Hank

It's OK, Rob. No need to hunker down here . . .

There's at least two of us . . . . .

Any advice for little dime-sized or smaller chips on the leading edges? Seems like spraying these is overkill.

Day VFR, below 10,000 for Sport Pilots [I think].

School colors can be done simply and still look good. Like this one I saw Saturday . . . The owner said "There's a lot of Auburn in me," and I can only answer "WAR EAGLE!"

Maybe some kind soul can fly up to the Great White North and replace his faulty LED light before coming back home . . . . But it's a long, long trip from here. We're bracing for a tropical storm / possible hurricane later this week. Won't be bad enough here [1 Mooney hour directly inland from Panama City] to worry about moving the plane.

It's not a Vx climb to 1000 agl, it's a Vx climb to clear obstacles [used to have trees at the departure end], then a Vy climb to 1000 agl, getting you the altitude you need to turn back quicker and reducing the time that you are vulnerable. "Those trees" were close enough to create a displaced threshold when landing the other direction, but on departure [3000' field] they were only a concern when I was loaded heavy. But I still climbed at Vx to get comfortably above them before lowering the nose to Vy. Because I value my hind end . . . Ya'll fly safe!

There have been many discussions here about "bringing back the J," but none involving a turbodiesel variant. Seems there are two issues: 1) the factory got rid of the mid-body fuselage jigs, but since it's now half composite, that should be less of an issue, right? 2) there is little cost difference, mostly the delta between the Lycoming IO360 and the Continental IO 5XX rather than the $300K or more that people are hoping for . . . But it's an idea! Maybe . . . . . I just don't like the way Ford is now putting small turbo gas engines and 8-10 speed autos in their new trucks. Not sure how well a 2.3L Turbo will do hauling cargo and not playing commuter car, and I just don't like automatics because they are ofterin the wrong gear; doubling the number of gears will just increase the amount of times that it's not in the gear that I want it in.

That's what I do. In the Cessna, I flew pretty close to ½ mile out, over town; when I bought the Mooney, I noticed I was flying about 3 blocks further out. I rarely bank more than standard rate.

Andrew, wasn't it? G model, I think. Haven't seen him the last few years . . . .

For God's sake make some extras! I have one set, my wife has a set, A&P has a set, and there's a spare set. Not counting the set I misplaced when my left magneto died and I left her out-of-state for a couple of weeks. P.S.--my ignition, door and baggage each have separate keys, color coded to help me out (blue for bags, green for go, red for fire).

The new Vintage cowl gets rid of the doghouse. But sadly, it also gets rid of the large, easily removable cheeks, making a 2-piece fiberglass cowl like I read so many questions about removing and installing by yourself . . . . And it will have only one oil door on top instead of one on each side like I have now. As everything else in aviation, it's a tradeoff.

I see they do some Mooney baffles, but I do not see doghouse parts . . . . Is it possible to convert to a set of baffles? Parts can be repaired, but at some point you need new parts.

Seth, based on recent discussion here in multiple threads, I think we would all like to have Bob Kromer's presentation. Please?

Amen, brother!

Last week in the sunny south, ground temps were in the 90s. At 8500 midafternoon, I was running partial cabin heat . . . Altitude is the best air conditioning!

Hmmm, would be a good start for polishing the caps . . . . Paint's already gone, just sand and polish . . . .

Pulling power is for pu . . . . Nope, can't say that. Keep power on for the descent, make up for your slow climb, land normally. Fuel burn stays pretty constant, but watch the change in your block time!

The dimmer knob works every light in the cockpit, and should continue to dim them after LED installation as long as there is at least one regular bulb in the circuit. My engine and fuel gages are backlit, so that's mine, in addition to NuLites on my sixpack. But I would love an LED replacement for those little ceiling-mounted furnaces . . . . .

The Owners Manual for my 1970 C has Vfe = 125 mph, while Vge = Vgo = 120 mph. Knots weren't in use in 1970 . . . .

Yes, this is exactly how Bob Kromer ran into trouble, and is the flight profile that he no longer uses for that reason. Fast and low presents few options, but he made it back to the field dodging trees and hills only because his engine was still making a little power (~20-30% IIRC). He advises strongly to fly Vx to clear obstacles, then Vy to at least 1000 agl, transitioning to cruise climb above that if and when desired. My cruise climb is Vy, CHT permitting (which is almost always). Fly safe out there!

I generally turn base when the runway is 45° over my shoulder, and with 1000agl pattern thats generally around 800 agl. Final is usually right around 500 agl. Once I drop the gear abeam my intended point of landing and reduce throttle, I am descending and never level off; my turns are often standard rate but always 30° bank or less. Speed is 90mph downwind and base, rolling wings level on final at 85, crossing the numbers at 75 - 5 mph for every 300 lb below gross I am at that time. Minimizes float and allows for a gentle touchdown when I don't level off a couple of feet too high . . .

Boy, @jaylw314 that's a complicated descent profile! I just push on the yoke for 500 fpm and trim the forces away. Every now and then I'll reduce the throttle to whatever my cruise setting was, and richen up to mixture to my cruise EGT. Airspeed builds nicely to about 170 mph, making up for the slow climb at the beginning. My goal is to level off 3-4 nm from the field and use that distance to slow down below 125 mph and get Takeoff Flaps in. Then the rest of the landing is easy. If I'm still a little fast dropping Flaps in downwind, I'll extend another 1/4 mile or so (making a total increase of 1/2 mile traveled), and that's always been plenty.

That's what I did. Works great! Almost three years ago.

That'll work, but I generally leave my kneeboard in the plane. Then this year, due to extremely low, black ceiling and TS enroute, I drove down . . . . .