Hank

Here's my PTT, installed by the previous owner. The functional PC disconnect button is still there, and the windup clock I use to track flight time and fuel tank changes.

I bought my C in 2007; the Hartzell 3-blade had been installed and dynamically balanced 2-3 years before then. Just because "it's been a while," I had it checked at annual in 2018, and it read 0.01. So I just haven't worried about it since then. As an owner-assisted annual in my hangar, the balancing process was interesting to help with (IA watched everything, I sat inside and worked the throttle).

For my 1970 C, these are not in the Owners Manual, but are in the Type Certificate, and should be in the Download section. Just look for one with your model year or later (but it will be hard to find 19785 . . . ).

Someone just released a new clamp that I thought would alleviate this. Not flying a turbo, i don't remember the details, maybe a month ago? The new clamp is rated for 2000 or so hours.

Maybe I'll try that coming home, they're less likely to suspect anything if I'm leaving the Carolinas. Anything to avoid SINCA & GRANT!

I took a Piper pilot to ride once, as he was airplane shopping. The wind was blowing opposite the norm, so we landed over the trees at the end with a displaced threshold (about 300' at our 3001' field). While still over the trees, I pulled the throttle to idle to glide in. His head snapped over to me, then back out front when I did that. Once clear of the runway, he said, "you pulled your throttle to idle, but nothing happened! If I'd done that, we would have gone down in the trees." Not sure which model he flew, just know his statement and reaction.

It happened to me and my CFII when I flew home after an electrical failure (the panel light dimmer board blew up). I found the roll pin later, it fell out because the handle cracked at the hole on the bottom side. So I sourced a new circuit board and a new handle (after having a machinist at work drill new holes straight through, but the pin would only line up with one hole). Stuff happens . . .

I heard Bob Kromer soeak at a Mooney Summit. He started with Mooney as a test pilot, becoming VP of Engineering then President of Mooney. According to him, each knot of extra speed in the flare is 100 feet of float. So if your plane stalls at 68 knots and you come in at 90, that's 2200 feet of runway behind you before your wheels touch, plus however far from the end to your aiming point.

Getting the seat bottom out of my 1970 C is easy. Getting the backrests out is a hot, sweaty mess, but easier than getting them back in! See if your cargo will fit with the backrests folded down. If not, remove the bottom and see how it fits. Getting the back out will make you sweat, and maybe bleed. Getting the back put in again will make you sweat, bleed, curse and learn exciting curses . . . But hey, becoming multilingual can enhance your life, right?

When I first bought my Mooney, the seats were in good shape, but I couldn't see the cowl over the panel, and my landings suffered. Then I grabbed a cushion and my landings improved significantly. It's been long enough now that I either need ti redo the seats or get a thicker cushion, I have to stretch up to see the tip of the cowl behind the prop. Comfort is not yet a problem, just forward visibility when landing.

That's good. I get many comments for no-flap takeoffs, and only rare full-flap landings. I put down Takeoff Flaps on downwind, and adjust flaps as needed on final, along with throttle, elevator and trim.

The MAPA PPP (Pilot Proficiency Program) is wonderful! I attended mentorship as a new pilot and new owner--I reach 100 hours on the flight to the weekend clinic. And no, it's not normal to not use your flaps. ALL of my landings use at least Takeoff Flaps, depending on weight and conditions! Please, please learn to fly your Mooney properly. What model do you have? For many, an appropriate speed over the fence when landing is 75, knots or mph depending on your model. Yes, 90 can work on an approach with low ceilings, but it’s not a good practice.

Mimi had someone good on the NE coastline, but I don't remember where. Near Beaufort, I think.

I'm SOOOOOO jealous! They almost always tell me "stay out of the Bravo," or vector me to the far hinterlands if I'm IFR, even when I offer to descend to wherever is necessary. Last time they sent me to RMG.

I took a friend on a trip to E. Tennessee, alternator failed and had to crank down the gear. We rented a car and drive home several hours. Couple days later, went back to fetch the plane. It was planned as a day trip . . .