planet for the next bunch of pilots... As someone brand new to the world of retractable gear I'm still in the process of developing my habits. I just ticked over 20 hours in my Mooney last night doing some night time pattern work. What I have adopted is similar to Bob, somewhere between midfield downwind and abeam the numbers I run through my GUMPS which is when my gear comes down. Abeam the numbers I bring the MP down a couple more inches which starts the descent. I am still finding that I am a little high when turning final, but I would rather be a little high than a little low. The only thing I am still working out is a good mental reminder/habit of when to drop the gear when not entering a traditional pattern. Some of the towered airports have you just enter base, make a modified straight in, or just straight in. In those cases I have been putting gear down somewhere around 3-5 miles out but I really need to have a set point for habit sake.

The radio work will come with time. I didn't make any radio calls I think for my first couple of flights. Then my CFI had me talking with Ground and the Tower but he would make all the calls when we were over the practice area. I thought I was doing okay until the first time we went to an un-towered field and I was stepping all over myself trying to make the proper call for what leg I was on and direction I was turning. (You would think that if you were turning left it would be natural to say you were turning left but sometimes the mind just doesn't want to cooperate.) Something I did to help was listen to the radios. I would just turn on the live ATC feed on my laptop in my office at work and have it running most of the day while I was working. I used Burbank, they are a busy airport and have both Ground and Tower in the same feed. It helped to hear the way transmissions are made and the repetition was great. https://www.liveatc.net/ https://www.liveatc.net/search/?icao=kbur

I'm sorry for the loss of your great Uncle, but what a great bunch of memories that led to your flying and getting your Mooney. Have a great time at the Fly-In! The more of the younger crowd that are interested in flying the better off GA is. (I was once part of the younger crowd, not sure I qualify for that anymore, except in some circles )

Long enough flight last night to play around with it and see what I could do. The short answer is nothing. I can pull the knob out and if I rotate it, it only controls the volume. In or out, it only adjusts the volume. I also tried pulling out/pushing in a few times and there was no change so I am thinking that the squelch doesn't work. I'm leaning towards a loose wire/connection, the kind of intermittent electrical problem that drives mechanics nuts at our dealerships. Parts of the flight the radio was perfect, then there would be a transmission and after the transmission ended there was static. Further incoming transmission would be crystal clear, followed by static when they ended and then after a period of time the static just cut out and it was quite like it's supposed to be. It may be something I have to live with for now.

Just ordered one from Amazon, it will be here Friday and replace the standard "Quantum Eye" card that is currently in the plane.

Another member of the club here. I was just not going to worry about it, the only time I ever use it is when starting the engine and during run-up, but I always have the brakes on then as well because I don't trust the parking brake to do the job. Then I was reading and realized it just holds the pressure already applied like others said here and what do you know, it actually does work.

Welcome aboard, and congratulations!

Tuesday - Feb 28th Monday - March 6th The March 6th would be my best chance to make it. Then I only need one day off work. (Dang, it's cheaper to see them in the regular season at home than Spring Training)

Let me know if/when you're going. I have a bunch of family in AZ, we love the Angel's (tough season last year) and my wife has been wanting to go see a Spring Training game for years. With the Mooney it's a 2 hr flight for me +/- depending on winds. Maybe we can meet up and take in a game together.

I dropped him a PM and heard back. He bought a very nice SR22 Turbo and is doing well, close to finishing out his IFR. I told him that even though he didn't go with a Mooney he should drop in and say hi and let everyone know how he's doing. There's quite a few folks here that spent time helping him along the way.

I have wondered this myself. He and I finished up our PPL at about the same time then he disappeared.