Hank

Check the oil filter safety wire. Mine wraps around the oil temp sensor; if I'm not careful while wrapping it there (a loop at the beginning to anchor before going down to the filter), the wire will come loose and ground out the Oil Temp and peg the gauge.

I flew 11.5 hours between 19-29 November. My oil change isn't due for a while yet.

Do curtains do that? You've got to keep the front ones open to see, right?

You should hear Mom fuss, all these years later, about the first new car Dad bought just before they got married. It only had one arm rest and one sun visor, both for the left seat. and yes, my prescription sunglasses work well, but even better with visors (in my truck and in my plane).

I guess I've been spoiled by my IVSI, no lag. It shows positive rate, I confirm out the windshield, gear goes up. Sometimes there's a slight tendency to settle a little bit, that's why I confirm out the windshield. It's probably either gusty outside, or I lifted off a smidgen early . . .

I like my Galaxy, and don't' use ForeFlight. But for those who do, my wife's iPhone 6 [new in April] is for sale. We just switched from AT&T to Verizon.

Go for the one in the best mechanical condition. Judge as well as you can, have a friendly A&P review the top candidates. Negotiate and schedule an Inspection with someone who knows Mooneys well. Personally, I love my C. My wife even likes it, more as a timesaver and lifestyle enhancer than as a way to fly. I like both!

It's an F with 201-windshield and cowl closure. I have both on my C. BUT this one does not have any kind of sunvisors, nor GPS. The first makes it unattractive to me [I use my visors flying towards the sun a lot], and the second reduces the price. Cosmetics appear good. One thing to remember: no matter how much you spend, no matter how many mods you do, an F will always be an F, it will never become a J. It should be priced as a modded F. In any event, regardless of model or modifications, get a good Pre Purchase Inspection from someone who is familiar with the quirks of Mooneys. Happy shopping!

As a newbie owner, I put a couple of oil changes in the Airframe logbook . . . Check to see what's there, too. Very little goes into my Prop logbook other than annuals.

Try this on takeoff: as soon as you're in the air, verify positive rate on VSI, glance out front to make sure, then raise the gear. Accelerate using the yoke and trim the forces off. I make my initial climb at Vx = 85 to clear all obstacles and get some initial altitude, then relax back to Vy = 100 mph and start getting real altitude and slowly letting IAS drop off. This will work in OH about 10 months of the year; since moving down here, I have to start giving up climb speed for 3-4 months to keep temps looking acceptable. With no trees at the end of the runway here, I could go straight to 100, but it's a good habit to have.

Some of us read all of the forums . . .

Wow! You beat my C by 10 knots, at the cost of 1.5-2.2 gpm . . . Or do I have a fast C?

No. that's just how vinyl does. Vinyl cut signs look impressive when they are new, but after a while outdoors the corners generally start to lift away. It's faster and cheaper than painting, that's all. Doesn't hold up very well, regardless of who does it.

"To Yeti" is the right choice! The remnants of my 0500 coffee are still hot at 1100 (when it lasts that long; it's still too hot to drink until after 0600). And ice won't melt overnight if the lid is on. Someone posted recently about having the Mooney logo laser engraved on theirs. Looked good!

I want to know what happened to my light, too! Any ideas besides looking for loose wires? Landing wasn't too bad, just flare and hold her off with peripheral vision, wait for the stall horn and descend gently. Taxiing at a not-very-familiar Class D wasn't fun, very slow with several pauses to figure out which side of the many blue lights to taxi.

Yes, Rob, that will make a difference. I polished the headlights on my car, suddenly I could see at night.

Rob, I can't see your pictures, just a big square with a kitten that says "photo not found. Click for photos." But when I do, nothing happens . . . i can't help with the landing light cover, if you mean the one flush with the cowl, as I don't have one. I have loved my Whelen LED up until Thurday night, when it wouldn't come on at all. So I made two landings with no light. The hard part was taxiing, my flashlight died halfway through taxi after the first one due to corroded batteries. (I had spares, changed them.) now to find out what happened to the Whelen LED, installed mid-April 2014 when my GE finally died after several years.

More magic here. Several tales in one thread. http://www.supercub.org/forum/showthread.php?32093-SR-71-Blackbird-Brian-Shul-s-memoir

Nothing quite like consistent application of the rules! Gotta love the multiple mini-bureaucracies spun off by FAA HQ in DC . . .

Sorry about that! My Brittain units are much better than me . . .

Brittain's service is great. A functional PC system is wonderful! I've used mine 11.5 hours in the last two weeks, mostly with the heading bug steering.

Love your new avatar, David! One day . . . .

The easy way to find the rear one is to remove the tailcone access panel, shine a flashlight inside and follow the tubing from the static ports. Should be another one on the belly just in front of the wing. On my C, they are both small, ~1/8" diameter.

I've not had visual disorientation when flying in IMC, but I limit myself to short glances when I think there's something to see (often out the side window in front of the wing, as vertical visibility is much better than horizontal). My CFII made sure that we shot some approaches on a medium-low ceiling day with an irregular bottom. I stayed on the gages and took occasional peeks out front during the breakouts, as the ground / runway came and went out front. On the other hand, I have had the leans. The worst was when tops were forecast 1000-1500' below my 9000' cruise altitude, but ended up with bottoms at 8700 msl. Leveled off on the gages and had a very difficult time believing that I wasn't making a descending left turn; think I managed to stop around 9200-9300; ATC asked if there was a problem while I was easing right and trying to descend, all in a hard sweat. I knew the gages were right, but it was hard to act on them. Only lasted a minute before everything cleared up. Next time, I'll try the closed eyes, lean back, lean forward, forehead smack thing and see if it works. Ya'll fly safe out there!

I thought the bulbous doors and trailing bumps were from LoPresti, Knots2U or something like that.