Hank

Looks like @bonal's second career is about to takeoff! Hope that's what you were looking for . . . . .

What does your Owners Manual say about pushing your flaps by hand? Mine are electric, and only appear in Section 3, Preflight as "Flap and Attach Point--CHECK". But I've been pushing on both during preflight forever, and rarely get 1/2" of motion. Maybe it's something I picked up at a MAPA PPP.

Don't tell that to Bruce Jaeger!

Industrial Velcro will go faster . . .

. . . and dispensing various aerosols . . . Thanks for the nightmares!

Indoors.

These guys come across as pretty arrogant to me, comparing themselves and their indoor model flight favorably against the Wright's outdoor, man-carrying flight. There's a world of difference between a 5 lb. model and full scale, and that doesn't count the weight of the pilot yet. Ask any RC pilot about that . . . . Is it interesting? Sure. Have they taken the first tiny step? Yes. Are they nearly ready for prime time? Not even close!

Plenty of headroom for 72" of me, plus my winter wool hat. But my 63" wife (not in this picture) has bumped her head on the ceiling in turbulence; I know how to wear a seatbelt and have yet to hit the ceiling (unless parked in the hangar counts?).

Nope . . . .

This is a job for the NJ Mooney Pilots! @carusoam @201er

"Looking" into my tanks [26 gal each] is wasted effort, as it will only tell me: 1) yep, it's full; 2) hey, it's empty; 3) there's some fuel there, but I can't tell how much. To know what is actually there requires dipping with my calibrated stick, 'cause even after 11 years of ownership my guesses are still pretty wild. Being based without fuel, knowing how much is in there is important.

I had that done a few years ago. Bastich took 1/4" off the outer end of my collar bone "while he was in there," because it was a little pointy. Surgery was mid-Dec. Told me not to lift anything heavier than a gallon of milk for 90 days . . . When I was good to do that, he said that most of my "discomfort" had been from the bone work and that without it I'd have been fully recovered already. Here's hoping your "look-see" goes well, and that you're out of the sling quickly!

On the ground, I pull the mixture about 2/3 to Idle. The engine runs fine, but will stumble if I advance the throttle to taxi uphill. Haven't had lead on my (massive) plugs for at least the last 8 years. Fine wires should be more resistant to lead fouling.

Check a 1969 or later F, the flaps are a 3-position slider. While flying a 75 F, I missed the infinitely-variable electric flaps in my C. But the mid body lands a little different anyway, it just took a couple of tries to figure it out.

I thought mine said "06/96" [the writing was upside down] but when I replaced them at the end of 2012, it was actually "09/69." They worked well, but are oh-so-much-nicer now. Mymkandings improved immediately, and there was no comparison in taxiing. On the other hand, they're $105 each, and there's 11 of them. If they pass the test, keep 'em.

My flaps are electric, and move as long as I hold the switch. So every landing has a different configuration, although most of them are right around the Takeoff setting. Just like all ither flight controls, I adjust the flaps as necessary to get to the part of the runway that I want. Flying an F with the 3-position-only flap lever was different, and the plane lands much better with Landing flaps. TnGs are useful, especially when practicing instrument approaches. Every "breakout" is different--how well did I hold course, how closely did I hold glideslope, how well does the Final Approach Course match the runway (although sadly many of the -A approaches are disappearing). TnGs are also useful to help new pilots firm up their landing procedures, as many landings can be done in quick succession. On the safety front, make sure the runway is long enough. Just like all personal minimums, this will vary from person to person but I like to have 5000' to give my electric flaps and manual trim time for reset, and they are each right hand activities.

Then he'll pass on most Vintage planes. I rarely use the AccuFlight hooked to my 430W, but love love love the AccuTrak on the heading bug!

No data either, but I would expect landing speed to have more of an effect. That, and skidding the tires . . . .

Anthony, the OP's plane had EGT replaced by an early JPI engine monitor that was certified for EGT. He now wants to upgrade to a more modern JPI, but is concerned about the legality if flight without a certified EGT. Neither 730 nor 830 are approved for primary gage replacement. Sounds like he may be good to go, but I'm the wrong person to ask. My original EGT works fine, no monitor yet . . . .

C'mon over! Stop for fuel in Reykjavik; I-can't-pronounce-it, Greenland; Gander; and somewhere in New York or Pennsylvania. From there, even Lower Alabama is just a short hop, another 40-50 gallons. And by then, you'll be pretty hungry and you will fit right in!

Had a short flight to Andalusia, AL on Saturday for the South Alabama Air Show. It was a blast! Great performances from everyone, and a huge variety of acts. Even had a special visitor. and the best sunset when I landed at home! It was a surprisingly good show, clear blue skies, calm winds and comfortable temperatures. Huge variety of performers, from Cub to MiG-17, with a B-52H "special guest" that made 3 passes before heading out. You never know what you will find at a small, out-of-the-way air show. No admission charge, either. I made sure to buy fuel, and had great lunch from an area civic group. Flying down and back was smooth as glass and very satisfying. The whole day just made me feel good!

Aha! My C runs 14.3 standard, with IFR and 860+ TT [770+ Mooney hours].

My rates had stabilized around $1100 in Year 3, too. Then I got Instrument rated, and they dropped more; then I moved and changed to Falcon and the previous three years was $800-something. This year I think it went up to ~$930. Time is around 850 hours, but I'm flying less now, too. Hull value is unchanged, all airports uncontrolled and hangared.

I'm good, unless I'm in annual. It's due in Jan, need to schedule it . . .

I never had a problem living in the Ohio Valley, but my coldest departure was only 8°F, a mild spring afternoon for ND.