Hank

The only pictures I've seen of throttles with rubber bands or hair ties have all been "normal" push-pulls. The quadrant has a screw-in friction lock on the right side that does all three levers at once. It's amazing, sometimes, the quality of response that how-to questions get around here. As long as it's mechanical or assembly related, and not a how-to type question!

that's what my C did. Hiccup, smooth while I look for what happened. Hiccup, stumble, burp, smooth. Looked at clock, looked at selector--duh, forgot to change it 20 minutes ago! Switched it over, continued to run smoothly. for those of you with fuel injection, your results will be different. You may wish to experience it once, on purpose at a safe altitude, just to see what it's like.

many C, E & F models come with modern panels [updated c. 1966] and electric gear and flaps [optional in mid-60's, standard starting in 68 or 69]. My 1970 C has all of these, plus the cool throttle quadrant. A bonus to the original "modern" panel vs. redone panel is that I have 12 instruments in a slight curve [including 2 VOR heads], while the redone panels have less, all in nice straight lines.

but by the time you landed and fueled up with many gallons, the Mooney pilots were already inside the FBO, or driving off in the crew car for lunch . . .

This heretic does so BECAUSE THAT'S WHAT MY OWNERS MANUAL SAYS TO DO. If yours says something different, maybe it's because you don't also fly a C model. Or should I fly using a different POH/Owners Manual than came with the plane? I don't think so!

Rear view mirrors! What a revolutionary idea! Bet the approval process won't take much more than a couple or three years and several tens of thousands of dollars, then we can buy them for our Mooneys . . .

I rarely land my C with full flaps, and the trim is often around the takeoff setting when I taxi in. my Owners Manual recommends Flaps to Takeoff on downwind, and on final, Flaps Full or as desired, so I put them where I need them to make a good landing.

I agree. This sounds wasteful of expensive clean oil. Putting new oil into a dirty flter that has > 1/2 qt. of dirty oil in it only gets your new oil dirty as son as you crank the engine. imchange oil and filter every 50 hours. If you don't have a filter, just a screen, then every 25 hours is good.

Got mine back in the air again! Put her together,mine quick lap around the pattern went great, even dodging diving buzzards on final . . . They did make me land long, though. So I popped over to KALX, a whopping 15 nm. Long field, variable uphill on 36. Had a Cessna on floats behind me, stopping for fuel on the way to Florida. The haze was awful. Thought maybe I could get pictures of the largest video board in college football, but it was not meant to be. We will have good visibility one day this fall. Our first home game is next Saturday, everything will be ready. Maybe Friday? Have to see what the weather does. oh, just saw another thread that this weekend is Triple Tree in SC. May end up there, we'll see.

I have seen an airliner at the Hold Short line, uncontrolled field, when two of us wanted to leave. We asked him, he was waiting for release. My friend pulled out one intersection in front and back taxied almost to his nose before turning and taking off. Because the intersection left about 7000' of runway, I simply made an intersection departure. sometimes all it takes is a polite question on the radio. He said he'd be a while, we asked to depart, he had no problem. We left, he continued to wait on the satellite phone.

Wow! I haven't seen a mention of it either. Had to miss last year due to work. Will try to be there this year!

Reading the posts by the Injected guys, it's apparently more important. Or at least noticeable if you don't. My C typically flies at ~3 psi fuel pressure; top of the green is 6 psi. She does occasionally dip down to 1 psi, with no change in tone, feel, speed or altitude. Flipping the lever 180° takes less than a second. I've never noticed a hitch in the giddyup when doing so.

Now on tge droid. No link to the homepage. Can't leave this forum. I really liked going to the homepage from the top or bottom; on POA, must scroll to the top even when 20 or more posts down. Soooo much nicer to scroll down just a little and have links to return to either the Forum or homepage. Now to see if I can rreach the Vintage thread. really hard to return to typing on the phone after reading what I wrote with the keyboard out of the way. It returns to the top of the page, the logo. Typing then brings me back to the end. So I can't fix "rreally" above.

Huh. Emojis are no longer allowed?

My C uses less than Skyhawk gas. Sure, gph is higher, but on any trip (even just breakfast one county over), I consistently use less fuel. The longer the trip, the greater the difference. Two hours for me at altitude will be 10% less fuel than the 172, plus the half hour or more less travel time.

Here on my iPad (not upgraded to iOS 8 yet), never use Tapatalk. The forum has obviously changed. Whether I use Quick Reply below or Reply to This Post above, I then have to tap inside the text box for the cursor and keyboard to appear. Did not have to do this before. I will check on my Droid phone and Winders 8 desktop later today, maybe at halftime. Thanks for for all you do for us, Craig!

I also don't use my fuel pump when changing tanks, not even the one time I got distracted and ran the left tank dry. It hiccuped, I checked power setting, okay, hiccuped and coughed, I glanced down, saw I had missed the last change by 20 minutes and flipped the lever. She immediately ran smooth. Never thought about the pump.

"Fat Bottom Girls" is by Queen . . . . and seems oddly appropriate here . . .

Sometime in there the internal wing structure was changed, resulting in higher flap speeds. The rudder was lengthened, too. In my 70 C, yellow starts at 170 175 mph. Vne = 200 mph.

Welcome from another 3-blade C owner. Takeoff is great, and it also makes a serviceable speed brake on occasion. I figure my speed loss is offset by the 201 windshield. Make sure your gear retracts fully and the doors are flush. For checklists, I fired up Word and typed from the Owners Manual then Rearranged to suit me, and the many upgrades over the years. There is a printing format for a booklet (use Help), then just stack the pages, fold and staple. Fly with it for a while, mark things to change oradd, and reprint until you like it. Then laminate the pages.

Wow! The finished product looks wonderful. But I can't help but wonder how you flew the "before" plane to the avionics shop . . .

"This is my opinion. Someone prove me wrong with 'proof' that I will accept." C'mon, folks, what is more definitive than the TCDS? It's already been both posted as a link and quoted. Keep the pointy white needle at or below the redline IAS and your plane won't break in smooth air, barring large control movements. Keep below Va for your weight, and turbulence or one maximum control deflection won't break your plane. I descend power on, all the time, from wherever I am, to pattern altitude at 500 fpm, sometimes briefly faster, which typically has me just below the yellow (3-5 mph below). If it's too bumpy, I slow down for comfort, not safety. I have practiced emergency descents at higher speeds, and spiraling at lower IAS nearly pegging the VSI. Only made one trip to O2 territory, for handling and emergency descent practice. 15,000 msl was 18,800 calculated DA. No problemo.

Oooooohhh . . . Hope this works for you. II've not done this since putting in the Concorde.

Thanks, Tim. I'll keep a look out. Yell if you're down this way. You coming down for Summit? I'll be there, even if I have to drive.

Vne varies by model and year. For my 1970 C, Yellow starts at 175 mph, and Vne=200 mph.