Hank

But that's where my Remote Compass is, and below it is the Carb Temp gage. I am very panel-space-restricted!

Around here, I've only found KEUF, Eufala, AL to have an Airport Diner. Open 7 days, breakfast on weekdays only . . . I used to have choices: KPMH, Portsmouth OH--great food, good breakfasts! KSJS, Paintsville KY--Cloud 9 Diner, popular with local residents, too KLUK, Cincinnati--in the old terminal, always popular KPKB, Parkersburg, WV, inside the terminal building. They're used to pilots with kneeboards

Cryptic "carusoam" is simply Anthony's last name and initials. What relation is "SpamPilot" to your name? I note that you are fairly new here, and have zero information of any kind in your avatar, yet you feel free to throw stones at people who have some in theirs. People who live in glass houses, etc. Your chosen font is also difficult to read. Coming out combative will not win you any friends here. If you doubt that, reread Paul's post above. Chill out, relax and apologize, act friendly and you'll be surprised how much happier your life will become. Or stay angry, continue to strike out at people around you and stay pissed at the world, but you'll do that alone . . . .

"I didn't buy a Mooney to fly slow." A frequent refrain whenever Carson's Speed comes up. Few if any Mooneys fly at such low power very often. The discussion here is what to do when facing strong headwinds. Wayne has some good numbers, I'm curious how well they hold up in the Real World.

Those are fun when they bust open right behind your head at 9000 feet or so . . . .

I do it the okd fashioned way--battle headwinds at known power settings, check ground speed; if too low, check wind against Winds Aloft forecast, vary altitude looking for improved ground speed . . . . My worst day was 105 knots at 4000 msl, dropping to 68 knots at 10,000 clearing terrain, back up to 95 knots at 6000 before turning and look leaping past 150 knots while slowing for the approach.

Every time I replace a tire, it gets a new tube. Other than that, none so far, but it's only been 11 years.

Everybody has their own list, and some people would rather buy a lot of oil instead of parts, labor and STC to add a filter / remote filter to an engine without one? Personally, I can't imagine an engine without an oil filter, even my weedeater has one!

TMI!! TMI!!

Maybe he meant planes without oil filters, inky the screens . . . .

Wow, you guys make me feel better. I bought my C in 2007, replaced the nose tire in 2009; all three in 2012; and the nose tire again this past Jan. I expect my nose tires to start lasting longer now that I'm based at a field with a taxiway and don't backtaxi and make a full-rudder U-turn on a 75' wide runway on every flight . . . .

Wow, maked me glad I have a C! Access to my right mag is simple. The vacuum pump is between them, pretty much in the center. Have not tried rotating the engine mount; hadn't heard of it before, and don't have a hoist . . .

Count your blessings, @Shadrach! Removing the left magneto from my C is a 2-man job, as the battery box must come off of the firewall, as the magneto won't come out between the engine mount and firewall otherwise, and the box mount has four screws into the pilot's footwell, held on with nuts . . . . With the battery out of the way, access to the left magneto is easy-peasy, as is access to the right one all of the time. Didn't need any special tools, even had room to work with the battery still in place, but couldn't get the magneto out of the engine compartment. That said, I really really like my Milwaukee cordless drill set at home! Great tools.

My flaps have three markings: Up, Takeoff (15° per the Type Certificate), and Landing (33° per the TCDS). I do not operate them above Vfe, the white stripe on my ASI (125 mph for my C). Seems like long bodies have a nice, high gear speed, something like 140 KIAS, so they can function much like a speed brake. Check the POH for the plane you will be flying, though, as my Vg = 120 mph . . .

Lunch sounded good, the dessert menu on the wall is great! Nice looking airplanes parked outside, too. If only there were airport restaurants here in LA . . . . .

For $35/month, you don't want to know what's ahead on your route, where VMC is, etc? Because there's never a thunderstorm or heavy precipitation (liquid or solid) except in the summer? Do you put your plane away in the winter, like many of my coworkers ask me? They are dumbfounded when I explain (briefly!) that the plane performs so much better in cold weather. If year-round weather subscription costs too much, how do you pay for your annual? At least flying with a handheld GPS, the data package is cheaper . . . .

What possible benefit is there to turning off your in-flight weather???

Exactly! So if your prop needs new seals, why OH and grind away on the blade faces??? Do you replace the timing belt on your car when changing the oil? Do you tear down and rebuild your porch when working on the roof? If work needs to be done, do it, but no need to do additional work "just because."

Yes, eyes open and head on a swivel is required. See @M016576 post above, and @M20Doc reply. My comment was meant to be serious, not snarky.

Thankfully Oregon is a long ways from me, because it sound like you spend too much time looking for traffic inside your plane, while I am outside and won't show up on your ADSB because I am not equipping for Out. Please use your eyes to look through your actual windows, lest the Small Sky in which you profess to fly rise up and smite you!

I ALWAYS turn on carb heat before entering IMC, at least enough to keep the needle above the orange stripe. Pull some heat, punch into the cloud, adjust to stay above the ice zone and re-lean the mixture. When breaking out not on approach, turn off carb heat and re-lean the engine.

Question: do you taxi at 1000 RPM, or IDLE at 1000 RPM? The difference is the position of your throttle, idle is pulled all the way out / back, and should be ~750 RPM. Extra RPM is bad whe trying to land . . . . You go too fast and have trouble bleeding off speed. Is this why you are avoiding shorter fields?

Wentworth Salvage lops to mind. The scoop is riveted to the top of the body.

Sensorcon's literature recommends NOT putting the sensor up to engine exhaust. Mine performed well during calibration using their supplies and systems, I'm not worried that it suddenly doesn't work. Guess the new muffler I out on ~100 hours ago is still in good shape!

Mine was last towed behind a small, dark red riding mower with the deck removed, with the mower running backwards to pull the plane from the ramp to the A&P's shop . . . Not quite my own [slow] walking speed . . . .