MBDiagMan

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"".

I had one antenna pocket and I certainly don't remember them charging extra for it. IIRC the only additional charge was fore embroidering the tail number.

Thanks carusoam! I enjoyed the reading! A path down memory lane.

I saved considerable cash by buying a cover from MAC's and have been VERY pleased with it.

On the one hand I wish I had taken Dugosh telephone evaluation to heart and saved the PPI expense. On the other hand, having a fresh pair of experienced eyes on the airplane was comforting. David at Dugosh even recommended having a fresh set of eyes on it before purchase.

Roger that! Joyce had been hangared at Kerrville and maintained/inspected by Dugosh for the last thirty years before I became the caretaker. The PPI was done by a long time Mooney guy who told me before he did the inspection that he didn't reccommend the purchase of very many fifty year old airplanes. Then after going through airplane gave it very high praises. OP, since you have talked to the guys at Dugosh, did they tell you anything about the plane?

I think I answered the poll earlier since it won't let me vote now. E-5, US Army 1968-1971. Trained as Nike Hercules Missile. launcher and Nuclear warhead repairman. Served one year on a Nike Hercules site in Germany, then cross trained to radar and Fire control repairman for the HAWK missile system and spent my second year in Germany on a HAWK site. These were air defense artillery surface to air missile systems. The Hercules was 43 feet long, two stage, nuclear warhead capability with about 120 mile surface to air range. We were told that the nuke warhead was for taking fleets of bombers out of the air, but it also had a surface to surface capability. The HAWK system was high explosive armed and had about a 30 mile range. I was very fortunate to go to Germany at that time in the Army. Most people in the Army at that point in time went West of the US.

BTW, I promised comments on my hangar. I am finishing up my owner assisted annual on my 140 at another airport. I gave up that hangar and have to be out by the end of the month. I hope to get it to my new hangar next week or week after along with my tools, work bench air compressor and stuff. I plan on posting pictures once everything is put away nicely. I also have a friends Cherokee Six in the hangar, so the pictures will not be pure Mooney.

My panel compares very well with this one. I have a 430W and don't have an ADS-B transponder yet, but functionally it is a good comparison to this. Where mine falls short is its cosmetic appeal. I need to get a fresh brass looking switch label panel, and need to get my ASI cleaned up for a clear lens, and it is certified through the end of next year. Even without the 430 it would be a decent IR panel with DME, glide slope, marker beacon and so forth. The 430 is very nice icing on the cake. Mine and Paul's are pretty nice instrument planes given that C's are only for VFR pilots.:) BTW Paul, that panel looks great!

Coincidently I saw this thread and the picture right after moving my Mooney for the first time with a golf cart and tow bar. I had been careful not to put any pressure on the bar at full turn limit, but the picture scared me. I was very relieved to find everything looking good when I crawled underneath. I checked my tire pressures and found one noticeably low and another slightly low. I aired them up and have moved her by hand since then. Thank for the thread and picture. This kid will be extra careful henceforth.

I really think his comment was serious. The follow up discussion seemed to confirm it.

I am very excited to have gotten a hangar five minutes from where I will be living soon. Many details will be posted due to my excitement about the hangar. In the course of meeting people there I met an F Model owner. Appears to be a great guy and a veteran pilot. In the course of conversation he said: "so you are a VFR pilot." I said yes, but working on my IR, how did you know? He said, " no one messes with making a C instrument capable." I was floored by this. My plane has a 430W, DME, glideslope and is currently IFR certified. Is it common fpr C's to not be IFR capable? Thanks for your responses and comments.

Looks great Zack!!!! can you give more information about who did it and how much it cost. My C is in desperate need as well.

Thanks VERY much for everyone's input. You guys always come through with the information I need. Remember I said that I am moving to a new airport. It turns out that they have a golf cart and tow bar that I can take and use any time. I am going to go very slowly at first and the airport manager offered to help me get the hang of it. I am sure I can manage it. I will get her in place and mark the floor for the next time. The paint on Joyce is fresh and beautiful so I am focused on keeping it that way. Thanks again for the input. I fully expect that others will also benefit from the thread.

I am excited to have gotten a large hangar at the airport 3 miles or so from where I will be living soon. My planes have been stored in two different hangars, one about 65 miles away and the other about 80 miles away. I have never stored a plane any closer to home than about a 40 minute drive. I AM EXCITED!!! I flew the Mooney to her new home yesterday afternoon in the heat. It was well over 90 degrees F and extremely high humidity when I got on the ground and was trying to push her uphill into her new domicile. It almost killed me, and would have, had it not been for a kind soul who stopped to help. It is apparent that I will need to make a bar and get some sort of contrivance to add some push to the project. My Cessna is no problem. It is a feather and very easy to move around by hand. What do YOU use to move your baby around?

Will you need a 337 for that? The mod would be ridiculously simple though. I think I would prefer a solid state circuit as opposed to an old fashioned electromechanical unit. That said, it has been so long since I have messed with an automotive flasher that there may very well be solid state replacements.

Thanks for the video Paul. I enjoyed it immensely!

I went from a Cessna 140 to the Mooney. I was in the habit of slipping the Cessna pretty hard. It's the way I was trained as a trick to have up your sleeve if needed in preparation for an emergency landing. In my Mooney transition training I came in high on final and asked the instructor if slipping was okay. He said "of course." I slipped it pretty hard and bled off some altitude. He commented, "I never saw anyone slip a Mooney that hard," but he didn't say there was anything wrong with it, so although I haven't slipped it that hard since then, from that episode I have the feeling that you can slip it about hard as you like as long as you keep the nose down. Also, I don't know if this is correct, but I suspect that slipping to lose altitude is more effective in a high wing airplane, but I have no facts or evidence to support that theory. My $0.02,

Great move and welcome to Mooneyspace Sia! I too bought my first plane while a student. It is a great thing to do. Once you get past the checkride you will be ready to fly at will and be comfortable in the plane without having to transition to a different aircraft. I am one of your fellow Texans, so maybe we will meet up at some point in the future. Enjoy!

Well Chuck, I guess I will have to write a nasty gram to ATC, they didn't give me that 145 NM option.:)

Thanks Hank! I will look for those eyeballs down low.