Hank

My Long XC was 300+ nm, specifically to complete all of my required XC time. Had the Dual, the Night, the Short and the Long XCs, one of each, and they added up to the required 10? hours (I don't recall, it was March '07, and I bought the Mooney that June and began working in more insurance dual). But you're getting close to done! Congratulations on that. I hope your flying has improved and matured as much as your views expressed on this forum. It's been kinda cool watching the changes as you developed experience and insight.

I prefer to take 'em off and scuff what's inside . . . But that has little to do with flying or engines. Som f it's preferable to wait for one temperature or another to reach a certain value (none of which are listed in my Owners Manual), please explain the following: Which indication is more important? I've seen Oil and CHT given by some in this thread. What number on that given indication is acceptable? Again, I've seen different people list "minimum acceptable" different numbers for the same indication. Clear up the divide: is this proper temp required before takeoff, before runup or before taxi? Again, different people above use each of these. Explain it so that this Mech Eng with much studying and much experience with thermodynamics can understand the rationale. I don't go for "because so-and-so said so," especially when my Owners Manual says not. I'm also not interested in anecdotal psuedoevidence. Thanks, ya'll!

I'm sure several of the kids had fevers . . . My main goal was to get in and out without catching anything contagious.

I've seen them on outside doors to unattended FBOs that said "Door Code CTAF"

More . . . What a great way to spend 45 minutes . . . Don't forget each kid had a parent, too.

I went to a WINGS event yesterday, it started at 1000. Temp was 88° when I departed at 0915, but I don't recall the temps at 5500. On my return trip a little after 1100, it was ~94° on the ground but was a pleasant 68° at 6500 msl. By the time I got the plane put away, I was sweating pretty good. The high was supposed to have been "near 100" with heat index up to 107°. I landed back home pretty much at noon, so it wasn't fully warm yet. Plane ran great, though, and I climbed at Vy + 5 mph, the Oil Temp was at the top of the green. You'll enjoy flying higher in the summer. It's cooler, smoother and can give better tailwinds. It also gives you more options if something goes wrong. "Speed is life, altitude is life insurance." There were no bumps above 3000 msl yesterday (field elevations both ~400 msl), but I did dodge around some cumulus on the way home.

After moving, it looked on the AME list and ended up at a pediatrician. He's commercial rated and has well-loved, faded airplane pictures and posters in the exam room I used. Not sure what's in the ones for the ped's. Guess I'll go see him again this fall . . . Cash only, I think it was $105. Waited forever past my appointment, but that happens a lot new patients (I have lots of experience being a new patient, more so than I have experience with patience! )

Especially as NDBs and VORs are going away. Never flew with an ADF, but I'm surprised by how quickly VIRs are shutting down. Over the route I used to fly from WV to NC, maybe half if the VIRs are gone, many if them way out in the mountains. WAAS is it now, and there ain't much backup left.

Ron, don't sell the plane. Retire anyway and move somewhere that ADSB isn't required. This will bring a new doctor, too, hopefully less opinionated than your current one. Just another option . . .

Interesting article. But if I "smoothly advance the throttle to 27-30" MP," I dint need to wait before releasing the brakes and advancing the throttle to takeoff power, because I'm already there . . . My Performance Tables only give 28" with 2700 RPM at sea level; as RPM decreases, so does MP. So this article apparently doesn't apply to most Mooneys.

My gages aren't marked like that. I do know that "1/2" is 13 gals, but I fly by my watch using fuel burn confirmed over many flights. or are you suggesting that your fuel gages are accurate enough to rely on as a sole reference?

My takeoff this morning was just over three minutes from engine start. Temps were 88° outside; Oil Temp was just coming off the peg and CHT was near the middle of the green (well above 200°). The joys of small, uncontrolled fields! If only we had fuel . . .

If I don't have much actual recently, I'm a little tense when I finally hit some, but after 5-10 minutes I'm relaxed again. If I can tell it's just one cloud, it doesn't ever bother me. Having moved twice in the last 2-1/2 years, my challenge is finding a safety pilot to practice with . . . At least I'm still flying, and I've been comfortable in the system since I got my license at an uncontrolled field on the edge of Delta airspace and always used flight following; with IFR, there's just a few rules that are different, plus the approach procedures.

I train to minimums, but will not plan to fly somewhere where weather is at minimums. Weather forecasting is far too I exact for me to trust that much. "Forecasts are wrong too often to trust, but right too often to ignore."

Congrats! Another big step forward. I really starting feeling like a pilot after my long XC.

Thanks! But some people wait for 100 or 107 Oil temp, some wait for 200 or 250 CHT. Why different things (oil or heads), why the different temps?

Yes, MAPP gas is toasty and warm. Just practice polishing on a piece of scrap, so you don't melt your cut, drilled and sanded finished lens . . . .

Meanwhile, here's what we ride just off to your north . . .

Wow, mine is 4-1/2" diameter, round, with three (3) screw holes and no "cooling bumps." Yours might be worth $150, but mine??

I mitigate risk by waiting for higher ceilings to depart, flying wide around ice or not at all, and avoiding CB. Haven't had to fly any approach to minimums other than in training or with safety pilot. StormScope gives me real time updates to avoid the nasties. As a plastics engineer myself, I agree with your buddy. My A&P says he can fix my plane fast, right or cheap--pick any two.

My wife isn't nervous, but she does want to learn more. She attended the Right Seat Ready preview at the Summit last fall, but there was neither flying nor simulating, only pretending. She enjoyed it and wants more. Shocked me, but in a good way; we just couldn't make the Maxwell event last month (my typical bad timing).

I replaced my carb heat cable at annual last year (Jan 15), but don't know where it came from nor the size. Want me to ask?

Great video, and excellent maneuvers.

It's about 2 hours from here, but near the Inlaws. May need to visit if it's still going on. I have to work the 3rd Friday in July.

Question for the waiters: some wait for oil temperatures, some wait for CHTs. Not everyone waits for the same number. Where did the recommendation to wait for Reading X to equal Value Y before running up come from? Why is this more important than whatever is written in your Owners Manual / POH? I just don't understand . . . Or is this an over abundance of caution and "being nice to the engine," like reducing power after takeoff and climbing long, slow and hit due to reduced throttle? Is this real science or Old Wives Tales? If it's real, should we wait for Oil Temp, CHT, both, or something else? And what is warm enough--off the low-end rest, bottom of the green arc, or some certain number? I'm confused . . .