Hank

Not my Mooney. Been doing it every start for 18 years. This is from my Owners Manual, already posted above, but highlighted for those who cant remember it from a page back.

Monkey see, monkey do . . . . .

Sadly there's been an awful lot of that in this thread . . . . .

No, I enjoy my electric gear. With my shoulder, I couldn't operate manual gear as often as I cycled the electric gear during IFR training . . . . It's better than it was, but it's still not right. Surgery made it only hurt sometimes instead of all the time. I blame it on overwork from my job in my late 20s: taking apart, repairing, changing over and reassembling plastic injection molds that were mostly 8 to 18 tons of steel, probably averaging ~26,000 lbs..

Fast pumps are easier with my throttle quadrant compared to push-pull controls.

@Yetti is the tallest Mooney pilot that I know, much taller than you. He may have some input here.

That's right. See the Starting procedure i posted above.

Sadly, our planes don't have a primer. Just like my old pickup in college, in winter stomp on the gas pedal a few times before turning the key. Or in my Mooney, pump the throttle a few times; the colder the temps, the more times.

Nah. The only things different from a normal start is pulling the prop through, additional throttle pumps and the pause before turning the key. Doesn't your Owners Manual / POH have Cold Start instructions?

I have an oil pan heater on my C that I like to use when it's going to be cold, for at least an hour. Sometimes this is not possible away from home (like on a large ramp). My process is similar to @C.J.'s above, with a slight twist. It worked well-for me living in West-by-Gawd Virginny, and now in Sweet Home: Pull the prop through 2-3 revolutions before getting in (verify key not in ignition!) Master On Fuel Pump On until fuel pressure peaks and stabilizes (at top of green arc) Fuel Pump Off Mixture Rich Pump throttle 5-8 times (Fuel Pressure will drop a bit with each pump) Set ~1/4" throttle travel Wind and Set yoke clock and red hand pair Put on and adjust headset (this gives the cold fuel time to vaporize) Turn the key and push If it fires but doesn't catch, pump the throttle a couple or three more times while continuing to crank Release key when running Lean mixture ~2/3 towards Idle Cutoff If it's really cold, it may take two times doing this, but with decent preheat it's one-and-done. Hope this helps!

My wife used to snag her gel seals on earrings, and hated the cold ooze on her neck. She didn't want an in-ear set until testing a set of QC Halos, and became an immediate convert. Try it, if you don't like them they can be returned or sold here pretty fast.

What good would a TOGA button do without auto-throttle? It would just raise flaps and set rudder trim?

Looks pretty crushed to me. This was a 182. See how easy it is to cherry pick stuff?

But installed avionics are often different between piston singles and turboprop. Does yours show the altitudes for every waypoint on approach?

I'd put it in a different cylinder, say the one beside it. Keep the same position, top or bottom, see if the EGT changes on the other cylinder (bad plug) or the same cylinder (bad magneto). One thing to consider before pulling the magneto--I had a plug wire go bad on a fairly new wiring harness. RPM drop was ~250, and one exhaust pipe was cool to the touch after running uncowled for 20-30 seconds because one plug wasn't firing. When my left magneto died, EGT went up because unburned fuel was burning in the exhaust pipe. Just can't burn a full shot of fuel with only one plug. Turning the key in flight confirmed the failure when it got really quiet and pitched down to maintain trimmed airspeed. And of course, after landing and shutting down, it will not restart . . .

OK, so no Mooney, just a nice turboprop. Sounds like you're saying our apples aren't as good as your watermelons, 'cause what you fly is much more different than just oranges. And your no-elecfrical-system plane doesn't fly instrument approaches, so also not comparable. I'm outa here.

Hey, @Jackk, you didn't answer the question!

@NickM20F, change the plug in #4 and see if your problem continues. If you dint have another plug readily available, swap plugs with a cylinder on the Right magneto and see if the problem follows the plug.

That would vary by model, and is in the TCDS I think. Or in the Owners Manual. Pretty sure the long bodies' Vso > 59 knots, and likely the mid-bodies too. This is what mine says, so I think it probably qualifies. Flying under Basic Med, though, it doesn't matter to me.

I fly a Mooney, not an airliner. My Garmin 430 WAAS doesn't show any of that stuff, and doesn't need to--it's all on the approach plate (printed or electronic), right there in my field of view. What avionics are in YOUR Mooney???

I've never flown a General Aviation plane that shows all way points, altitudes and frequencies on the display. And I've never darkened the doorway of an airliner that does . . . Most of thise fancy avionics were developed after 9/11, and we are since barred from the cockpit, even on the ground. So yes, I keep the approach plate open on my tablet in my lap, and I refer to it periodically between being cleared for the approach and landing. It then automatically changes to the airport diagram, but I rarely visit places large enough that I need it. You also posted that you jot notes for things not in your display. Why bother doing that, when it's all clearly typed right there on the approach plate? The KISS principle says look at the plate, and I have better things to do than record things that I'm already looking at. For the uninitiated, that's Keep It Simple, Stupid!!

I'm not Will, but it didn't take me long to find this: Sounds like what you're looking for. CAN WE NOW STOP THE PISSING CONTEST THAT THIS THREAD HAS TURNED INTO???

I asked for a friend, since a local CFI thought the no-medical approach would limit him to the old Recreational license and 50nm flight limit. Not so, it will be a Sport license, any airplane up to 4 seats (limited to self plus one passenger) that meets the Vso <= 59 knots requirement. Additional training required for Class B & C. Limited to Day VFR, as night flight requires a Class III, which can be replaced by Basic Med.

The AC was written in 2015; I believe the FAR was updated more recently. It would be a very quick call to AOPA, they clearly answered my recent questions about MOSAIC.

Has the NTSB said who was actually flying Biffle's plane? If so, I missed it. Will be awaiting their Final Report in midsummer 2027 with bated breath!