Hank

I just get in, left foot first, ending up in the left seat. To get out, start by moving your right foot into the passenger seat. Scoot over, step onto wing with right foot first and stand up as you come out the door. Getting in and out of the right seat is more difficult . . . Try it some time, you'll feel better about getting in and out of the left seat!

??? All I have is a belly blinker, and nav lights sunk into the same wingtips visible from the front only. The belly strobe is visible all around, but not from above. Don't recall seing many planes with strobes above and below; a few, but certainly not many, even those without wingtip strobes.

@Marauder, I agree with the set pin, but you're looking at different parts of the mechanism in the photos. It looks like the broken threaded section was split to allow the cotter pin to pass through, and now one side has broken off at the base. Will pulling the cotter allow the outer shaft with the bump to unscrew from the center shaft so the the replacement can be put in? That's what I can't tell.

Your set pin is beneath the wide flat ring in the panel in Photo 1. What Anthony calls a cotter pin is inside the white plastic "wheel" in Photo 2. Check location of the pull-to-move dimples to confirm that you are talking about a different thing than Anthony.

I thought that was a hole . . . But it's the head of a tiny cotter pin. Hmmmm . . . . .

Try some snap ring pliers on the flat piece behind your mounted switch. It may give you room to work, or provide more ideas. I'm not sure I see @carusoam's cotter pin, but it looks like there's a hole for one in the old switch.

Verizon divided the insane cost of my Galaxy S8 by 24 months, and I pay it back a little at a time. There is no interest as long as I continue to pay on time. But I had dropped my S6 and screwed it up worse than the repair shop could fix. If you're not in a hurry, buy one on line, even if it's a factory refurb. You'll be shocked by the advances since the i5, which I last used in early 2015.

Why isn't the tail beacon enough light? Granted it's no strobe, but it's brighter than what a lot of us have. It's at least LED.

While a beer would be good, my work day starts at 0600 . . . And aren't the Chiefs playing great? I was gonna make this relevant by seeing how many people afe around KC vs. Boston, but Mooneyspace has disapeared from Google Maps. What'd I do wrong?

I've had very good luck with my Samsung phones (S3, S6+ and niw S8). Llts of memory space; if its not enough, drop in a memory stick, I bought two 64GB cards for $35 and put one each in my phone and tablet. Plenty of room for Avare, with half a dozen or more sectionals, several low enroutes and a bunch of states' approaches. They have been much nicer devices than the i4, i5 and now i7 that work has provided. IT prefers them because they are all the same, and can only do things the one apple-approved way, while my Samsung can use whichever method I prefer. P.S.--the screen and photos on my S8 are bigger than the entire i7, but it fits nicely into my belt holster and shirt pocket.

They do when you attend a PPP. I have two on my bookshelf.

I've never had problems with 450-500 lb in the front seats and full fuel in my C. But I don't have my W&B spreadsheet on the tablet yet . . . . Empty is 1670, including 3-blade Hartzell and some stuff on the avionics rack besides just the ELT.

In my 1970 C, I generally fly the approqch at 23"/2300, my standard low altitude cruise for short lunch runs, etc. This will generally put me around 150 mph indicated. Pull a little throttle and slow to below 125 and add Takeoff Flaps. Then there are two options: If intercepting a glideslope, when a dot-and-a-half high, drop the gear. The plane will settle pretty much i to the glideslope, leaving you to work on centering and making sure you don't drift up or down. When passing the FAF, drop the gear. In either case, trim is your friend. While there is much good advice above, many J models have different gear and flap speeds than our Cs. Do take the time to develop your own power setting chart. There are some excellent examples above, just don't expect to match the numbers from an F or J. I found that even the MAPA book isninkyna starting place, as jt was written baswd on a 1962 or 63 C, with completely different performance than our more recent, electric model. The C was built for a very long time, and a lot of changes were made over the years. Have fun and fly safe,!

Welcome aboard! Have lots of fun, and let paint and interior wait until after all mechanical things are proven to be functional for a year of flying, and you have a chance to evaluate things in the panel and what you might want to change / replace / upgrade / add. We like spending other people's money here, so be prepared for lots of unsolicited panel advice!

Sure am glad I fly a simple C model. Not sure I'd cut it in a J . . . . . I've edited your list above for my plane, just 4 items. Oh, I do verify that my Carb Heat is Off, but it's almost always Off anyway. I've used it prophylacticly in flight twice in twelve years and never due to actual or suspected ice.

I've flown my C 4:45 twice, landing with 11-12 gallons left out of 52 total, good for another 1:15 -- 1:20. Make no mistake, the plane did fine, but my wife and I were ready to get out, stand up and walk around! I'm really not interested in the ability to go another hour or two. Fly safe, and don't run out of fuel!

Becoming a UFO has been a goal for about the last 8 or 9 years, since I first heard of them. Great guys!

It must be attractively priced, and Byron can fly on the 'Bus for free.

I took a WWII P47 pilot to ride in a rented Skyhawk about the time I bought the Mooney. It was his 90th birthday. The climb rate didn't impress him, but he still knew his way around the hills and hollers of central WV from above. A friend asked if he was worried going flying with a new pilot. He said "if he can't land this thing, I can!" We took lots of pictures. It is obvious which ones were after the flight by the huge grin on his face. I wanted to do it again but schedules, weather and his children's worries kept it from happening. Fun time, anyway. He was a remarkable man.

Drill carefully and slowly! Support the window under the drill with some waste wood that you can drill into. Be very careful . . . . . . . .

Here's the link, @Huitt3106, along with the information that Jimmy wants when you request the package: Happy hunting!

You won't have a problem transitioning. I did so with 62 hours, all in C172s, but had a good CFI [who was selling his retirement plane to me!]. then I went to a MAPA PPP the next month. The Safety Foundation of the Mooney Aircraft Pilots Assn [www.mooneypilots.com] puts on Pilot Proficiency Programs at various locations around the country. I hit 100 hours total time flying away to it; lots of book learning, reference material to keep, discussion with other pilots and flight time in your plane with an experienced, knowledgable Mooney CFI with experience in your model Mooney. Start working on speed control now. Calculate Stall Speed for your plane at your exact weight and fly at exactly 1.3 times that speed in the pattern; for me, I know my approximate landing weight, and subtract 5 mph from (1.3 x published stall speed for my configuration) for every 300 lb. I am below gross for that landing. Obviously your Piper will have different numbers and probably a different formula. The important thing is to fly that speed on short final, not 5 knots faster, and don't throw in a few more knots for the wind and a few more for safety. Mooneys like to fly, they like to fly fast, and they don't slow down well. Coming in hot leads to lots of float and long landings, or impatient pilots who push on the yoke to land and bounce, which becomes either a go around or a prop strike. So practice speed control in the pattern. Find 1.3 Vs for the pattern, and slow to 1.2 Vs on short final, and be as exactly on speed as you can. It will help a lot when you buy your Mooney!

One of the benefits of a Mooney CFI. I did mine at a MAPA PPP [my second one]--they're the best! Amazing the things you see, hear, do and learn when you go to one.

I don't remember pulling power back, but it's been a couple of years. Just bank over 45º, trim down a little bit and fall out of the sky! It's fun.

Which spiral descent is this? I do spiral emergency descents at cruise speed, clean, and 2000+ fpm down . . .