Hank

FTFY.

Grass is no problem for a C. I visit them in mine, and know C owners based on grass. As long as it's half decent, you'll be fine.

It's not really double-spaced, there's just a blank line after each paragraph. But writing short one-line paragraphs can make it seem like it is double-spaced. So just relax, loosen up your fingers and type a little more. See? The paragraph is single spaced, then a gap for improved readability before the following paragraph. It's not how I write, personally or at work, but I really can't complain about it here, especially when someone [often myself!] writes a lengthy diatribe about something. As long as it isn't all one big, unhappy paragraph; I find the breaks help with readability, especially on smaller devices. But I still don't do paper that way, and work floats from one meeting to another on an infinite sea of paper . . .

Only 12,400 to go!!

I think my C hovers just below 800, but it's only there on short final and rollout, when I don't really look at it. Otherwise, I taxi at 1000, climb at 2700 and cruise 2300-2500 depending on altitude. In the pattern, I watch airspeed not MP or RPM--90mph on downwind and base; wings level on final at 85mph; slowing to 70-75mph by short final depending on weight; idle when I have the runway made and touch down as the stall buzzer chirps.

That is how it is supposed to be set. 25-50 RPM rise just as the engine quits is perfect!

Sounds like @MJohnson is a Mooney guy--CFI, CFII, 550 Mooney hours . . . .

As an engineer and machinist, I have this type of trouble frequently when doing woodwork in my basement . . . . . Lumber, like vacuum formed plastic parts, isn't available to thousandths of an inch tolerances.

Yep. Lift off, verify track, verify positive rate, move that little round white knob and climb for Vx, relaxing to Vy when clear of obstacles.

My gear are up by treetop level anyway, regardless of runway length. Transit is only a few seconds, unless you have the 40:1 gears which take a few more seconds. Left mine down once on a busy IMC departure from a rare towered field, took a minute to determine the cause for my abysmal climb rate in the clouds--raised the gear and went right up. So my experience is that climb rate is much better with the gear up.

There's still a mess to clean off of the belly, bith my fibetglass one piecd and the aluminum tailvone behind it. I assure you, no matter how streamlike the flow is going into the venturi, it's a high-speed mist coming out the back and it goes everywhere. And no, our slipstream won't keep it from pooling along seams and the rear edge of various overlapping joints (like the backmof mynfibetglass belly panel, where it's up against aluminum). No thank you . . . . I'll just land.

One tip up, one tip scrunched! Ouch!! BTW, is anyone else surprised to see so many seaplanes in the desert???

My configuration for FAF is reduced power set and leaned, Takeoff Flaps, Gear Up. At FAF or 1-1/2 dots above glideslope intercept, dropping the gear starts the descent and brings me right down the glideslope with no power change and no risk of gear up landing. Yes, I got distracted following the old curved GPS approach over the Bay into KECP once and forgot to lower the gear--I could either hold speed above glideslope or hold glideslope at way too high airspeed, so now I know how to correct that.

This is where my mail comes from; note tgat it's a "town" not a "city." I'm 8 miles out into nowhere from the Post Office . . . .

Cornbread are square! <sorry, I'm out in the country, and we use our skillets on the stove, not in the oven>