Hank

Here's what works on my Lycoming, not sure if there's room for a thin piece of sheet metal or drip edge from the side on Continentals or not (but there's no mess and very little cleanup). Good luck, ya'll!

This is what I log, based on the difference between the moving white and settable-but-not-moving red hands on my yoke clock. Engine time is whatever accumulates on the tach, which may or may not correlate well to my flight time.

2012? Maybe earlier. Long time ago.

2020.

This looks like what my Bonanza buddy has, now also available with electric power. https://dragger.com/

My Mooney only has brakes on 2 wheels, while all of my motor vehicles have larger brake rotors on all 4 wheels. So more than double the braking area, and likely greater pressure from the master cylinder. But then again, I often want / need my car to stop in a shorter distance than my Mooney landing rollout . . .

Joey Cole asked if my takeoff to visit him was "interesting" with so little Up Elevator available.

M20-Cs were built with a carbureted O-360A1D engine of 180 hp with two magnetos. The IO-360 A3B6D is a fuel injected, dual-magneto 200 hp engine originally used in M20-Js. A few have been put into other models, but the engine STC is required, along with the more expensive engine, different cowling, different spinner and likely different engine mounts and propellor--not something done on a whim. Make sure the airplane logs clearly explain the work done, and that the STCs are present and logged to the aircraft serial number. Even then, overhaul will be much higher cost than an O-360, even without the frequent conversion: dual magneto to two magnetos. Safety Note: dual magnetos can cause complete engine failure if one side fails the wrong way. Experience Note: I have lost my left (cranking) magneto in flight, away from home, and was able to easily land without undue concern. This may or may not be possible when one side of a dual magneto fails, depending on the failure mode.

A friend with an A36 has one, gas powered. Pretty simple to use, no chance of messing up the nose wheel linkage.

After my new IA did my annual this year, I went to see Joey Cole to have his "work" fixed. The elevator is supposed to swing 20° up and down, +/- 2°; mine went just 15° up, and down went beyond the last mark on the travel board (which is at 25°). Some people should not work on Mooneys!!

Fatalities are down? Or fatal accidents? How about the overall accident rate? If everything is trending down while hours flown is steady or increasing, then our insurance premiums should also be trending downwards to match!

@PilotCoyote, you should be able to trim your plane to fly hands-off in all configurations. Naturally any power change or attitude change will require trim adjustment. Left hand on yoke, right hand on trim wheel!

Grassy areas can be unforgiving to a gear up landing! Belly strobe, step, flap hinges, etc., can dig into a soft spot in the ground, or a low area, leading to a sudden stop or creating a spin on the plane, both of which will increase airframe damage and occupant injury. Just set it down on asphalt / concrete and under control, and slide straight down the middle to a quick, safe stop. Here's to it not happening to either one of us!!

No, we have the economizer. I.need to dig out my Marvel Schleber book again, but my memory of it doesn't jibe with cliffy's explanation above. Pulling the throttle back to create as much turbulence as possible without decreasing MP is effective. Adding partial carb heat varies from plane to plane; if it helps yiu, gi for it. Nothing let my C run smoothly LOP until I rebuilt the air intake and carb heat bellows, now it will run 25°LOP if I don't mind going slow . . .

Whenever my CG is forward, I set the trim a little higher, at the top of the rather wide Takeoff mark. I also follow the advice here in my Owners Manual. It's not so much "yank the plane off the runway" as it is "relax some of your pull as the plane breaks free": Your E likely has a similar paragraph to my C, the biggest difference being your fuel injection system gives you 20 more ponies. Rotation speed will also vary with takeoff weight; solo with half tanks, it will happily fly at a speed it will barely rock nose high when loaded to gross. Don't try to hold it on the runway when it's ready to fly!

That's what the one in my '70 C looks like, too.

Mine isn't a handle, it's just a knob held on by a set screw. Shouldn't be hard to find a knob that will fit.

Hmmm . . . Guess I should look into the setup.

Be glad, Moon. When my left mag died away from home, the mechanic was in his shop during normal hours. Replacing it with OH took 3 weeks and $1600 . . . . And I also learned who to not use.

Pilots flying under different rules face a lot of restrictions that we don't--age (higher minimum, lower maximum), no single pilot, much more paperwork, frequent STARS and arrival procedures, etc.

There's one in each wing at the inspection panel of the inboard edge of the ailerons. And two more behind the radio access panel on the side that go back to the rudder.

I learned in WV, at an untowered but lit field with no approaches. Later did my Instrument training at the same obstructed field, often after work, through much of a winter. One early flight, we left after work wearing sunglasses, but I had left my glasses in the car . . . . So naturally the landing light blew when I turned it on. We logged that night landing with sunglasses, preferable to blurry, untinted nearsighted squinting for the trees on final that I needed to level off to avoid. It's all about training and preparation. Good luck, and have fun! Night flying is great--cooler temperatures, smoother air and a whole different kind of beauty.

I'm on my third year with Concorde #2, still going strong (replaced #1 preemptively at six and a half years before flying into the hinterlands). All I've ever done is drop them in that black bix in the firewall and fly every niw and again--not near enough, and certainly not every week. YMMV, etc.

I generally go as long as it takes, up to when I start feeling tired. Day, night, IMC--rach wears me out a little quicker. Using George doesn't have too much of an effect, cause it's only Brittain AccuTrak. Much nicer than nothing, but I still must be watchful and alert, and keep tweaking the heading bug. Four hours is about my limit for leg length, need to stand up and walk around.

Orings and 3M 33 electrical tape! And now Permatex. Gotta love the simplicity, durability and functionality! Go Brittain!!