Hank

I don't have a bypass switch, but the floor indicator has three indications: Green = Gear Safe light, gear is down and locked [with a hard-to-miss thump] Red = Gear Unsafe light, gear is up and locked [it thuds gently into position under me] Barber Pole = Gear Unsafe light, gear in transit I never noticed #3 until one winter with old pucks, my gear wouldn't go up all the way and the horn would sound continuously. When they finally went up the last bit (thud!), the horn would shut off and the plane would immediately accelerate 5-10 mph. New pucks cured this behavior, and I haven't seen the barber pole since.

Hmmm . . . Cullman sounds good. Or Lulu's. Just not this weekend.

Dadgumit, that's a lot of button pushing!! Why'd you keep grabbing the windshield post? I only use it to slide the seat forward when I first get in . . .

I'm at 41A, just across the river from work. Wish there was somewhere decent to meet for lunch, but the only place I know around here with food in walking distance is Eufala [KEUF], and they don't serve breakfast on weekends. Anything up your way?

Has this really been relaxed? I generally file just before leaving the house for a 20-min drive to the hangar.

Howdy, neighbor! Somehow I missed that "Shelby County" reference in your avatar.

Practice on a piece of scrap first . . . .

My procedural for TnG is to make a normal landing, raise flaps, and instead of braking I glance at the Trim Indicator and spin the handwheel some while looking out the windshield and staying on centerline. Once that's done, I push all three levers forward and apply right rudder as normal. The takeoff follows quickly, as I don't usually slow below 50 mph while rolling and trimming. Then it's just a normal takeoff . . . . To repeat myself from above, 5000' is more than enough for this. My home field of 3200' is too short for my comfort, but I've seen it done on shorter in a Comanche 250.

Shocks on the car make themselves felt every mile. Shock discs in my Mooney are felt typically 1.0--1.5 miles per trip, whether it's 10.4nm for fuel or 400 nm to see family. But boy, did new ones make my landings nicer! When I took the old ines iff in December 2012, imsaw that I had misread the upside down manufacturing date and it was really "09/69"!

I've been outed . . . . At least Avare runs great on it! Even better since the app and sectionals / plates, etc., are all free.

Down here, we call 'em rednecks, and they're almost that stupid with boats and ATVs . . . . Alabama hasn't received enough snow to shovel up a ramp like that if you collected every flake from the last decade!

Yep, that's part of how apple makes money. Then there's the whole memory ripoff, $100 for each step up the memory ladder. Samsung puts GPS in all of theirs, including the $199 wifi-only model I'm typing on now. Memory ain't a problem, either, I slid in a 64GB card (paid $35 for two of them). Here, drink some more Kool-Aid. It's really good.

That's a pretty blue!

if this thread has become a train wreck, the cause is certainly clear. Look in a mirror, that's what started it all. USER BLOCKED . . . again.

Some of us are trying to read the thread, but with your frequent interruptions with repetitive input, it is difficult. Please go crawl back under the rock you lived under in high school, you are not contributing to the discussion but only interfering. Whether you have power over any of us is debatable, but you are certainly trying to exercise some. JUST SHUT UP ALREADY!! You've beat the horse bloody, then dead, then to a pulp and are still trying to make it disappear completely into the mud . . . .

OUCH!! At least your plane is in better shape than that one . . . . <looking for the silver lining in your current cloud>

Congratulations on a good airplane choice, and some good prebuy decisions! Welcome aboard, too. Hope to see you around sometime, somewhere.

The PC system is a wing leveler, and does a good job flying a straight line in whatever direction you point the plane. The Brittain AccuTrack flies your heading bug, wherever you spin it to is the direction you go. Adjust the bug as needed for crosswind correction. AccuFlight is a Brittain add-on and can be slaved to either a GPS or a VOR head [mine has a 3-way switch--430/OFF/Nav2]. When set to the GPS, it will fly a very nice approach pattern, but it does nothing for altitude, that is all on me. So is airspeed and vertical speed. Brittain also makes a separate altitude add-on, the B6, but I can't speak to it as I don't have one . . .

Every time I check mine, it's at 0, in the air or on the ground. Need to Velcro it below the quadrant. Even holding it in the heater flow, it reads 0. When I first got it, I did see some numbers as high as 3, with the heater on in my truck immediately after starting on a cold morning. Went to 0 in just a couple of miles.

My C runs 9 gph block time. Assuming you can run your J at 8.5 gph block time [not just in cruise], you will save ½ gph x 2000 hours x $4/gal = $4000, almost the parts charge for the fancy cylinders. My C does not have the B hub, so no inspections, there go more savings . . . Buy the plane that fits your needs. The C fits mine pretty well. Takes two people traveling, takes four people places when we don't stay overnight, and had the highest listed cargo capacity of the singles I saw doing hurricane relief with Operation AirDrop. Ain't nothing wrong with 148 KTAS doing it, either.

Airplane selection is very personal. See mynadjustment to Paul's list above. Despite its cult following, many of us enjoy not having manual gear. There is no extra cost unless something breaks . . . . My C very dependably turns in 147 knots true, which is 169 mph, on 9 gph. I fly Rich of Peak. All it takes is altitude, 7500 msl or more. I'm usually there withun 15 minutes of engine start (the joys of small, uncontrolled fields!). I almost never foul plugs simoly by leaning aggressively on the ground, eniugh so that I need to richen the mixture to taxi uphill. Thus has worked great for me for the past decade. Oh, I also descend power on to make up for the slow climb, it makes a difference in block time! This is true of early manual gear Cs, but beginning in 1969 the cowl is attached with camlocks for quick removal. Many vintagr Mooneys also have one piece bellies, which are simple to remove. And the C retains the cowl cheeks, making engine access incredibly simple. J owners need a helper to remove their lower cowl just to cha ge the oil, but not so on the C, just a few camlocks and each side comes off. My lower cowl has been off one time that I know of in my 11 years of ownership. It boils down to what you want, and the specific planes that you are looking at. Check for these: One piece belly 201 windshield Speed mods--which ones does it have? Electric gear and flaps, or manual gear / hydraulic flaps? Radios--get a WAAS GPS; what are Com2 / Nav2? I also don't worry about carb ice, partially because I have a Carb Temp gage. A poster whi cautioned against this used to have a C without Carb Temp, and wrote extensively about no carb ice worries and no carb heat use; I'm not sure why it became a worry since he sold his C and bought an injected model . . . Search for many threads here about leaking hydraulic flaps and the pain to repair them. Have fun shopping, and stay in touch!

Yeti is cleared for departure, Runway 3-8-0-Right . . . .

???

Check the Downloads section, should be several Maintenance Manuals there.