Hank

Click on it in Brad's post above. Mouse click or tablet touch here, inside the red line:

The W&B spreadsheet I made for my C does not have Oil as a separate item, but a reference spreadsheet I have for an E does show Oil at -7.4". Seems I don't have the TCDS on my tablet, so I'll have to look for it. Just saw it yesterday on a thumb drive . . . .

Open the attached thread and scroll through it, lots of pictures. Just no pictures in the first post. Keep reading down, pictures are there . . . .

I have very good luck with Michelin Air Stop tubes, also from Spruce. They cost about as much as the tires, and I replace tubes when replacing tires. If my Mooney was out of the shop, I'd help you on Saturday. Bring some baby powder.

I have to pay attention visiting Mom & Dad, the runway is 2770 x 30, but turning around is easy with these at both ends. Since I generally land uphill (0.4%), I rarely go past the ramp. But the big, wide runways can be a problem . . . .

Welcome aboard, @pirate! She's a beauty!! We're all happy for you (and jealous on our insides ). Mike's great, absorb as much as you can while he's around. Hang around all you want. We like pictures . . . . . Post a flight or two in Misc. Aviation section, "Today's Flight in 2019", so we can ride along with you and share the excitement. Keep having fun, learn lots, enjoy your Mooney and thank your Cape Air friend for pointing you the right way.

Assuming is dangerous. I learned that from Felix watching "The Odd Couple" at an early age.

And overdressed, too. Must be winter. Never been happy about winter before . . . .

The list only needs to be kept and to be signed by the IA. There is no requirement or specification for "a logbook," you are free to keep the required records on used bar napkins and scraps of paper until the work is done again or the time requirement expires, then throw them away. This is legal. But expect a hit on price if you sell the plane with only 12 months' maintenance history and the AD log.

I left KFAY on a windy day, westbound at 4000, speed about 110-115. Windy, but pretty smooth. Approaching GSP, I climbed to 6000 for terrain, turned NW towards KDYS and climbed to 9000 for terrain and speed dropped to 95 knots. But it was sundown, temps were at freezing and there were many cloud tops that I wanted to not penetrate, so I climbed to 10,000 msl and speed fell to 68. Once clear of terrain, I dropped back to 4000 and got just above 100 knots Northbound towards LEX. Then I added some east for KHTS and boy did I have some groundspeed! Outbound leg: KHTW --> KFAY, 2.2 hours. Don't recall, maybe 20 gal? Return leg: KFAY --> KGSP --> KTYS --> KLEX --> KHTW, 4.7 hours, 41 gallons. At least it was smooth. As we were crawling along above the highest peaks east of The River at 68 knots, indicating 135 mph [162 mphT = 141 KTAS with my old, battered doghouse], mynwife looked at the 430W and said, " Glad we aren't in a Cessna! We'd be going backwards." That was my first flight over 4 hours [4:42 by my watch], so I was keenly interested in fuel economy. What a trip to visit the inlaws! We were a day late and still deviated around icing in southern WV.

Never ever.

The stall hirn goes off a few knots (5?) before the wing stalls, regardless of where the airplane is. It's audible below, filmed out the windshield with a point-and-shoot digital camera.

NO! NO! NO NO NO NO!!!!!!

Neither can the rest of us . . . . .

I won't be there next week, so will settle for a virtual drink with you both. Will call before my summertime renewal. Hope it's a good week for you!

It's a fair-to-middling video of an average Mooney pilot. Didn't find out about it for about a year, so no recollection of conditions other than what the unknown videographer indicated. Call it a thousand foot float, well longer than my normal landings, at my obstructed 3000' former base.

I've never heard of adding the wind speed, only half of the gust factor. So if this is you, you would add 6 for the wind plus another 12 for gusts, for a total of an extra 18 knots??? That would have me trying to flare near 85, which will not work. It is possible to fly onto the runway at that speed, but it better be long and you'll need to be careful.

Downwind and base at 90mph, roll wings level on final at 85, slow to my calculated speed on short final; throttle to idle when I know I've got the field made. Hold her off until she lands on her own, generally with or just after the stall beep. On approach, 90 knots (105 mph) until I break out, then slow to calculated speed on 1/2 mile final if able; pull throttle to idle when I know I've got the field made. Hold her off until she lands on her own, generally with or just after the stall beep. The faster I'm going, the further out I pull the throttle, although fields with approaches tend to be longer than my 3200' home.

That method works. But it's easier for me to go the other direction. Me and full fuel leaves almost 500 lb.; Add wife & stuff, call it 350 ; 9 gph x 6 lb = 54 lb/hr.; two hours' fuel is 100 lb. gone, so call it 450. That's 300 x 1-1/2, so 5 x 1-1/2 mph speed reduction from 75 mph short final, or a little under 70. See my previous post about extra speed if you "add some fir safety." All that does is dissipate runway from in front of you to behind you . . . .

The gusts are 15 knots, so add half of that. I'd aim for 5mph plus a little bit, but less than 10 mph extra. Every knot of extra speed, held off for the stall, is an extra 100 feet of float. This is due to having a smooth, aerodynamic design and short landing gear that puts the wing close to the ground.

Try approximating your weight on landing. If it's easier, guess how much below gross you are (takeoff weight minus fuel burned, then count by hundreds up to gross). Then reduce your speed over the numbers by 5 knots for every 300 lb. you are below gross. This works well for my C, except I use 5 mph. Yes, this will vary for every landing, especially when traveling long distance. Why? Because stall speed is lower at lower weight, and you don't want to touch down above stall speed. If you're too far above stall speed, you will be too flat and bounce; even faster, you may hit nosewheel first and start PIO . . . . . Look up Don Kaye and order his Landing video.

Why would changing the light bulbs alter the visibility requirements? Putting more lights on the plane is good for safety; raising the bar for lights installed on my plane discourages me from adding them, so is anti-safety.

That's part of why I have the TCDS saved in several spots . . . . It comes in handy from time to time.

Since our planes were certified under CAR-3 (at least us Vintage types), are the Part 25 certs required?

I just checked, opens fine: https://themooneyflyer.com