Hank

Hey, look, the bottom is breaking off in Mississippi, we may stay dry tomorrow. But one front from Ottawa to Houston is impressive, nevertheless.

So THATS why we have a 30% chance of rain tomorrow. Today was beautiful VFR weather, gave a First Ride to a happy teen. (Please excuse my finger . . . )

I also wear the silicone plugs included with my Halos. Don't like the way foamies feel after a little while, don't wear them at work, either. Give them a try,they should be in the same bag as the foam tips; mine were white, but I bought gray replacements when I lost one.

I sometimes slip on final,if too high, but not in the base-to-final turn. Usually I will add more Flaps Down and reduce throttle. This even works at my previous & current fields of 3000' and 3200' as it allows me to keep my desired speed of 85 mph slowing to 70-75 by weight on short final. (I have little experience at airports with fences, so I'm not sure how far out "over the fence" is. It's only been since leaving WV in 2014 that I've had to adjust to airports with open, unobstructed zones at both ends.)

Dude, that's hauling belly! Not ass . . . . That'd be around t'other side.

Mike avoids this known danger by being low and fast! He'll not land like that where I'm based, 3200' with open approaches and a drop to the river at one end. Nor where I earned my license, bought my Mooney and was based for seven years, 3000' with trees at both ends. It should work well for him if he stays at mile-long or longer, wide runways. But he gives up a lot of utility, like my visit to Mom & Dad, 2770 x 30, landing on rolling hills towards the church at the end. If he's not careful, he'll give up more than that. Wish I could reply without the video, but my iPad crashes every time I try to delete it . . .

I think 145 knots is reasonable for an F. They'rea little bit faster than my C at 140-145 knots. Last weekend my G430W said my TAS was 146-148 knots! I'm chasing the Es if that's true.

Sounds encouraging! We're all pulling for you.

If only i had a local A&P . . . Twenty minutes to the avionics guy isn't too bad.

Went out for night currency landings this evening, only needed two more. Taxied to 13, set DG at hold short. Pulled onto runway, reset DG to 130 cause the panel overlay is cracked and gets in the way of the push-to-turn knob. Nice takeoff, good climb as the evenings are getting quite comfortable now even though it was 95° this afternoon. Turned crosswind, retarded throttle, turned downwind, looked at DG, still on 130. Spun it to 310, turned base, still on 310. Landed, rolled out to the end of the 3200' runway, watched DG as I turned around. Nuttin' honey, no motion at all . . . Made second departure on 31, watched DG during all turns, pointing prettily to 310. Landed, taxied back to the hangar, shut down. The push-to-turn button is pushed in, touch it and the DG turns. Pull it out to disengage, let go and it pops back in. With the engine shut off. The AI worked well, as did the Turn and Bank, and the vacuum gage is reading right at the top of the green, so my ~3 year old vacuum pump is doing fine. This is a DG problem. Will crawl around tomorrow after work and see if the vacuum hose popped off the back. Will call nearby avionics shop to check their schedule tomorrow. This is hooked into my Brittain AccuTrak and AccuFlite, so they are down. It's only about 20-25 minutes to the shop, I'll be good for day VFR, just have to use the wet compass. The drive to pick me up will be about an hour. Any ideas?

I can't understand the language being spoken, but: The tone of voice says it without needing a translation Look how far he went still too fast to lower the tail The base-to-final turn was level, the descent was finished before the turn started. Subtract extra point for this . . .

He started out taxiing with flaps down But it's not a Mooney . . . .

I fly the pattern at 90 mph and roll wings level in final at 85. Even with 4 people. The difference is my "over the fence" speed, 70 mph when light, 75 when loaded heavy. My pattern is typically 1/2-3/4 mile wide, and I rarely reach a 30° bank. When I overshoot final, I just hold the bank and fly toward the runway; if I'm too wide to fly back at my same gentle bank angle, go around and make a more timely turn to final. Steep bank in the pattern? NEVER. Steep bank at low altitude, anywhere? NEVER.

Dang, it sure would be hard to go for lunch the next county over! 30 miles at 186,000 miles/sec--OK, OK, 0.9c is only 167,000 miles per second. But it would still be really cool!

Newton can simplify to Bernoulli, and Einstein can simplify to Newton. Big minds are trying to find what simplifies to either Einstein or Maxwell depending on assumptions made . . . My AE classes were long ago, simple electives, and I've worked in manufacturing things without wings in the interim. Can't say I remember a whole lot of the details, but it involves temperature, density, α and a few other things, with a whole lot of integral & differential calculus. Dug out my aerodynamics book when I started flight lessons, didn't make much headway, but the little Gleim book in the "Be A Pilot" kit was all I needed. Quick, simple and much more airplane-centric than chalkboard-centric.

My Owners Manual put the placards in the Service Manual.

I was based at an obstructed 3000' runway with a ridgeline between downwind and the runway for seven years. I've never banked over 30° in the pattern, and rarely go beyond standard rate. Its the same when flying into a 2000' grass strip, except I make sure of low weight and corresponding low airspeed. 75 mph on short final heavy minus 5 mph for every 300 lbs below gross. Fuel is 300 lbs. It's easy to do the math in my fingers. Since I missed the group buy in AoA, I've not put one in yet; ASI works well as originally taught and as transitioned into my Mooney and as refined by two MAPA PPPs. Minimal float, I'm usually down by the third stripe. Guess I need to measure the exits at my new 3200' no approach / no PAPI field, there are two between the ends but not at the center. I usually don't even brake for them going either direction. Note that I'm not calling any names, I'm just saying that while AoA may be nice to have, it's not necessary even for short fields maybe superfluous would be a better description. Rather like an iPad in flight . . .

My window says "Do not open above 150 mph," but I rarely open it until after my feet are on the brakes on rollout and often after I clear the runway. I close it at runup and leave it closed for takeoff unless I have to wait (just like the door). anybody ever open their window in the air?

There's good and bad in AoA and ASI. But as mentioned, final speed of 75 light is considerably different then when heavy. Thats why I go slower when light, and I don't float much on the runway. Didn't bother watching the video, I never bank steeply in the pattern but do slip on final when necessary. But for now, there's too much fusing and squabbling, so I'm out here . . .

I agree with whoever said Newton makes it fly, Bernoulli makes it fly efficiently.

Yep. My PPL checkride was at a Class C, not as busy as S. Cal., and it was right in 1.2 or 1.3. We didn't go toothed training area, we flew the first couple of checkpoints in the XC he had me plan out, started on the diversion (initial turn, find exact course on sectionals fine tune plane; then play with Whiz Wheel to find time and fuel required to get there). Then started maneuvers, did an engine out, etc., headed back for a couple of landings. Overall, it was a good experience, and my stress level decreased continuously throughout the ride. The DPE was never argumentative nor adversarial, and he asked questions for most of the time. Maybe it was more conversational in the air. Better luck the next time, Sammy!

See you there! We'll all recognize you when you speak . . . Last year was a great time,,hopefully the weather will be nicer this year and I won't need to fly the GPS approach way out over the bay. I'd like to SEE it this time!

The efficient, Mooney way is to use both!

I find leaning hard on the ground (enough that I have to enrichen to taxi uphill or pull out of the grass into pavement) keeps me from having to burn off plugs. This is immediately after engine start, and again in the landing rollout. Got so used to doing this in my Mooney that when I did it in a 172, the engine died and I coasted off the runway . . . It's very rare for me to ever burn off a plug.

Thanks, Gus. That's a good look at many different bad endings,with a little food for thought thrown in.