Hank

Time to IRAN the left mag. Wait a while, then do the right one. Good luck! There are threads on here with recommendations where to send it, and where not to send it . . .

Sounds like your left mag is going. How does the engine start? That's a left magneto only operation, the right is grounded out by the key.

Old picture . . . . But the repair is coming . . . .

Because no one can land over a plane sitting on the line . . . . Like we all did in training . . . .

That's a bit overpriced seeing as how your panel is half empty . . . . . And @dspeterson, some of us still enjoy having a real panel that is full, full, full! Remind me again where that ADS-B stuff is supposed to go . . .

Before sending off to the FAA to approve an LED landing light, is your existing incandescent light "approved"? TSO, PMA, anything? The GE bulb I used (and all previous owners of my plane since it left the factory in 1970) is not, and has no paperwork other than whatever Aircraft Spruce supplies with it, at an affordable aviation price of only four times Home Depot . . . . It is best to know the answer to your question before opening a can of Federal Worms, and avoid Form 337s for things that the FARs do not call Major Modifications. After all, what is the title of Form 337? It isn't for minor modifications, and shouldn't be used to cover your A&P and IA's backsides.

Same way we knew with the old ones: come in for a night landing, can't see the runway . . . . ..

Whenever the FAA lets them . . . . . The holdup is approval of the system, followed by certification of the approved system for each individual airframe. $$$$$ and time, time, time, years, year$ . . . .

Everything not specifically denied is legal. The only reference anyone has posted is from the Controller's Handbook, which I as a pilot do not have. Or need . . . . Why do you think it isn't legal? Why do you think controllers' limits (what other ones are there?) apply to pilots? How are we pilots supposed to know the controllers' rules? They aren't covered in PPL or Instrument training, nor any of the Flight Reviews or IPCs that I've had?

Yeeeeeeee--hhaaaaaaaawwwww!!!

Yes, that's the rule followed by the nice folks in the tower. At non-towered fields, it doesn't apply . . . . Nor do many other Tower rules. I was based at a 3000' non-towered field for seven years; there was no taxiway, and only a single paved entry to the runway 1000' from the preferred end. It was commin for two planes to back taxi for departure together, especially when using the far end. Returning from lunch runs, it was also not uncommon for one plane to land and roll to the end while a second landed behind, then both taxi back in. We just coordinated on the radio, no big deal. If the third plane was too close, we would pull into the grass while taxiing in for it to land. We did give way to the skydivers--I would either orbit nearby or shoot a touch and go at the nearby D while waiting for them to reach the ground. Ditto for the powered parachute, although it was fun to watch his takeoffs.

My airport Mooney census is simple: one. My airport census is also simple: one flying, two parked for a decade or more . . .

So would that count in the airport Mooney census?

Three fun ones off the top of my head: cruise flight out the right side window; wife hitting her bead on the ceiling; gusty day, wind through the gap almost stood me on a wingtip on short final, leading to a go around once level and a smooth landing the next try. You gotta take the bad with the good. Besides, it's good practice! IMC makes it better, but so far that hasn't been as sporting for me (nor do I want it to!).

"Roger, runway XX, position and hold, Mooney 3YZ."

Have you had a breakfast / lunch run where you spend the cruise portion of the flight looking out the right passenger window? Surprisingly, my wife thought that flight was amusing . . . . . And she hasn't complained about any of my wind-induced "sporting" landings yet.

Getting pretty up there! We are now finally below 90°, hoping it lasts . . . .

Technically, those are earplugs, as the speaker is on the metal band behind your head. Earbuds are the big, hard things where you push the speaker into your ear (a painful experience for me). Try the silicone tips instead of the foam ones, I really like them. No cold weather problems as described above for the foam ones, either--my coldest breakfast run was 8°F heading out and not much higher coming home. My C passed the cabin heat test that day, and man did she climb!

That's what you're supposed to do, taxi onto the runway centerline, stop and wait. We called it "position and hold" while Europe calls it "line up and wait," even though Europeans don't line up in stores, they "get in queue." So at least we can be thankful that the FAA spared us that . . . .

This happened to me during transition training, after cranking the gear down. Except that the rapidly-spinning handle caught my headset cord and almost smashed my face sideways into the yoke. At least it gave my CFI a good laugh . . . . Going from memory at home, eleven years later: slide the little red engagement lever towards the center of the handle, then fold the handle up and slide it towards the center until it catches. This should leave it somewhere around the 2:00 position when retracted, and it won't spin anymore. If the lever won't slide, hit it with a little TriFlow and wiggle it, see if you can get it loose. Otherwise you may need to remove both front seats (easy) and the long left sidewall (not easy to remove, a genuine pain to reinstall) and see what's going on back there . . . .

Es can fly LOP. Cs, not so much . . . .

I'm sure it's more of one than the other. Full scale -17s were not fast, I wouldn't expect this one to be, either. Looking at his ad, it was not like he was selling an airplane. Lots of outside photos, no full panel picture but there are separate pictures of what look like throttle & mixture controls (2 on the left side, 2 on the right side) on the cabin walls, little mention of avionics / instruments (although the four electronic tachs are mostly visible on the edge of the panel), and --zippo-- about flight performance (speed, fuel burn, useful load, baggage space . . . . ). It's not even really clear if the gear retracts. Just don't understand the throttle arrangement. It does make it harder to grab the wrong one, but it also makes it harder to push all of them forward for takeoff, much more difficult to do so in a go around while still airborne, and how do you pull all four to idle so's you kin land???

Because it's not your own personal, single place, 4-engine B-17!!! I'm shocked that it should fit into a normal-sized T hangar . . . . But I think the price includes too much builder's passion and not enough owner's reality--it's a single place toy that will amaze the breakfast crowd, but also fly to airshows, not something you can use for a weekend away or to visit distant friends and family.

Get training from someone who knows turbocharged Mooneys, and practice correct engine management from your first flight together. Join MAPA (Mooney Aircraft Pilots Assn, www.mooneypilots.com) and take a weekend PPP course shortly afterwards. You will want your Instrument rating soon, too. There is an article on MAPA's site, hopefully free to non-members, about a student pilot who bought a 231. It was written by his CFI. So it's possible, you just need to commit the time and effort to learn and fly properly.

@bluehighwayflyer, are you OK?