MBDiagMan

Thanks Chris! It was GREAT HAVING YOU! Today is even better. I got a ride in 1928 Curtiss Wright BiPlane. We are watching everything under the Sun take to the air with Vets aboard. C47, P51, Albatross, OLD Biplanes... and there are more to come. Come see us!

There is a great warbirds museum behind my hangar with top quality AIRWORTHY warbirds including Corsair, Mustang, B25, C47, T6, Stearman as well as interesting airworthy examples such as a Ford Tri-motor. This weekend, additional warbirds are flying in for an event for the WWII glider pilots. It is a wonderful event for them and a great time to stop by and see a great collection on the ground and in the air. The owner is known for giving free rides to Veterans. No promises, but it happens. If you decide to drop by, I will have our hangar open all three days (although we will be working the event from 1:00 to 5:00 Thursday) with coffee, water, soda and snacks. We even plan on cranking up some home made ice cream at some point. Our hangar is on the North end, backed up to the museum facing South, closest to the runway. Number E-3. If you can make it, plan to stop by. I will be watching for Mooneys and try to pick you up in the golf cart. Hope you can make it!

Mine has a vacuum pump and although not current has been certified. The person who did the restoration, or restomodified, would probably be an accurate term, gave it to his wife as a birthday present and she got her IR in it.

I don't know a lot of details, but there will be a number of warbirds flying into the Flight museum at Mount Pleasant, KOSA next weekend. This will add a number of airworthy warbirds to the beautiful and frequently flown planes at the museum to include a B25, P51, Corsair, C47, Albatross, Duck and others. I plan on having my hangar open for all three days and will have chairs and try to have water and refreshments. My Hangar is E3. The museum is the Northern most group of hangars and mine backs up to it, facing South and closest to the runway. I have a golf cart and will try to ride out to meet any Mooney's I see taxiing in. Come one, come all, we would love to see you.

How did you find the transition? I did mine in February. Thought it was going to be a problem, but I just fly my approach as if I were three pointing the Taildragger except I fly it at different speeds. I even slip it sometimes just like I did in the 140.

I too logged plenty of 140 time before buying my C model. In fact, I still have my 140. She is a very nice '48 ragwwing with lots of mods and 150 parts including an O200 and als has a custom IR panel with six pack, center stack and dual VOR's with glide slope. I love flying her on a pretty early morning.

Welcome to the forum. I bought my C last February. I also want to do something with my ASI, but mainly because it is foggy, probably from cigarette smoke from years past. If you find a good source, please share the info and I will do the same. looking forward to hearing more about your C. It looks like an electric gear version.

On the more serious side of the thread... About a hundred hours after I bought my Cessna 140, the vacuum pump went out, yes Cessna 140, it is an instrument plane with a custom panel with six pack, center stack, glide slope, Etal.... The pump was a typical dry vane version. The mechanic said they only last about four or five hundred hours.

.. And as for the AI, the pump would no longer suck it.

Congratulations! Great looking airplane.

Sounds reasonable.

Wow!...., and I thought I was a bad pilot.

Here are pictures of the six pack in Joyce when I purchased her in February. The Sixpack works out well and I have gotten used to the layout. I do wish that the Cdi for the King NAVCOM(one on the right) and the CDI for the 430W (one on the far left) were better located. On balance though it makes a workable panel although cosmetically it is ragged looking.

I have a pointy little bald head too and it likes the manual gear very much. The only incident I have had is bloodying my thumb because of the handle sticking in the upper socket. Now I twist the handle to get it down and all is well. I plan on replacing the upper block at next annual. I think the manual gear is a love it or hate it thing and I am a lover.

I am anxious to read what the experienced Cer's write about this. As a new ie to my C my first I pression is that you are overthinking this. When I push everything forward and climb out at 105 MPH I am seeing about 26" or maybe a little more. That is plenty of power for the job. I fully expect to learn something from this thread. My $0.02,

OP, I went through the same process early this year, and had much the same apprehension about it. Most people on this forum were very encouraging. Only a few tried to make it sound as if I was stepping from a Cessna 140 into the space shuttle. The transition went very well and although there were a few mild hick ups that I got past, it turned out to be what one of my instructors told me, and that was that I was getting an airplane that was easier to fly. Go for it! Pay attention to your instructor and have fun. The Mooney is a piece of cake. Just learn its idiosynchrocies and don't forget to put down the gear. It is NOT rocket science. BTW, I am also in a '63 model C.

