Hank

I can punch it into my G430W, but it's so much easier just to count on my fingers, double it and add a couple . . . Pattern is 1700, so 2½; 3½; 4½; 5½; 6½; 7½; 8½; that's 7 x 2 =14, so newby started down at 17-18, now around 16 minutes out. Yes, I keep ETE on the main screen [WPT, BRG,DIS,ETE] so it's easy to do at any time.

You're missing out. I started out shooting NRA Hunter's Pistol competition using my grandfather's WWII S&W Military/Police Special before graduating to a Ruger .41 Magnum Super Blackhawk. I miss the swing-out cylinder for fast loading. The 9mm auto that I bought as Brady Bill insurance was sold years ago, only ever used it twice . . . . There's nothing comparable to a stovepipe with a revolver. And they are all compatible with Mooney travel, as long as you don't land [even accidently] in NJ . . . . .

As a newbie, I planned descents at 500fpm, so it was altitude-to-lose x 2, plus 2-3 minutes to level off and slow down. I still do that, but now level,off much closer to my destination. Quick, easy, efficient. Yes, descending from 9500 to pattern of 1700msl may require pointing down 50+nm away; that took some getting used to! As a new Mooney owner and a new pilot, I needed: Complex endorsement Transition training 15 hours dual The first was a little study and a few flights; the secind finished almost with the first (I was still in student pilot "learning mode"). The last was finished up with some short XC trips, visiting most of thenajrports within an hours' flight. Huge variety of airport layouts, runways (flat, straight, uphill, downhill, humped, concave, crooked and sometimes all-in-one), etc. It was fun! Then my first real trip the next weekend was KHTW-KFAY direct at 7500, home a few days later at 8500. Father-in-law's birthday, had to go . . . . More fun! Training needs to be thorough, but can still be fun. Don't make it difficult . . . . .

Right up until you need a pop up and ATC asks for your equipment . . . . "Slant Golf" is all I can remember, no idea how to even find all that other stuff the first time. 430W, Mode C, VOR with glideslope, VOR without glideslope. None of that messy ADS-B equipment. Ditto on VFR flight plans. The last one I opened was as a student pilot in early 2007. Almost always on Flight Following. Looks like my next IPC will be a little more in-depth; I've seen enough announcements and timetables for flight plan conversion be an ounced and cancelled that I quit paying attention to them. And yes, I've needed a pop up for real, on a simple 30nm breakfast run. Destination reported clear before departure, but wasn't on arrival. Quick pop ups stacked three of us in a hold while #1 was cleared in. We all made it, just took a few extra minutes. CAVU going hime after eating . . . .

Seth, see if you can get an unpainted spinner and have it polished. Some people have reported good results doing this, althiughnit is tedious to do yourself. Barring thet, there were some interesting spinner designs during WWI that you coukd have fun with . . . .

Not sure if my C was done by the PO before or after the gear up, or even by the owner before him . . . . but I'm very thankful every year at the (owner assisted) annual.

Regardless of aircraft type or age. Also applies to non-aircraft machines, vehicles and equipment. Expecting perfect results will end in disappointment sooner or later, and may well be due to operator error as much as equipment failure.

It got you again. It's "spatial" with a "t". Glad you feel so "spacial." I won't inquire . . .

What kind of disorientation is required to be "special"? I avoid all of them, with the worst type in an airplane being spatial. Couple of questions/comments: When changing tanks, I look at the floor, bend down and find the switch by feel. I can't watch my hand all the way there. Why do you descend at reduced power? Keeping cruise MP / EGT all the way down makes up for the slow climb. I reduce power 2-3nm from the pattern to slow to flap speed then 90mph downwind. I also don't switch tanks in the pattern because I'm busy, eyes outside and it's an awkward position.

and make it nigh onto impossible to release!

I came along too late for Yuri. But I've certainly heard of his Viking Route to Europe in an unmodified C. Last I recall, his family was prepping the story for publication, then stopped. It's been a whole lot of silence for a long time now.

You may want to take this opportunity to upgrade to an alternator instead . . . . PO did mine, not sure how complex it is.

Measure with a micrometer. Mark with chalk. Cut with an axe. I've heard this in many contexts, but today is the first time for aviating . . . . But the concept still applies. I don't recall doing very much special when visiting non-flat airports, although significant downhill landings can be strange, floating along with the runway falling away just about the same rate that I'm descending . . . Makes for longer landings. Taking off uphill can also take longer. Just don't go anywhere that makes you worry about getting in or out.

Wow! Even with some labor added in, that's an amazing CB engine repair! Hope that's all it takes.

Here's mine, ropped from a panel shot. While there is a large enough temperature span, the unstrument itself is pretty small. It should be doable, it just wasn't a "thing" that far back . . . . It's pointing at 1450°F, a common place for me to run.

Inadvertent activation of tractor beam?

Wheels down, good directional control. Reach out a finger and raise the flaps, then lean the mixture--I generally go about 2/3 to Idle / Cut Off. But you need to have the Idle Adjustment checked.

For many of us flying NA Mooneys, there is no blue box on our EGT gage, thus the need to find, record and remember the Target EGT number . . . . .

Aero Cosmetics Wash n Wax, Red degreaser formula in a spray bottle. Quick, easy, non-flammable, non-caustic, breathable, leaves a nice slick surface behind that's easy to clean. Blue does the rest of the plane except windows (Plexxus) and polished spinner (California Gold purple polish). All use cheap, white terry cloth hand towels sold by the dozen. And yes, exhaust residue is light gray when everything works and you lean correctly. It shows up well on most colors . . . . .

Why do you fly so low??? Altitude is good for performance, and it reduces summer heating of the pilot.

With a mixture lever on the quadrant, it's a very inexact process . . . . But I still need a good Target value to aim for.

Search here for Target EGT. That's what I do when I remember: Takeoff on a standard day, as xlose to 29.92" and 59°F as you can get, and record your EGT as soon after rotation as you have brain power to do. Then shoot for that same EGT on every takeoff, leaning as needed ti maintain that value all the way from runway to cruise, when you will set power and lean anyway. Approximately. Best I can remember. YMMV.

Maybe it means that Kerrville isn't as windy as Wichita?

But @Bob - S50, you're forgetting that @DXB and I fly carbureted C models, and LOP is really dicey and often not practical for us. Thus my preference for the MAPA Key Number approach. So far, so good . . . . since 2007.

Hey, ladies are now up to 7%!! Woo-hooo! That includes both my Primary CFI from '07 and my CFII from '10. Nope, just 6.6%. Stupid me divided women by men rather than Women ÷ (Women + Men) . . . . .