Hank

Yaay! Congratulations, Mimi! See you soon!

That is not "on" the Engine Fire checklist, that "is" the Engine Fire checklist!

It's posted here. I was very interested in it until I discovered that I have factory folding, split rear seat. It'sa nice!!

The treachery is that if you add a few knots "for safety," it can bite, especially if you are impatient during the ensuing float and try to force a landing. There's just not enough drag for a simple, quick recovery ftom a botched (fast) approach . . . Fly right, and landing is a breeze. I transitioned with 62 hours in my logbook, landing wasn't especially difficult.

Sorry!! Wish I could help, but I'm neither an instructor nor in Tejas . . .

I have nothing to contribute to fuel injected hot start procedure since I fly an always-easy-to-start carbed model. But I find threads like this, recurring periodically, to be in stark contrast to the frequently-offered opinion that the IOs are easy to start whenever a carb pilot mentions that our planes are so simple to crank . . . . . Now back to your regularly-scheduled programming.

Don should either have or know a local CFII. Hope it works out well for you. Welcome aboard (almost )!!

52 gal + (2 × 1/2) + (2 × 1.25) = 52 + 1 + 2.5 = 55.5 > 54.8, so you aren't "short" at all. Unless your bladders list usable capacity and not total capacity, in which case you are short by 19 ounces per side. How accurate was your 1.25 gal addition for unusable fuel, and how complete was the pre-fill draining of the tanks?

I have the LASAR wingtips. The balance weights are flush with the end of the wing and do not interfere with the wingtips. These are probably the same.

Yep, it's easy, just descend power on until slowing for pattern entry. 500 fpm puts me at 170 mph, just below the yellow. And it makes up for the slow climb at the beginning of the trip.

"Read for comprehension." The Dunning-Kruger Effect is about cognitive ability, implying that the pilots here who actually perform the oh-so-risky Touch and Go maneuver that has been taught longer than you have been alive are all of low mental ability, while your ATP self is intellectually superior. It has nothing to do with knowledge or experience . . . which is the argument that you want to make. Back to the drawing board for a new, hopefully more applicable insult. Personally, my touch-and-go, night flying, IMC single engine prop self is out of this thread . . . if anything relevant comes up, someone send me a PM with a link to that particular post.

What is the benefit of practicing every landing with full flaps regardless of actual weight, runway length or wind conditions?

Bob-- Several topics elicit heated discussion here: Touch and Go operations Flap uasge on takeoff Flap deflection on landing Oil change frequency Use of Camguard or Marvel Mystery Oil LOP operations Spark plugs Climb speed Night flight Flight over "terrain" etc. All i can think is that many Mooney pilots live and fly in the open flatness of the Great Planes, based on two mile long towered runways and only overfly large metro areas just before dark. Or else many are lilly-livered old maids who think it is crazy and reckless for me to have earned my PPL, transitioned into my Mooney and then earned my Instrument rating over hilly, dark and unforgiving terrain where I lived in WV. TnG ops have been part of flight training almost since the beginning, at least since wheels replaced landing skids. Suddenly, a half century after the introduction of retractable gear, tney are dangerous. Pppffffff!!!! Form your own opinion. Most here will never change their minds on this subject, or those I listed above. Welcome aboard anyway . . . . .

I didn't either, but when there's six 172s, a Cherokee 180 and me giving rides, following the same pattern around the area, going snow is kind of required. I'm not a fan of straight in approaches, but had to do them one Airport Day when the wind was blowing funny.

For low level farting around, I use 2300 and adjust throttle as required. 2100 is in my red zone (2000-2250). Giving rides on Airport Day, i mix it up with 172s and Cherokees using 16-17"/2300 or less, aiming for 100-110 mphi.