Yes, Joyce not only had a capable panel, but was corrosion free and in wonderful condition in every way except the interior. With a 252 hour total time engine and propeller, corrosion free, new paint, tight tanks and on and on. it is a worthy 2 or 3 place plane. I am quite pleased to have a C. Do I wish I had an F instead? If I could have found an F in as nice condition and all the aminities of my C for the same or slightly more money? Sure! For my budget and purposes as a two place traveler, I am quite pleased with her and feel that the panel AND the aircraft is quite capable, especially for the money.

I wish I had a picture of my custo 140 panel at hand. I will try to remember to take one next time I am at the airport. It is a nice panel with Dual VOR's, dual radios, six pack. Everything except a 430. Triangulating VOR's is not a problem and the both in the audio panel makes it easy to get ATIS without changing from the assigned frequency. I will post a pic of my mooney panel. It has a nice six pack arrangement and a second radio with both in the audio panel. It is quite capable. The ancient yoke GPS that was there when I got the plane is now gone. If a museum needs a donation let me know.

Whoops! I dont know how the pictures ended up there, but this is my new hangar five minutes from where I will be living soon. I brought my taildragger over this morning and put her away behind the Mooney. My friends Cherokee Six is in there also. Next task is to bring tools, workbench, compressor etc. from my old hangar and add some decoration. Both planes in the same hangar five minutes from homw with an FBO that keeps them full of fuel.:). Beats having one hangar 39 miles from home and the other plane in another hangar 45 miles the other direction in another state. I am excited! Life is GOOD!

Yes my Cessna 140 has acustom panel with six pack, center stack , glideslope and marker beacon. Maybe I should have mentioned that to him. His F apparently has a Johnson bar, so it is not as if he is in an Ovation or something It just seemed to be an odd comment from a nice fellow.

In HAWK, I was in A 6/59. We were a show battery, but styed in high status because we could keep the PAR going. The stabilitron had to be kept tuned all the time or it wouldn't last long at all. Depot was low on stock and a contract was being let to build more. Since we had proven that we could make one last a long time, they would let us have one when we needed it. Our reward this good work was staying in hot status most of the time. We were close to Rhein Main and ended up giving site tours to VIP's, often on short notice. I had spi shined boots and starched fatigues at the ready at all times. I gave presentations to numerous pilots, mostly RAF as well as to an Air Force General. I have 8 x10's given to me by the battalion photographer. I was giving a presentation on the ROR to the General with a passel of Army bird colonels kissing up. Even though I wasn't an officer I took it seriously and had massive responsibility as an E5 in an E7 slot as a 21 year old.

Yes, trimming on final is something that doesn't seem normal to me. Not saying it's bad, it just doesn't seem normal to ME. I trim for about 80 or slightly less on downwind just before turning base. Since my transition training I haven't done a go around, but that trim setting is similar to my takeoff setting. For me I don't want to be fooling with things on final. The less I have to mess with the better. We all have different methods and techniques.

Good stuff! I trained as 24U20 Missile Launcher Repairman for the Herc system. Went to Germany 32nd AADCOM, 3rd 71st, D Battery, Pforzheim, Germany. After a year there I came down on a levee to go to a HAWK battalion in Hanau, Fermany at Fliegerhorst. I OJT'd to 24F20 Fire Control Repairman which included the PAR, ROR and BCC. Served as Fire Control Chief for a time. We went to battle stations several times a day in the Spring of 1971 and the F 4's went over the top of us going from Rhein Main to the border to escort the MIG's home. Exciting stuff. I had forgotten about the Oozlefinch. They never made. Big deal about that with us.

This is pretty much my technique, except I typically go to idle power long before the numbers. I started flying in a Champ and was taught power off landings from the very beginning. My instructor taught this way to teach emergency landing technique. About the only time I have ever approached under power is in a gusty wind I will apply a slight amount of power in case the bottom tries to drop out.

Which missile system? That picture reminds me of the "fistful of "stuff"".