Hank

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.

I signed up for lessons and bought a Gleim "You Can Be a Pilot" kit to go home and start reading. My instructor and I moved one lesson at a time against a printed syllabus, so I knew what to read from which book when. When we both thought I was ready, I took the written test (not too long before my checkride). Reading up on a concept then seeing it in the air (or making it happen!) really helped with comprehension, and that helped with the test. General consensus is that the more often you fly, the quicker you will finish up because there will be less repitition of each previous lesson. I flew as many weekends as possible, at least once and sometimes twice. "Impossible" means low clouds, snowfall, icing conditions, hard rain or stupid high winds. But you want some exposure to less-than-ideal conditions; my CFI was determined to not allow me to become a "fair weather only" pilot, and she was successful. Congratulations! Hope everything goes well for you.

@Candy man: Both should be good units. Sensorcon is portable, many mount with velcro or clip to their coat or shoulder strap. Use anywhere, including other planes, home, work, car, etc. There are 3 models with various features Guardian is installed in your plane. Get whichever one fits your needs best! (I have the Sensorcon.)

Spend a little now to save a lot later!

I really like a good, rare steak, but these need a couple minutes by the fire!

@DanM20C--I cross-posted a link to this thread on POA this morning, and it sounds like several more units were sold. A couple of people said to pass on a Thank You for the information and discount. The more awareness that can be created, the better; the more units sold and mounted, the fewer of these incidents there should be.

Sorry to hear about your dad, David. Hope everything works out well, soon. Glad to hear that you are getting away from the hospital. Ken's idea of flying with an instructor is a good one. I did that in Alaska, by prearrangement. It will relax you and clear your mind like nothing else.

I just saw another fly today . . . RIP.

Trim is your friend! Every power adjustment is a trim adjustment. Every elevator adjustment is a trim adjustment. In my C, I generally land with Takeoff flaps unless I'm high on final or the winds are close to calm, then I lower more flaps. Change flaps, change trim . . . In an F, my experience is limited to about 10-12 hours but landings are much better with Landing flaps. I like to have Takeoff flaps by pattern entry, and drop gear abeam my intended point of landing. Then reduce power and play with trim. Turn base, maintain descent, turn final and play with throttle, elevator and trim to stay on glideslope. In the F, this is where I put in the rest of the flaps and spin the trim some more. When I know the field is made, throttle to idle, watch airspeed, come over the numbers and land. Lots of trim. Every time you change something, trim the plane to fly hands off. I descend from altitude to the pattern at 500 fpm, with cruise power, and every now and then nudge the throttle back, mixture forward and adjust the trim to hold 500 fpm "hands off the yoke." Then when I need to do something with the elevator, it's not a huge change. Except a go around--that's a huge change in power, which requires a huge push forward and alternating flaps up some, trim down some, flaps up some, trim down some, until climbing hands off again. Somewhere in there add in "positive rate, gear up," the climb is much better that way! Been there, forgot that . . . .

Are the Mooney Ambassadors still going? The website appears to be down . . . Figured I woukd check before mentioning them for future events.

If I'm just making a lunch run, there's often plenty of fuel, just pump the throttle and go. But if it's been several days or longer, the fuel pressure needle is resting on the peg, so I run the pump until fuel pressure stabilizes and turn it off. Pump the throttle a couple of times and start her up; in cold weather I will pause to wind and set the clock to give the cold fuel time to vaporize.

Mine will run for hours around my 2 acres . . . .