Hank

Or keep the yoke button, and mount a Push-to-Talk like this . . . .

The manufacture date is molded into the edge of the discs. Be careful if they're upside down--I thought mine said "06-96", but they were upside down; when removed for replacement several years after buying my 1970 Ranger and turning right side up, they actually said "09-69". New shock discs land so much smoother than 40+ year old ones! There's much less worry about the flaps, Rangers have 125 mph electric flaps and 120 mph electric gear. Plan on simple 500 fpm descent (I prefer power on, periodically reducing throttle and richening the mixture to reset cruise values all the way to pattern altitude), then give yourself 3-4 miles to slow to Flap speed and drop Takeoff Flaps by pattern entry. Once you can do that regularly, you can reduce the distance from the field, but after 17 years I still aim for about 2 miles or a little more. Good luck, search well and enjoy your new ride! Mine has been great fun, and we're still enjoying it!!

Maybe he was interrupted, and came back thinking it was finished?

So there is still hope to put in a SkyView panel, and add the Aerocruz as a Brittain replacement? Keep the PC system, or does it go?

It was an RV10 or 12, I forget, whichever is 4-place, unless the story has been updated. Pilot dead, several injured in the warehouse. I haven't read anything mentioning what preceded the impact.

Jerry's seminar was great. I made one of his last ones. The MAPASF includes a fair amount of maintenance information at the PPP, but it varies from year to year. Once upon a time, at an airshow (Wings Over North Georgia, at Rome), Joey Cole had a to-do at his hangar, with a tour of "open" planes with opportunities for questions. He's not in Rome anymore, moved to KDNN a few years ago . . . . Maybe someone could talk to an MSC and arrange a half-day conclave like this?

It all depends on the installed avionics, which can have a higher total value than the airframe and engine . . . . But it's a Mooney! So go for it.

Well, it's back to the real world now. Came home this afternoon, ATL Approach was business as usual . . . . At least they were polite when I asked and said "remain outside of the Bravo for now," about 30 miles before here, then just kept me out.

There is a "soft" material used at some airports, like KCRW, that airplanes will sink into instead of going off thr edge of the ridge that the airport sits atop. Apparently it is not used in Korea . . . No idea how widespread its use us here, but it got a lot of publicity the first time when a jet ran into it and stopped (at least on the Charleston news). EDIT: This is called EMAS, Engineered Material Arresting System.

I telll them "step on the black, not the white." This won't help if your wing walk is painted to match your plane.

When cranking my 1970 C, after turning on the Master Switch, I run the fuel pump until fuel pressure stabilizes, then turn the pump off. Mixture rich, pump the throttle a few times (half a dozen or so in winter, once or twice in summer). When it's cold, fuel in the carb evaporates slower, so I'll wind and set the yoke clock and put on my headset before turning the key. She usually fires right up if preheated, but if not, hold the key and pump the throttle while cranking and it will fire.

For me, remaining runway must include time to descend, land and stop. My home field is 5000', so by the time I'm much above treetop height, I'm not going to be able to land and stop using the overrun area. So take off, verify in control per the Owners Manual, verify positive rate on the IVSI, then Gear Up.

Older Mooney rudders stop at the horizontal stabilizer. The change to full-length rudder happened some time after 1965. My 1970 C has the full-length rudder.

When Charlotte cleared me in several times, I followed ATC instructions. The Bravo clearances were in conjunction with altitudes and vectors.

IFR, VFR, anywhere from 5000 to 9500 msl. Been flying "around" the ATL Bravo for 17 years, finally cleared "through the Bravo at 7500" on Christmas Day. Other Bravo airspace isn't nearly as restrictive. I've flown over the center of the CLT field, VFR, at 5000' as instructed, after being diverted from my route around the Bravo. Oh, and I wasn't even ADS-B compliant then! (But finally am now.)

My alternator is tight. I check belt tension on preflight, the belt has some give, the alternator does not move.

LLCs are incredibly easy to start . . . .

My Christmas Miracle came through! Finally!

This morning, I took my wife to see her mother in central NC. The direct path is almost over ATL airport; ATL Approach guards the sacred Bravo airspace like nothing I've ever seen--in 17 years of flying past Atlanta (where my direct path lies inside the Bravo), I've never been allowed inside. First it was "remain clear of the Bravo," then it became "stay out of the Bravo." So with beautiful VFR conditions widespread across the Southeast, we loaded up and took off. My route was KALX-->KOPN-->KFAY, to stay out of the Bravo without being told. Well, about ten minutes after I got set up with flight following, ATL Center asked, "are you direct to your destination?" I said no, I was going via OPN to avoid the Bravo, since I'd not been allowed inside for 17 years. He came back with, "today may be your day, if any is." Sure enough, a minute later it was "cleared direct destination through the Bravo." So I turned from 092 to 073 and went with it. I changed freqs and confirmed clearance with that controller (VFR through the Bravo), and he said "you are cleared through the Bravo at 7500." My first ever penetration of the ATL Bravo! On Christmas morning!! It's a Christmas miracle!!!

This is the gear attached to your gear motor, which makes the wheels go up and down. There are two styles: original (fast) and "improved" (slow), also known as 20:1 and 40:1 gear sets. Someone thought that the original gears moving the wheels so quickly are overstressing the motor, so changed the gear ratio to double the time, and hopefully reduce the never-measured "high stress" on the gear motor. Note that there is a different brass / bronze gear (I forget what it is) in your Emergency Extension mechanism that is subject to wear if you forget to disengage it before retracting your wheels normally, which is also difficult to impossible to source. But this thread is not about that gear, it's about the one that raises and lowers your wheels on every flight.

The most recent studies I've seen on this were done in the 2010s, and found higher airborne lead concentrations at random locations than near GA airports. What bothers me is when I ride the giant aluminum tubes, and return several days later to find a scummy film on my car at the giant airport parking lot. Haven't heard much complaining or negative news reports about that stuff . . . . But the car generally needs a good bath once I get home, and I must wash the windshield to see good on the return trip.

Actually, they wrote engine control software to detect being in a test cell, and change performance to get good test results. Memory says a college group did road testing of several vehicles and noticed that VW results were much worse on the road than in the test cell. Cheating is a much worse offense than simply lying.

and Volkswagen . . .

News reports have been saying the Ukrainian Army is using caltrops against the Russians for over a year now. They're a little bigger than the ones used for the last several millenia against infantry and cavalry, but are still effective. Caltrops don't work well against aircraft, unless you sprinkle them generously over taxiway and ramp areas.

Atlanta Center has been telling me "stay out of the Bravo" for years now. They used to be more polite about guarding the sacred airspace, but there's so many Yankees there now . . . .