Hank

But they opened the doors "to slow down" a gullwing Lancair! I bet those things grab an awful lot of air!

Congratulations!! That's a serious accomplishment!

It'd be fun, but it's 3 hours each way getting there. Haven't had a 9-hour day in the cockpit before . . . . I saw some other Mooneys, including a nice blue and white C (3638-something?). Just like traveling with my wife, I ran out of space well before hitting my weight limit (with half tanks, I can carry 600 lbs).

Took what I could, but there was a lot. It was quite warm this weekend. Busy, busy at RDU, too--#12 to land, #7 to depart . . . .

But, but, but . . . . this is our current thread on the topic, getting longer . . . Thanks for posting it again!

Bounce recovery is easy. Porpoises generally start with a slight nose-wheel-first touchdown, which bounces the plane onto the mains; because excess speed contributed to the nose-low attitude, you are now flying just above the runway, and because the throttle is at idle, you stall and the nose comes down harder, which throws the plane back onto the mains harder, which bounces you higher, so that when you stall the next time you fall farther, the nose drops more, hits harder and bounces you higher . . . . The cycle continues until the nose down angle is steep enough to hit the prop, the impact is hard enough to fold / break the nose gear, or the prop hits. Whatever you as the pilot do to correct the situation is generally out of phase enougn to just make it worse. Go around! Somewhere there's a video of an Arrow doing this for five or six bounces, each higher than the one before, until the nose gear breaks off and bounces 15-20' into the air as the pavement stops the prop . . . .

Was the engine warm when the last check was done? Cold engines generally test a little lower. Sometimes there can be small differences between tests done by different people. High 60s would not overly worry me. I had one cylinder drop almost 10 psi between annuals, by the next one it was right back up again [with no treatment in between].

With sufficient runway, it is possible to treat the first porpoise bounce just like a balloon, give it a kiss of throttle to level out then retard the throttle and land again. We've all done this with a balloon. But the porpoise is much more of a surprise, because you already landed once but the plane rejected it for you. So just go around on the second bounce.

Been there, done that, had no fun . . . . . Just quit paying attention in the flare, happy to be home as a barely-100-hour pilot coming back from Thanksgiving and finding a surprise college football TFR. Tower guided me around it, bring me across the 3000' runway at midfield, circled around to downwind and went to land. So happy to be home and see the runway lights all working. Funny landing, hey I'm in the air again! Thunk, bounce, what's happening? Full throttle, it's dark, I can't see the trees at the end . . . Concentrated all the way around, thinking "figure it out later, make a normal landing. figure it out later, make a normal landing" over and over and over. Made a normal landing, pushed into the hangar, unloaded the plane, drove home and went to bed, still thinking about it. Finally figured out much later that I just didn't pay attention in the flare and was either too high or too fast. either or which will cause a nose-low landing and bounce. Yes, the second bounce was higher than the first. No, there was no problem climbing out. No, I could not see the trees in my landing light, because the nose was pointing above them. No, I didn't dig any small branches out of the gear. No idea how close it was, and don't really want to know. So be on speed when you come in to land. If you are too fast, just hold it off and float a few hundred feet or more [I've since learned that the rule is 100' of extra float for every 1 mph too fast; note that the proper speed is lower for lower landing weights--solo vs. two people, 15 gal vs. full tanks, etc.]. Pay attention and bring the nose up as the plane inches towards the runway, and listen for the stall buzzer at less than 12" agl. It works the same way at night as it does during the day, you just have to pay more attention to judging height above pavement. Ya'll be careful out there!!

Another benefit to my "modern" 1970 Owners Manual: I tried underlining the part about the included 45-minute reserve, but the tablet editor makes way too thick of a line. So yeah, my plane won't go silent at just over 1000 miles, although I generally use enough power to hold >160 mph true which shortens my range to just over 800 miles + 45 minutes. Note #3 bears remembering in Southern summers and northern winters, too, and is why she climbed like a homesick angel on that WV winter breakfast run, solo, at 8°F.

If you can see out the windows, the responsibility is on you, not ATC.

That's also solo, no baggage, with oxygen. My 1970 C shows similar range at 16"/2300, 12,500 msl and 128 mph at gross (or 145 mph at 2200lb). But who wants to fly a Mooney that slow??? 51% power.

Since I have a one-piece belly, I have not bought any kits. I just measure one of each screw when they are out for annual and order 100 of them from Spruce. Then I added Teflon washers under them [100 ea #8 & #10]. Seems there are only three screws in any quantity on my plane: the belly screws [48 of them] with countersunk SS washers + 5 smaller ones; wing & tail inspection panels [now with Teflon washers]; and 27 nice big ones on the spinner [with Teflon washers]. The small quantity screws [doghouse, tail joint covers, etc.], I just buy a few whenever I'm going to or ordering from Spruce, LASAR, my A&P, etc. In bags of 100, they are fairly inexpensive. Except for nut plates--those little buggers are pricey!! I generally get them by the dozen . . . . Our planes are so old, and each one has a different laundry list of modifications, that at this point it's about impossible to make a generic kit. So I build my own to suit my plane.

I generally drop half flaps on downwind, then adjjst flaps as required in final. My handful of F landings were mjch better with full flaps. But you need to figure out no flap landings, too, just in case. Did one on ny Flight Review this spring, into my 3200' home field. Give it some time and practice, you'll figure it out.

I thought Porsche got out of CD the market, forcing engine exchanges. This is where the tiny Useful Loads came from. Weren't many L models wiped out by a hurricane waiting on engine exchange? Punta Gorda, FL??

Never been on Fbook. But went to Airdrop's website, signed up, received the auto-welcome message. Followed a link in it to let them know that I need non-facebook ingo and received a personal reply at 10pm CDT! Color me impressed. They're disbursing from RDU, I just don't know where to yet. But I'm ready to go. Should be able to make two trips, RDU to somewhere, and get home in one day. Solo and half tanks leaves 620lb cargo each trip, more if I remove the right front seat.

It's a nice museum (or was during the MooneySpace flyin c.2010?). I flew further than you will. No idea about on field food, we ordered pizza. Be aware there's a low perpendicular ridgeline on short final if you're landing with the FBO on the right; it's not a problem, but it was a surprise.

Then spend 4X the TruTrak price and get one! Personally, I don't plan to make flights where 200 - 1/2 is forecast. But sometimes weather happens. Isn't that why we practice handflying approaches?

Those of us not on facebook need not apply . . . . . My MIL is in Fayetteville, lots of friends along the state line, 2 hour drive from Myrtle Beach; water is several feet deep there now, and the rivers will rise for several more days. Ah, there's this: https://www.operation-airdrop.com/

At least he upgraded from his C when prices were low . . . I bought my C not long before they fell . . . .

It's all about how many batteries you have . . .

Gorgeous!

I fly 83 nm to Spruce and buy 2 cases, 2 filters and whatever odds & ends I need. My fuel cost is about equal to the shipping charge.

Cool picture, Andrew! I see AL, but not the tower . . . .

Come on down for a visit, @Stephen Watkins! The more the merrier. WAR EAGLE!!