Hank

This is what they look like in my 1970 C:

That's what I do for most takeoffs, along with Flaps Up. But when loaded up near gross, then it's Takeoff Flaps and align the marks. Check your CG with full fuel, no baggage and two adult males up front, you'll see why we put in a little Nose Up trim! But absolutely use the trim wheel. That's what it's for, so the plane will fly hands off.

You were lucky! My Owners Manual says to expect a minimum 2000' altitude loss to recover from a one-turn spin. Right before it says "SPINS ARE PROHIBITED IN THIS AIRCRAFT." Another CFII is the only choice.

Hmmm . . . I usually avoid adding these things up! Hangar--$200 x 12 = 2.4 AMU Insurance--2 AMU Fuel at home--$5.60/gal Typical burn--9gph Fuel cost--$5.60 x 9 = $50/hour 75 hours--3.8 AMU 100 hours--5 AMU Annual--2 AMU Garmin subs--1/2 AMU Pitot static checks < 1/2 AMU per year Annual expenses before cranking engine ~ 7 AMU. All in for 100 hours ~ 11 AMU per year. I change my own oil, buy filters and use 7 quarts each time (a case per 50 hours, filling to 6 quarts).

Those of us with carburetor and batteries on the firewall would move the CG aft by buying a lighter battery. Thus the question for A-D & G models. This would mostly negate CG changes for the 3-blade propellor. Folks who moved their battery back to the avionics bay would have the same CG issues as you would.

Voice of experience: I've written about it here before, shooting the curved GPS approach over the bay into KECP for Runway 34. I was at 90 knots with Takeoff Flaps, but the unique curved path was so unusual that I didn't notice which point was the FAF, and I didn't drop the gear. It was weird, I could maintain airspeed and deviate high, or hold the glideslope and get very fast very quick. Neither was desirable in the clouds. Realized what was wrong about the time I broke out around 1200 msl. The landing was not salvageable, I was both high and fast, but Tower let me circle around for a VFR pattern and easy landing. Lesson learned: If I can't hold speed and glideslope, verify Flap and Gear position! At least the ceiling was nice and high . . . .

You never know how many friends you have until you buy: a cabin in the mountains a house at the beach a house on the lake a house at a beautiful country airport

Yes, losing 25 lbs from the firewall of my M20-C would be great!!

Check the coastal route, it's shorter.

Must.be new bureaucrats a couple levels up, flexing their administrative muscles and thumping their pasty, hairless chests . . . .

You do realize that in flight, the door leaves just over a 1" gap when open? The slipstream at cruise speed is strong enough that you can't push it open any further.

My Vle is 5 mph lower than Vfe, so I always drop Takeoff Flaps first. That also helps stabilize the plane at lower speeds. Doing nothing but moving the gear switch as I approach glideslope intercept starts the perfect descent.

I'm no A&P, but I agree with you. So many A&Ps and IAs seem to want extra work and approvals before doing something--filing unnecessary 337s and asking for DER / DAR approval. But I don't understand their reasoning, and it has never been offered. Did you ask your IA why he thinks this is a Major Alteration, and why a DER would be required?

All of those are gear down first. Surely I'm not the only one who puts Flaps down first, and drops gear to initiate descent? 1-1/2 dots before intercept is perfect, no changes to throttle required, just drop gear and go down the glideslope at the same speed, which is targeted to be 90 knots = 105 mph before dropping the gear.

The can I use for my lawn mower will easily accept 5.6 gallons, and still.not be up to the opening.

By somewhere shortly after IAF, be down below Vfe = 125 mph, drop to Takeoff Flaps. Stabilize airspeed around 90 knots = 105 mph, with throttle ~18", proceed towards FAF. At 1-1/2 dots prior to glideslope intercept, drop gear, and the plane will settle onto the glideslope at the same speed and just under 500 fpm. Ride all the way down and land, adjusting throttle, flaps, ailerons, rudder and elevator as required to land at my desired location. I think, due to varying flap and gear speeds across the models, and some year-to-year changes, there will be many, many ways to do this . . . .

All it takes is one petty bureaucrat on a power trip, whether he is demonstrating his power to applicants or to coworkers . . . . There is no way to reign them in.

When I do power-on stalls in my 1970 C, I back the power off to 65% or a little less, otherwise the deck angle can be somewhat extreme. This was at the DPE's recommendation on my IFR checkride. Welcome back, and good luck with your (re)training!

So change the screwball setup, and have each office process authorizations to the same standard! Then when aircraft owners install STCs and later relocate, the new FSDO cannot "disallow" or unapprove the equipment / changes that have been flying safely for years . . .

So there are two flight school planes aloft, I'm taxiing out for departure and two transients are dropping in for fuel. Who answers Mr. Clueless calling in the blind for "any traffic"? Am I any traffic? Oh, let's all five of us answer at the same time! THAT is why the FAA says to NOT MAKE THIS CALL!

And get it to stop! Thus the larger brakes. Because it’s a better way to land. But the plane has to be able to sustain higher speed landings, as in a 200' ceiling instrument approach, loaded, at 90 knots or more.

There are some airframe tweaks, beefier gear legs and different brakes.

My C is the same as your E, less fuel injection and 20hp. At 9500 msl, WOT- & 2500, I generally get 145-148 ktas, but I fly ROP. Let us know how you do!

My bad, you're right. But right now, she's unloaded except for things that live in the back--tie down ropes, spare headsets, flight bag, first aid kit, umbrella, and a few tools.

No, but it taxied and landed well on Sunday. I have Michelin Air Stop tubes for peace of mind. Oh, the tanks were topped off after landing at home Sunday, 52 gallons. The hat rack is near ten pounds, and a few more in the baggage area. Per Skip above, I need to load to Max Aft CG and deflate the nose tire, then it must be no less than 7" . . . . But I think it's fine as it is.