Hank

Isn't that what happened to the K-model at Oshkosh? Bounced landing somehow collapsed his gear?

You'll love the hatrack. I actually keep spare hats there, along with extra headsets, tie down ropes, travel chocks, fuel stick & sample cup, first aid kit, blanket for my wife (she gets cold at 9000 msl), etc. just last week I added a pool noodle with my luggage, stuck one end in the hatrack, the other end was still in the back seat. I don't recall if it's limited to 10 lb or 20 lb, but it's a great place for putting all the little stuff you need in the plane. Some folks keep spare keys there . . . for their mechanic to use when at home (kind of useless if you lock yourself out traveling, the spare keys are still inside).

It's fun to take other pilots to ride, especially Piper flyers. I took a Piper pilot and his two young boys to ride, as he was plane shopping and wanted to see what Mooneys are like. I told him mine is a small, slow one, then we went to ride in the local area. He enjoyed it, and didn't say anything bad about entry/egress or being cramped. But I did get his attention when it came time to land. He was all eyes watching pattern entry, flaps and gear, and everything was fine. Probably comparing it to what he did in his club Piper. Winds were easterly, so we landed on 8 instead of the preferred 26; the threshold is displaced several hundred feet (out of the 3000' of asphalt), we're on short final still over the trees and I pulled the throttle to idle. I noticed some motion in my peripheral vision as I cleared the trees and made a normal descent, touching down a couple of stripes past the numbers and slowing for the single exit 2000' from the end. As we pulled onto the ramp, he looked at me with wide eyes and said, " Wow. When you pulled the throttle back there, nothing happened. My plane would have gone down into the trees." When I moved back south again in 2014, I needed a Flight Review and asked around for an instructor willing to go in my plane instead of renting a Cessna. We take off on the 6500' AUO #18, raise the gear and climb out at Vx, transitioning to Vy around 600' agl. My new CFI is leaning forward, looking out the window and says, "Gee, sure can tell this isn't a Cessna." Interior space isn't the only thing to surprise other pilots!

I usually tell people to roll out onto the wing in their knees, and hold on to the rear doorframe to stand up. Seems to work well. Loading the back seat of a short body is a challenge, though. The right seater gets in last, with the seat slid forward to make room for back seat pax legs . . . Usually all that goes back there is my flight bag, sometimes a suitcase and the dog when we all go together. He's little, loading him isn't a problem. (Toy poodle, 9 lbs. of wagging tail and tongue.)

I think you made record speed on that airplane turnaround! Congrats, looks like your new ride is as nice as the old one. I don't often take my C above 10,000 msl, the climb rate gets pretty bad. I went to 15,000 (18,800 DA) once, had to step climb the last few thousand feet. Enjoy the new plane!!

Yep, I'm still in my "starter" plane, the mighty M20-C. It's been nine wonderful years and more trips than I can count. Only had to watch load, CG and fuel once, when taking three adult cousins out of a grass strip at the beach and up the Outer Banks to FFA. I was limited to 17 gals per side of fuel to stay under gross, but CG was never an issue. Good thing, too, since the other three rotated seats at every stop (fuel at ACZ, FFA then more fuel at MEO out in the sound to fly back). Even took the wife, luggage for ten days and a couple of bags for friends in another plane with Gross Weight issues out to COD and back. Seems like that trip is where I crossed 200 hours total time, and averaged 127 knots westbound and 151 knots on the return to West-by-Gawd Virginny. Could have been higher speed, but we kept stopping to wait for our friends to catch up . . .

Oshkosh is a once-a-year event, creating even stronger and more frequent cases of Get-There-itis. Glad he made it alright . . .

Just a few seconds and a bag of flour!

Last week, Flight Aware said i went 504 nm; then i added at least 35 sm more going for fuel. She took 38.6 gals, or 14 mpg. Maybe i should fly closer to peak or even LOP now that my C will run there.

long arms, small hands and non-metallic scrapers also help . . . plus a comfortable creeper and enjoying fuel vapors.

Sounds like a plan! Not sure what i would do the 10 months between summers, though--use the Mooney to go somewhere warm?

Tu cañón es mi cañón. Just be sure which one you're at before you fky up one . . .

Don't forget to subtract the volatiles, too. Ain't nothing left but the solids when it's dry.

Brittain makes an altitude hold unit--is it the B6? Pretty sure it will be less expensive than an STEC. The trouble is finding them. Call Brittain and ask, they ade runored to be building some more. Honestly, I don't miss an altitude hold function, our planes are not hard to trim..

Ah so! You're missing much more than just the boot, which is a rubber sleeve over the back of the servo can. good luck! Check "For Sale" here, and Alan, and call Brittain, too.

What did you do? I replaced my jammed cable a year and a half ago.

Pull the servo,ship to Brittain Industries in Tulsa. I had a torn boot replaced ~2010/2011 for $135 plus shipping. Removing the servo requires small hands to reach back towards the aileron and remove the single mounting screw from behind . . . The same small hands can also reinstall the servo afterwards.

I don't visit a fraction if the avatars here as I do on POA when trying to press the tiny red arrow leading to the Last Unread post . . .

Love my AccuTrak (with heading bug) and AccuFlight (with a switch for either the GPS or Nav 2 VORs). Expensive they ain't, just hard to find. They work very well, though--simple to use and easy /inexpensive to maintain.

I called around and priced the following options back in 2010: Weep No More, Wet Wingologists, Don Maxwell (using Weep No More's process) and Midwest Mooney's polyurethane sealant. The latter cost the most; Wet Wingologists was the least; other than Midwest, flying distance was about even. All had seven year warranties. Discount airline flights were available to Ft. Lauderdale, and Edison had an opening that fit my schedule and the airlines. My roundtrip ticket, FLL --> HTS --> FLL cost me $143 after all fees were added in, plus one night in a hotel and one taxi ride, FLL --> FXE. A friend on this list installed bladders at the same time. My reseal was just over 35% lower cost than his bladders, unless he inflated his bill when discussing it with me. We both had 52 gallon tanks, different year C models. Maybe because Edsion gives MAPA discounts?

Them're "doohickeys." oops, forgot the discussion's in Joysey. They's "doohickeys."

Cody is the man! Although testwest may know something, he was writing his dissertation about propellers.

When I resealed my 52-gal tanks in 2010, bladder conversion was > 10 AMU. No idea about 2016 prices, or any prices for 64 gals. My reseal was 1/3 less cost and 40 pounds less weight.

Shoot, with my well-proven endurance of 5-1/2+ hours, i don't need no stinking "extra 10 gals," bladder or ni bladder. Yesterday's 4 hours was plenty long enough, thank you. Speaking of bladders, it'stime to vent some used coffee . . . .

That plane ain't got no nose gear!