Hank

Way left ignition is good. Just keep it down low, so that the other keys on the keyring won't dangle down and block instruments, scratch faces, etc. Look at in-flight panel shots here, you'll see several with keys dangling in front of dials.

Each mag should operate two top and two bottom plugs. If one mag operated only top plugs, and that mag failed in flight, if your bottom plugs weren't nice and clean it could get exciting. Memory isn't exactly clear from last summer's investigative work, but I think the mags are connected to a top and a bottom on each side, but it may be both tops on one side and both bottoms on the other side.

I think he's talking about the regular crosswind landing, nice and slow, with lots of rudder one way and lots of aileron the other way to maintain runway alignment. My opinion: the over-ruddered skid has more rudder and / or less aileron. There's also no bank happening as we descend those last few tens of feet and settle into the runway, so stall speed isn't any higher than normal.

Your best bet may be to pull it apart, take a whole slew of measurements and trace off the curves. You won't reuse the shotgun holes anyway, you just want the outline, right? Then draw it up in the CAD program of your choice, or whatever you have available. I've recently lost access to AutoCAD.

I thought that was why eastern PA was so close to Joisey? Or head out to sea, if you can escape traffic from the NY 3. Don't know what that looks like.

Thanks, Anthony! Gotta love automation that changes what you type without asking . . . My iThingy here "suggests" about one word every 3 or 4 sentences, and changes one word per sentence without asking. My Galaxy S6 makes multiple suggestions for every single word that I type, and allows me to choose any or none of them. But Peter will be along soon to tell me how superior the Apple system is. Because, well, you know, it's Apple.

Oopsie! Rods and cones are at the back, don't want to start slicing them up. Guess I better fix the long post above. Not sure how the doctors measure for an IOL with pre-existing LASIK/RK.

Cool! Cs are great machines. Welcome!!

Cool! I'm gonna get 20 hp and 15 knots, maybe even more with a K! Not any time soon, though, I just got a new job last summer, so I'll settle for that J.

I made the lens implants for nine years. There are many styles and options, various optic choicest d kens materials. Not sure which models are FAA approved. The multifocal lenses are wonderful thingss, we used to get Thank You letters from patients (amazing, considering we made over 6 million lenses each year!). BUT . . . most eye doctors do not recommend multifocal lenses to two population groups: pilots and engineers. I'm both . . . Our MF lenses had up to 12 different focal rings, and most people are spectacle free after surgery. There are models that correct for astigmatism, too. Talk to your eye doctor, and bounce it off your AME before doing anything. LASIK, like RK before it, makes cuts on your cornea, the front of the eye, to compensate for poor focus. Cataracts form in your lens, in the middle of the eye, and in cataract surgery your natural lens is removed and an artificial lens is put in it's place. Takes a few days for everything to settle into permanent place. No stitches, though. It's an amazing process, we all had to watch an actual surgery video (taken through the surgeon's microscope) our first day in the job. Good luck with whatever you decide to do. If your have any undesired optical effects afterwards, do your best to ignore them. Paying attention and getting aggravated will make them permanent. If you ignore them, your brain will compensate and they will "disappear" from your vision. As remarkable as the technology is, the adaptability of the human brain is even more amazing.

The DPE on my Instrument check ride had me do an accelerated, climbing, turning stall, like I blew it on departure / miss climbout. I think it was a right turn. Being extremely nervous, I recovered immediately at the buffet. But I have demonstrated MCA flight for several minutes, with turns in both directions, stall horn blaring the while time--that was for a Flight Review, I remember the surprise on the CFI's face as I kept going and going and turning and turning with no buffet.

Ya'll are watching the other thread, right?

Gimme the C, boys that frees my soul I wanna get lost In her takeoff roll and fly awaaaaayyy

I've had surgery on my right shoulder already (before reaching 40), and have been exercising, massaging and visiting the chiropractor to stave off surgery on the left shoulder too. If my alternator dies, there's always the hand crank by my left knee, but I don't have to use it very much (once a year max, versus twice per flight). Aging is hell, but it beats the alternative, plus allows additional Mooney flying time.

My shoulder greatly prefers the electric gear. Timed it at annual in January, 3 seconds Down, 5 seconds Up.

I don't know the reasons or the cause, as I don't have an IO- engine. But I've read an awful lot of discussion, rather frequently, here and on the MAPA boards, about figuring out how to hot start all of the Mooney IO- engines. Seems like there are a couple of dozen preferred methods, none of which I need to learn--all I do is open the throttle, push the red lever forward, then turn and push the key.

This almost happened to me once flying into KLUK for lunch. I was tail-end Charlie behind an A36 and an F, my first time there, somewhat distracted going under the Bravo low from way out. I was fairly new then, still don't do many straight in approaches. So I held speed 80-85 mph, full flaps, throttle to idle and touched down well down the runway. I was probably pushing 2000' agl a mile or so from the threshold . .. Still wasn't sure I was going to make it. It's a rather nose-high attitude compared to a normal landing, mushing along and down. So far, I've not had a repeat incident. Probably could have gone a little slower, but not as a new pilot!

Let's try this again . . . center mounted Sun Visor possibilities, take 3. Hey, it worked! Now it just needs to be fleshed out and detailed.

Sometimes I blow the base to final timing and end up wide right. I don't bank steeper. I don't pull on the yoke. I don't give it more rudder. I do hear my primary CFI's voice, "don't change anything, stay coordinated and just fly back to final." So that's what I do, I keep the turn going beyond 90° and aim to intercept final before the numbers. If the wind is that strong pushing me and it's not easily achievable, I go around and start the turn sooner. No muss, no fuss, no startled passengers or bystanders on the ground.

And ours start easily--hot, cold or frozen.

Had company last week, through Sunday. May get a chance this weekend. Vintage Mooneys are incredibly versatile!

Hey, eman--I'm stuck down here in the rain with a freakin' Monkey . . . But he'll fit in my C with me anyway . . .

I post on my iPad mini retina every day, and many evenings. See how it goes.

Ah, the belt and suspenders approach to keeping your livestock from wandering away . . .

Well, sorry to hear you're doing so poorly lately. And here I thought you were young . . . I do know some "older" pilots who still fly their Vintage Mooneys. Maybe a good workout program will get you in shape?