Hank

Just see what he can do, and when it changes very little between runs, then stop. I'd target .05 or less, my 3-blade Hartzell was still at .01 when we checked it in 2018 [installed and balanced in 2003]. If no prop work is done [no nicks, no dressing, no filing, etc.], it shouldn't change.

I wrote my own from my Owners Manual and printed it out in both sides (using my single-sided printer) from Word, after searching Help and "printing like a pamphlet" or something similar. Booklet printing! That gave me enough blank pages to retype most of the Performance Charts (skipping things below 2300 and above 2600) so I don't have to flip fragile brown pages in every flight. A quick pamphlet stitch down the middle after soft laminating, and it's been working for 12 years. Sorry for the glare, it's still way dark and the wife's still asleep . . . .

Is therr a Storeroom Fastener nearby? Little ol' Auburn has one . . . .

Your friendly local A&P doesn't have any?

I've heard this, too. Several places offer / offered a way to close the bottom half of the guppy mouth, leaving a less-gaping opening across the top of the propellor. @Sabremech is developing a new cowling that will improve engine cooling, reduce drag, eliminate the engjne's doghouse and the carburetor chin, but it's not ready for 1965 and older models just yet.

Besides general condition of airframe and engine, typical big-ticket Mooney issues include: Leaking fuel tanks 7 AMU Old, hard landing gear pucks (look for manufacture date molded in) 1.5 AMU Corrosion -- there's a Service Bulletin fir checking the steel frame (SB M20-208?) -- can kill the plane Dented nose wheel truss from towing oversteer 2 AMU Wing spar corrosion (look under the back seat) --can kill the plane To say nothing of functional panel-mounted equipment; do you need ADS-B?; does it have approved, current GPS? do you want one?; does the clock work?; check propellor hub, does it need recurrent ECI inspection?; etc. Some consider an engine monitor as required equipment. There are many threads here covering these topics. A fresh one involves the door closing and latching properly from inside so it won't leak water when flying in rain. I would encourage you to use the Search function here, and google the same terms with mooneyspace added in. Please ask any specific questions you have.

I've heard that too

That depends on how often you run over stuff while taxiing and taking off . . . . .

I don't have one, and remember reading somewhere that when adding the upper latch, drilling the hole into the door frame is a one-shot job--get it right, or give up on the upper latch. Maybe that was on the Mooney Mailing List, it's been several years ago. They can be added, but I don't know when they first appeared. After my 1970 C model was built.

Tri Flow is great. I even keep a can at home now.

Our Cs don't have upper latches, unless added by STC.

Sometimes you can get the Show discount by ordering during the show without actually going there. Wait til the last week of July and ask, unless you're in a hurry.

Bruce Jaeger makes new side panels that bow in between the steel tubes, creating more space. The feeling is sufficiently different that he calls it the Spatial Interior. Maybe @Marauder will post some measurements of his?

Scrub the belly three times? I prefer once with Wash Wax All.

Returning to earth is easy. "Landing" is not, just look at this flight . . . . It did the former, but certainly not the latter!

He was in Alabama in 2015. Nice plane!

I have both eyes, both hands and no earrings, so my enjoyment of rum shouldn't endanger my neck being stretched.

Or some rum . . . .

I use blue Wash Wax all for the plane and Red for the belly. Works great, and no need to wax when finished.

Look for Bryan and his two-tone-red Mooney on youtube as piperpainter. Amazing skills!

May have to look into that. But I'll need some new tips to fit my double-ratcheting screwdriver (love that thing!). At least they wont be hard to make.

Multiengine helicopters are different animals, they have two engines driving one large prop, while multiengine planes maintain one prop per engine. [Yes, the CH53 is an exception, but they have large transmissions so that either (turbine) engine can drive both rotors if needed]. And yeah, helicopters have "rotating wings" not props, yada yada, same difference from an engine failure point of view. F16s practice for flameouts because they only have the one engine like us, but they have the glide characteristics of a thrown brick; they begin a ballistic arc at engine failure. We get to glide down at a leisurely IFR-like descent rate to hopefully land at normal speed, while the F-16 will become a very high speed lawn dart.

Great idea! Print and laminate several, and hang one in the towbar hole before you leave. Then when it gets beat up, faded or lost, you'll have a spare to use. These will be good things to store on the hatrack--small, lightweight and useful. I may do the same, thanks for the idea and prototype! Photo and red writing on the front, black text on the back.

@donkaye is another fine instructor, and Bravo owner. He may not be any less busy than Mike, though. He's based in California but long body flight instructors seem to travel a lot.

People look very uncool doing that on landing. Doing so on takeoff would be super uncool! At least he has afterburners to help clear the runway . . . And it sure looks like a career-limiting move in these days of reduced numbers.