Hank

I'm guessing he was running high power with the turbo. My longest leg so far was 4:40, and I landed with 11 gallons out of the 52 that I took off with. I switch tanks every hour, even though the Owners Manual says to fly one hour on one tank; switch tanks, and fly until it's empty; you then have known duration in the original tank (time to empty on the other tank less one hour). Of course, this conveniently ignores the extra fuel burn in the climb, but if you plan to land with an hour in the tank anyway, the extra 3-4 gallons won't make a huge difference. I've not dipped into my reserve fuel yet . . . but I have flown longer legs (see above) than originally planned, due to reroutes, vectors, active MOAs with fast movers on the radio and everyone's favorite, headwinds.

Woo-hooo!! Blazing speed!

I used to have problems with my landing light when doing currency night landings. From taxi, takeoff, three landings to a full stop, back taxi between each, then back to the hangar was a long time for that big GE bulb to be lit. Since I switched it for a Whelen Parmetheus, I only turn it off when having the master in for over an hour inside the hangar (like the IFR cert testing). No more heat problems. It wouldn't surprise me if the Nav Light breaker was picking up heat from the landing light breaker bolted on beside it. P.S.--my C has exactly the same switches, but the gear lever is immediately to the left and not a little below them.

Don't forget the little o-ring on the shaft down the inside!

Stay in touch and let me know how it flies. When you're through using it, I may buy it from you.

That's why I use Takeoff Flaps with trim on the line when heavy, no flaps and trim to the top of the line when light. It's very impressive when light in the winter; the further north, the colder, the more impressive. I just wish I could remember what the VSI said that 8°F breakfast run with half tanks when the wife stayed home in bed . . . . My C is acceptable for short runs with four adults, but it matters which adults it is. Three pax at 200+ each is a problem; one other guy around 170-180 and two ladies in the 130 range aren't a problem. Also, try to keep the 4-up flights down to an hour or 1-1/2 for comfort, and rotate the other seats at every landing, even if just a fuel stop. I'm 6' and fly in the middle seat position. The back seat is ideal for one person, they have the option to sit on one side and put feet on the other.

Marvel-Schebler, but check the letter after the dash. As mentioned above, it sounds like your C isn't running right. I don't have fuel flow, but mine runs well at (WOT - a tad) and leaned to the oh-so-despised 50°F ROP, and I get pretty much 9 gph block time. Full throttle / 2700 climb, set power, lean; to descend, I push for 500 fpm, trim forces away and occasionally pull throttle out and ease mixture in to maintain cruise values of MP and EGT. When I level off, I reset an appropriate power for that altitude and relean. My target is TPA around 3 nm out so that I have time to bleed off extra speed, as I'm pretty much descending around 170-175 MPHI. I've tried flying WOT, but all it did was burn a couple of extra gph for pretty much no discernible extra speed. If I'm flying around 8500 or higher, sometimes I'll leave the engine leaned to peak. Now that I've OHed the carb, resurrected my doghouse over two annuals and replaced the muffler (had a hand-sized hole on the bottom where everything came together, but no CO problem), I can now run sometimes as much as 25°F LOP. But it sure is slow . . . Find what isn't right and fix it, you'll love with your C all over again.

There was some coverage. I read about finding the wreckage yesterday afternoon, and the flight recorder this afternoon. Then again in the evening news. Then here. Doesn't that count as "coverage"?

Where is Andrew with the LSU G? Or the military pilot on the east coast? They are both big G fans. My C works well for me.

Oooooohhh!! <jealous!!>

No ram air on my C, but I've usually got 20-20.2" at 10,000 msl. I'm also eagerly awaiting David's finished announcement.

I used to work with a young guy from India. He said there are two kinds of Indians: this kind (touching his forehead between his eyes) and that kind (holding two fingers up behind his head). Then he laughed, and so did I.

Falcon is good, they actually contacted me to initiate the renewal. Now I just need to add up the hours divvied up their way since last year and send it in. Cliff is great.

My point was that teachers are seeing this behavior that is linked to sugar and calling it ADHD. Unless you really believe that a third of American schoolchildren have developed the same neurological disease in the course of just a few years? What mechanism could be responsible for the rapid spread of such a thing, while providing some increasing resistance at higher socio-economic levels??? Hmmm . . . . maybe misdiagnosis to get medical treatment [teachers taking the easy way out, with support/encouragement from Administration since there is increased government funding going to the school as ADHD rates rise] instead of enforcing behavior in the classroom and providing time to run around outside and burn off energy?

Go arounds are really pretty simple: feed in the power and rudder, push the yoke for desired airspeed (initially Vx), when seeing positive climb rate raise the gear. Hold Vx until a couple hundred feet up while rolling trim wheel forward and milking out flaps (move the right hand from one to the other, alternating until flaps are Up), pitch for Vy or desired climb speed, trim like a normal takeoff. This works for me with electric gear, electric flaps with a push-to-move switch and manual trim wheel. It should be practiced from time to time if you haven't done one in the not-too-distant past. As a maneuver drilled into pre-solo Student Pilots, we should still be able to do them ourselves. I have video of a go around on my Solo, my wife called it a photo pass. Every now and then, something will sneak up on me and I'll do another one even now; there's no shame in breaking off a bad approach and starting over with a good one (or at least a better one).

It would if they go to school after a sugary breakfast, eat a sugary morning snack, a lunch with sugary drink and dessert, then a sugary afternoon snack. That's an all-day-long blood sugar rollers caster, from high energy (can't concentrate) to low energy (can't pay attention, too sleepy). Throw in lackadaisical parenting with poor monitoring at home, and the kid has no chance.

One step at a time! But my main gear are only about 6' wide, so even that 30' runway gives me 12' to either side. I hope I'm not often more than 12' off center!

My Owners Manual describes several methods to break a spin. I've also read somewhere from a Mooney test pilot about ways he used to break a spin. For a flat spin, you need to unflatten it, often by working the throttle full to idle to full a few times coupled with full elevator deflection both directions [if I remember right]. You can also drop the gear. If that doesn't work, eject. My OM also says that recovery from a one-turn spin may require up to 2000' of altitude, so ain't nothing going to happen with a stall/spin at pattern altitude except an ugly splat, with or without a fire [seems to be luck of the draw on that one]. Thus the attention to make sure that I stay at or above 1.3 Vs. Holding 90 mph on downwind and base, 85 on final and 70-75 over the fence depending on weight, I have a buffer; by not banking beyond 30º, I don't need more buffer nor an AOA to remain safe. This works for me from large Class C [up to 11,000' long] down to grass strips of just 2000'. Any shorter and I'll go elsewhere.

Skates, in my experience, most GA runways seem to be either 50' or 75' wide. The one I learned on was 3001 x 75' with trees at both ends and not taxiway. I practiced landing in the next county where it was 5000 x 75 with open approaches at one end until the CFI thought I was ready to try it at home. But when I visit Mom & Dad, the runway is only 2770 x 30', and my Mooney's wingspan is 36'. It got my attention the first couple of times; now I go in at night without a problem. I was based at a 5000 100' field for a year and a half, and would practice somewhere short from time to time; now I've moved to a field 3200 x 75 with a parallel taxiway, so I'm only a little spoiled now.

Thanks, Jeff! I'll send you the bill from my ophthalmologist . . . we were doing just fine until you piped up!

Yep, all MAPA has ever asked of me is to be named on the insurance. It's a quick phone call, a fax/email, and no charge. Insurance likes it when we get type-specific training.

it's time well spent. I highly recommend it, especially to newly-transitioning pilots. I learned a lot!

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 . . .