Hank

Congratulations, Gus! You have the lowest-cost creeper I've ever seen. The only way to beat that is to use someone else's box . . . . But in terms of surface prep for your creeper to work, you broke the bank, at least mine . . . .

I have the gray one from Harbor Freight, works well.

You're right, all pilots of certified non-air tranport planes deserve to die so that the bureaucrats charged with our safety don't have to work very hard . . . .

Gov't bureaucrats have no incentive to work hard, work quickly, work efficiently or even work accurately. Having a bad system is just a result of many such bureaucrats modifying one portion of the system after an incident,and ignoring the effects of the change on other parts. My whole career has been increasing efficiency of operations, and garbage like this is just infuriating! In private business, it wouldn't be acceptable, or the company would close, but the gov't just hires additional bureaucrats.

Not even required for IFR flight, per my Owners Manual. But I've been flying with an IVSI for 17 years, don't want to fly with a VSI or without either one. That's part of my beef with the glass screens, the VSI disappears whenever the programmer thinks you don't need it . . . .

If anyone can domit, @carusoam is the man!

I've relocated and used several IAs; some allow owner assistance, some don't. Thise who do, if they come to your hangar and inspection panels are already off, it's a two-day jib with your minor assistance, then close up after IA leaves. Drop it off at the IAs, duration is highly variable. Using the Mooney checklist, count on 20-24 billable hours, minus any assistance that you are able and permitted to provide. Here in Sweet Home, mine are generally < 2 AMU, unless something needs repair / replacement.

I like them, very simple and good enough. But I'd like to go Dynon Skyview . . . . but not without the autopilot, and i dont really like Garmin's attitude.

Lately, the problem has been availability rather than pricing. Good luck!

Sure. You are now at the top of the list. Is it lonely at the top? It should be, no one else has expressed interest in them.

Hello from the unicorn. I'm retiring soon, because Corporate is closing our plant. I'll be here, shipping equipment to other locations, until it's all gone. Then I'll have more time to fly! Not 50, only 35 years in the business, seven companies, eight locations. The upward trajectory was neither constant nor even, but my current position is the highest. I stalled out for a while at the Senior Engineer level before reaching Principal Engineer and now Manager. I really don’t want to stay for 50 years, not even 40. But i would like to have either a functional TruTrak or Dynon AP installed in my C, to replace the current Brittain AccuFlight and AccuTrak systems! C'mon, somebody get one to market!!

Good luck getting and STC for one aircraft . . . There can't be many M20's left that can be made airworthy, as is being done with this one.

Once published, nothing ever disappears from the internet. I searched "lycoming ssp700a" and this was the first hit: https://www.peter2000.co.uk/aviation/engine-management/lyco-SSP700A.pdf Interesting reading . . . . but really nothing new, nothing conclusive, only the desultory use of "expert" as a perjorative.

When cruising nice and high, I pull the throttle until the MP needle wiggles; that is sometimes a surprising amount of travel. I call this WOT-, because it's a little less than WOT. Adding in some carb heat will sometimes let me run smoothly LOP, maybe 20-25°. But honestly, it's simpler to just run closer to peak, I've done so around 8 gph with normal indicated airspeed.

What counts with EGT is how far you are from peak, and Mt C doesn't do LOP very well. FYI, I often peak around 1475-1500, so I cruise 1425-1450. But the number does drift around during the year, sometimes over just a few days.

I just push the yoke for 500 fpm and adjust the trim, the free extra speed makes up for the low speed in the climb. But having a carb, every couple thousand feet I'll reduce throttle to my cruise MP or an inch less, and enrichen to regain the cruise EGT. Then it takes a couple miles to slow down to flap speed. The OPs J can descend without touching anything but the yoke and trim before slowing for pattern entry.

Looked to me like the horizontal bars with round knobs below the V are the handles to spin the screw up and down. A quick inspection will verify.

The calculator I bought in college in the 80s has a built-in word processor (HP-41CX), and was part of a "portable computer" article in Personal Computing magazine. I still use the calculator every day at work, and bring it home to do my taxes every spring.

That was done during development of the guppy mouth closure. Some air goes in, some comes out. The inlet needs to be matched to the outlet, not so much by area but by flow rate; going through the engine slows the air down, and the cowl flap exit area is a fraction the size of the guppy mouth, so the air that comes in can't all exit through the flaps and must go somewhere, which is back out the front. The inlet needs to be smaller than the exit, to account for the air slowing down as it goes through cylinder fins and is pushed down to the cowl flaps. The guppy mouth is huge . . . .

I remember reading that air flow reversed and came out the front of the big guppy mouth. Modern fluid dynamics resulted in the guppy mouth closure that so many of us have on our vintage Mooneys. This is the guppy mouth closure, which yields cooler engines:

I did a Google search many moons ago and found a spreadsheet that some kind soul had put on line. I fly a C, and I think this one was for an E. No matter, same fuselage, same stations, same gross weight; I just entered my own empty weight and CG. Works great all these years later! And is compatible with all EFBs, since it's a standalone spreadsheet that pre-dates most EFBs . . . .

I didn't feel mentally impaired in the PROTE chamber, but I also knew what was going on. Then they told me to put my mask back on. Next time you're up, try doing some simple math, like multiply two-digit numbers or find the outbound leg for an approach whose inbound leg doesn't end in 0 or 5 (i.e., inbound leg is 253°, what's the outbound leg?). Write it down, even record yourself doing the problems and compare the video to how you do the same questions at home afterwards.

Mine comes up in black against a white background. But yes, it's thin. Even your "what I see" looks just the same. Try pasting in a screenshot--this is what my screen looks like every day. So no, I don't see your problem, it looks like everything else.

I'm rather far from the Shore, but am 6' in shoes, and have enough headroom for a nice hat and a friend. Plenty of room to bounce in turbulence. Seems like @Yetti is 6'9", and fits nicely into his Mooney. One word of caution: we all fit well when seated in the front seats. Getting inside may be problematic (there are videos showing the creative approaches of some owners here), but there is no graceful way to get out . . . . @Alan Fox @carusoam @201er are all up your way, and others whose MS handles escape me at this time. They may know where you can try one on for size.

Once upon a warm summer evening, I step-climbed my C up to 15,500 msl. The paper with environmental conditions scribbled on it is long gone, but I looked up some things and did some calculating the next day, and found that I had leveled off at 18,800 DA. Not bad for 180 hp, 2 souls full fuelmand a portable oxygen setup. We didn't go higher because that would have involved changing to Center, only to descend and change back fairly soon. The controls felt mushy, and memory says that I was indicating not much above 100 mph. I no longer recall what the 430W said my groundspeed was, we just ran larger and larger racetrack patterns as I climbed, circling over that bend in the Ohio River that makes the bottom of the state. But it did give me a good opportunity to practice emergency descents! Wheee! Point the nose down, keep IAS under redline--throttle on and throttle off. But staying below 120 mphi with Takeoff Flaps out, Gear Down and 45° bank angle really made the altimeter unwind in a hurry! A new favorite for me if needed and not in the clouds.