Hank

Love me a Staggerwing!!

It's easy with GPS to make sure you're landing in the right direction. Since I've always been based at a untowered fields, and for the last two and a half years am far from any weather reporting instead of being 4nm from a Class D, it has become second nature: on downwind, I check my groundspeed against IAS, and groundspeed should be higher. This ensures that final is into the wind. When I can't see the windsock, or am overflying looking for it, I always fly downwind, but if IAS is lower than groundspeed, I just change and make that pass upwind, cut over on crosswind and fly downwind with the wind. It used to be so nice to get a final wind check as I was leaving D for pattern entry . . . This will help your speed not be too high, allowing a gentle, smooth deceleration with minimal,braking. I suspect I will soon find out about brake pad cost, I've been flying on the same set since 2007. I also concentrate on keeping my heels on the carpet in the pattern. The transition to brakes is deliberate, and not above 50 mph. I replaced both mains in Dec 12.

Looks like fun!

I land, raise the flaps then think about braking. I prefer to be under 50 mph before moving my feet up formate brakes. Still used to make the 2500' turn off with only minimum braking.

That's open about halfway or a little less. Try cable lubrication as above, and add a little to the hinge at the rear. Good luck!

Looks like someone either braked too hard on rollout,more had their foot in the brake at touchdown . . . The latter can be prevented by keeping your heels on the carpet until you're ready to brake.

The new Mooney Ultras are not "all composite," only the fuselage. The wing and tail are the same as ours.

Glen, the numbers are the same on my gauge and Craig's, both peak at 10 psi. The second needle on both is Manifold Pressure, using the scale from 10-30 and the needle marked "M"; the needle marked "F" is fuel Pressure, and uses the scale from 0-10. If your C ever really puts out 22 psi fuel pressure (and not just because you have the wrong numbers painted on), then you have a serious problem . . .

Boy, you have a light C! Mine is over 1900 lb with fuel fuel before I add myself, headset and flight bag!

Anyone ever have a cap come loose in flight? I know of one Mooney pilot who lost a cap by not putting it back on after fueling. Both of my caps are original as far as I can tell.

My iPad has never overheated in flight. Its usually in my bag on the back seat. I navigate using installed equipment, check weather using iPad or phone before departure, and enroute lean on my StormScope when evil is lurking about. If it's bad out, I don't fly. When 2020 rolls around, I'll see how often not flying to Spruce affects me, but so far ATL Approach has yet to clear me into the Bravo but regularly routes me around (through HEFIN to the north or SINCA to the south) even when I specifically request a T-route.

I could swear I saw something recently (elsewhere) that they have at least one that is marked down 25%. I am waiting for David's to come out.

Anthony-- Note the excellent pry tool in the photo beside the button. Please don't use a screwdriver . . .

That's because you have lots of unusable fuel. In a C, it's ine half gallon per side unusable.

Mine is the lower one but turned around.

I think my Owners Manual suggests taking off and landing using a tank with at least 6 gals of fuel, but I won't swear to it.just another good reason to concentrate your reserve fuel in one tank!

I've taken mine into KRAP with DA of 6600, and into KCOD (elevation 5100 msl) somewhat higher, but left both places near gross in the morning with no issues. I have left Asheville, NC on warm afternoons but don't remember DA. Check with piperpainter here and on YouTube. You'll be surprised by the versatility if the plane. In cruise, I generally pull the throttle back a tiny bit to 20" at 10,000 msl with temps hovering around 60°F. Try it once at home with the throttle around 22-23" instead of WOT, it should be a fairly accurate simulation.

Pull up on the button. There's an orings that holds it in the yoke. If it's too tight, pry gently on it from underneath and let it slowly raise up. Here's what it looks like; pry gently on the slot between the button and the yoke.

My C generally cruises around 3 psi fuel pressure. Memory says the green arc is 0.5-6, with a wider arc from 2.5/3 up to 5.5/6. The 25-30 psi sounds like that for the fuel-injected models E, F, J. I'll have to look for a picture, none here on my iThingy . . . Except one shot from the left where the Fuel Pressure needle is visible but not the numbers.

It's too large to email (> 10MB). There's at least two in the Downloads section of the homepage; mine is there representing the electric gear models (1970 version).

Woo-hooo! Congrats! Keep us updated, and throw out some pictures of your new ride.

I haven't run a tank completely dry, but did once make it surge and burp. Just threw the selector and she smoothed right out. It gets your attention when it happens, but the first burble I didn't realize what was happening, too busy sightseeing, looking at my intended destination to see why it was closed as I headed one county over (replacing the runway! Good things happen sometimes.).

Interesting . . . I've never noticed a light there, I'll have to look. Noida why someone would out a white night light inside the cockpit.

I out my water bottle on the floor between the seats, all the way back against the back seat. Leaves between the seats free to put charts waiting for use, and to keep a snack handy on longer trips. My hand swings naturally back to the bottle position. No cupholder required! But then again, I leave my Yeti in the hangar, it's not an aircraft-friendly design. Ditto my other coffee mugs and drinking containers.

My floor indicator from 1970 is a plastic-covered window. The Green and Red indicators are painted in the connecting rod that runs between the landing gear . . . If it ever reads wrong, something big somewhere is broken, and I'm gonna have a bad day . . .