Hank

Perhaps the problem is that sometimes the pilot gets busy, accepts various instructions, doesn't think them through and tries to perform without looking down at the ASI. Some things, like "turn it in tight," should only be attempted when well above stall speed, but it's something that I never do and so far haven't been asked. For me, in the pattern, a steep turn is 30°; I generally don't go beyond standard rate, and didn't even as a VFR pilot. Call it 1/2-3/4 mile spacing from the runway. Mixing with big iron 6 nm out is really strange to me, but I've never had a problem with it. Which reminds me, I need to practice some straight in approaches, they aren't something I do very often, and the whole descent thing without glideslope or VASI/PAPI takes getting used to. I'm usually told which jet to follow, and turn base as soon as I identify it, and it's usually clear if the runway with all any wake turbulence well dissipated by the time I'm in position behind it.

Every 24 months for IFR operations. It's part of the pitot static certification. Thats another reason to maintain 1.3 times the value shown, so that if it's off a little, I'm still safe. The odds of it getting off by 15 mph without noticing are pretty slim.

The single stall speed listed in my Owners Manual is for gross weight, as that is the highest stall speed. There is also a table of additional single stall speeds (also at gross) for different bank angles and configurations. So my "single airspeed" is actually twelve airspeeds. My job is to fly the pattern at no less than 1.3 times the appropriate IAS for my configuration, and I simplify that by always flying the same configuration and not banking steep enough to worry about the higher numbers. surely an airplane with a POH written I recent years will be more comprehensive than my relic from 1970 . . .

I bought a case of asphalt striping spray paint and a rolling thing at Home Depot. Out the can in the thing,roll it on the ground and pull the trigger. Used it to redo the taxi line across the ramp from the end of the hangars to the hold short, it worked well. Edges weren't crisp, and I had to go twice to cover the width of the existing fading line. Holds up pretty well. This will be a bit speedy for a single hangar stripe 25-30' long, but I bet you could get your neighboring hangars to fund it if you also paint theirs. Or split the cost and let everyone do their own. One can of the striping paint isn't expensive, but the wheeled contraption was $50-75 several years ago.

Since our Mooneys use pushrods and not Cessna-style cables, and because my Owners Manual says to wrap the seatbelt around the yoke, I think the plane was designed to withstand the effects of weather in a locked control system (unlike thin braided cables that can stretch). The trainers I used to fly lived outdoors with a piece of wire stuck through a hole in the pilot's control column . . .

Sad times . . . My first lessons were in Dalton, GA, not far from there.

P.S.--I just renewed my AOPA membership on Wednesday. Nine years and counting. They aren't perfect, but who is?

Since when is it wrong to feel "entitled" to keep the lion's share of my income? When I was 10 years old, mowing neighbors Grass, I felt entitled to keep ALL of my income. Now the Federal Govt helps itself to a third of what I earn before I even get it . . . And no, I'm neither "rich" nor happy about it, but the only way I've found out if it is to stop working, lose my home and work a lousy job with Govt assistance every month to eat, and I have too much pride in myself to act like that. Now I need to go flying to calm down, but instead I'm going back to work so that I can continue to keep almost 2/3 of what I will earn. You, sir, are not welcome in my plane, truck, or home, all of which I have because I have worked hard for a long time. Maybe even had some good luck.

Long trips work well VFR, if you don't mind adjusting departure/arrival times, exact course, or making an unplanned stop every now and then. I did that for three years, only had to leave the plane once. I canceled several times, too . . . But it's much easier IFR.

I believe wiki is referring to the specification limits for TEL, not the amount actually in it. See if you can find a recent analysis, I recall seeing numbers in some of the many Unleaded Replacement Fuel articles a couple of years ago that what is often produced now, the amount of TEL starts with "0" rather than the permitted "2."

I always read that the amount if lead in 100LL is a fraction of what was in regular gas in the 60s and 70s. Don't let her play in a fuel puddle in the ground, or your sample cup / dipstick and she should be fine. Just ask any of the people here who grew up flying with their parents on 100 Octane before the introduction of the Low Lead formula . . . Fly everyone to the family in the Carolinas. The greatest danger will be your decision making along the route regarding weather, terrain, other air traffic, etc. Be safe and have fun! I grew up making epic 10-12 hour family road trips, and doing it in 2 hours is a large part of why I bought an airplane.

My pattern speed in the Skyhawk was 65 knots; in the Mooney, it's 90 mph (= 78 knots). Not quite the same; the Cessna slowed to 60 knots on final, while I'm now 85 mph on final and 70-75 mph over the fence (when there is one). When I'm behind slower traffic, I extend both downwind and often a little wider, too. The nice thing about non-towered fields is that it's my choice what to do, and I've never rushed anyone ahead of me who had a radio turned on.

We are . . . Marshall!!

There, Clarence, I made it right for ya!

That's because Laws generally make a little since, but Regulations often don't, they are just a way for frustrate bureaucrats to show their angst and share their frustration. Besides, doesn't EASA require additional redundant instruments (2nd altimeter, 2nd AI, etc.)? The FAA doesn't, so you must need additional training tomfigure out how to read two altimeters and tell how high you are . . .

Positive rate, gear up works for my electric gear. If you're too fast, give a little more Up Elevator and you'll slow right down. Then raise the gear and get some free climb out if it, allowing you to relax the elevator some, get some speed and lower your climb rate a little but still more than with gear down.

Nice! A full stall landing, on the centerline!

I'm waiting patiently to qualify with the UFOs. Maybe my wife will one day finish up the Right Seat Ready and become a 99?

Wow! Fast and close . . . Good job, Mike. Under flight following once, I was headed ENE at 7500, soon to start down. ATC called southbound traffic, same altitude, 8 miles out. We were right atop the haze layer and couldn't see each other. Then we were same altitude, 5nm, no joy; at 3nm, I went full throttle and reported my climb. Never saw the other guy, but at least I was happy and ATC sounded relieved.

Yes, I enjoy my "earlier model," but my shoulder is very happy I don't have a Johnson bar. Had I bought one, I'd have been stuck and probably sold it . . .

RAH, "Time Enough for Love." I discovered him in high school, great books! Those little collections between the chapters were later published as "Excerpts From the Notebooks of Lazarus Long," or something similar.

Yes, length of extension cords matter; longer cords have higher voltage loss. As for amperage, check your circuit breaker. I think mine is 5A.

Don't worry, goofball laws in California can't contradict the Constitution, whose First Amendment covers what is generally known as "free speech." Say whatever you want, and don't worry about it, as long as you aren't conspiring to commit criminal acts or inciting a riot.

Plus, this "free" requires not only your time for the sales pitch, but also that you provide your own transportation to the meeting location and away again. Also not free . . . To say nothing of the cost if you actually purchase something.

Another reason learning in a 172 was so easy, I just had to turn the elevator trim knob down twice entering the steep turn, lock elbows rolling into the other direction, the. Remove the same two turns when I leveled out. Timing the "crude" electric trim will be difficult. One (more) thing that I really love about my Mooney is the IVSI. It gives immediate response to any change in altitude, sometimes reacting before the altimeter does. No, I've not seen one in very many other planes, but I sure do like mine!