Hank

D'oh! My bad, sometimes I forget the obvious. I prefer carrying as much as possible behind the seats for a reason, now what was it??? :-)

Quote: Bill_Pyles There was nothing in the baggage compartment, btw.

Similarly, my C does not require full trim in cruise or when landing. Cruise trim will vary with power settings and with loading--as CG moves aft, more down trim should be needed. Power generally creates lift, so the more power you are making, the more down trim should be required. My trim position in cruise tends to be near the center or slightly down; often my trim is near the takeoff mark after touchdown, but I generally ignore the marker when coming in, I'm too busy looking out the window, maintaining glideslope and adjusting power/trim to stay where I want to be to notice the location of the trim marker. A visit with travel boards should clear up any questions.

Remember--birds will dive if you get too close, so always aim above them.

Here's something that will let you "adjust" the pdf file: http://www.pdftoword.com/ I made my checklists the old-fashioned way, by retyping them out of my Owner's Manual, adding/deleting/rearranging to suit my taste. This will save a lot of the grunt work, and come in handy on other occasions, too.

Congratulations! Now you'll be able to get in & out of the mountains in the summer. Just dodge the thunderstorms. Since getting my IR last year, I've had to cancel far fewer flights. Stay current, practice regularly, and start getting wet a little at a time.

I prefer the vertical card, too, but am living with my wet one for now. The card is easier to read, and doesn't turn in the opposite direction. It also matches the DG. Even on a smooth flight, to get a clear reading on the wet compass, I have to hold it with a finger.

You could always try photographing your existing copy. Our friends at the Vintage Mooney Group also have them available as pdf files, which you can always print up however you want.

Good Lord! And I thought the school-bus-yellow one with a muted Vintage Eagle stretched most of its length was bad. THIS one has the same color scheme on the interior as the outside. But on the other hand, it is sure VISIBLE . . .

I just got my new MAPA LOG this week, and there's another valuation article in it. Are you a member, or know someone who is? Jimmy Garrison is very knowledgable in the Mooney market.

Check the safety wire on the oil filter. I change the oil myself, but being new to safety pliers and having little room to work, I often have an A&P put the wire on for me. One time it ended up cocked and was touching the oil temp probe above the insulator. Master "ON," Oil Temp pegged! Cut the safety wire and it worked right, so the wire was removed and redone correctly.

Fly straight and level [no turns, much less pylons] on a standard day and see what you get. Either way, you're faster than me.

Quote: n7479 The gear up might show up on the ntsb accident database..

PAR46 LED lights are now approved!! Mooneys are listed on page 7 of 12 pages worth of approved aircraft: M22; M20, M20A, B, C, D, E, F, G, J, K, M, R, S & TN. NOTE #1: Installation is limited to previously approved landing/taxi light lamp size and location. Here's their link: http://www.whelen.com/pb/Aviation/STC/Parmetheus%20STC%20SA02212AK.pdf

That's a classic! Print it off in a fancy script on some antiqued paper, laminate it and put it there on the right panel where your lucky passengers can read it over and over and over . . .

My dual Brittains [Accu-Trak and Flite-Trak] work great. One is hooked up to the DG, one is interfaced to the 430W. Keep the red and green tubes in good shape, keep the servos well taped, and they are just fine. Much, much less expensive than Stec-anything, even if you get the altitude upgrade that I don't have. There IS a waiting list at Brittain right now, though. Should be much less paperwork for approval, too, since some of our planes had the Brittain(s) installed at the factory.

Yes, i am very interested in Light Squared's test methods and results!!

Those look pretty neat! My wingtip is less complicated than yours, with only the red/green lights right now. I would LOVE to add wigwag strobes, but don't want to mess with the high-current lights and power supplies. Whelen does not yet have an LED unit small enough with sufficient power. All I have is these little colored lights, a belly strobe, a tiny tail light and a landing light. I'm attaching a photo of my wingtip, that I showed the LED vendors at SNF. Please let me know what you hear back!

I talked to all the vendors at Sun-n-Fun. No Go for certified yet. Whelen says theirs is submitted, and expect approval in 12-18 months, because it is not a "safety of flight" issue. So I'm waiting, too. Wig-wags would sure be nice to have . . . Their PAR 36 landing light is already approved, and the PAR 46 is also in the works. More waiting . . .

I found an electrical test probe in the engine of my Honda a couple of weeks after the dealer serviced it. On the plane, all I have found out of place was a large bolt lying in the bottom of the cowling . . . No idea how long it had been there. It turned out to be one of the alternator mounting bolts.

Quote: Kwixdraw Know anyone who turns pens as a hobby? I bet they could knock one out for you real quick.

I don't think so . . . but I really didn't look, I just assumed [shame! shame!] that it locks in place in the hole. I always fly from the middle position of my three choices, and my wife sits in the rear-most hole to keep her feet out of the way. All the way back is touching the rear seats, floating free, and I've never known anyone with legs long enough to reach the pedals without pulling the seat forward to at least the first notch. Yeah, the panel is kind of close, but it works. Just think of it as "putting on the plane."

Back to Seat Limit Stops on an M20C . . . For whatever reason, be it the P.O. was an A&P, or the owner before him treated the plane like a baby, my right-side seat stop appears to have the little semi-circular loop on the inside rail. See pictures--I did not slide the left seat forward since I found the loop on the easy-to-reach right seat. Both seats stop quite positively in the rear position. (Please forgive the track being a little dirty . . . ) Closer inspection shows that this "loop" is not just a semi-circle but appears to have been carefully shaped and bent.

I'm just confused about how your towbar is slipping out of the front gear. So I took some pictures of mine [below]. Then I noticed a shiny little tag near the middle, where the cotter pin goes through when sliding in/out, that says "WAG AERO." My suggestion would be to use the fine towbar they make, as it can't slip, collapses short enough to easily fit in the cargo area and is quite sturdy.

I did my Instrument training in my airplane, using an instructor from the local FBO. There was no additional insurance, no riders, no add-ins; but the FBO does charge $5/hr extra for training in personal planes. The only time I've had to call my insurance company was to add the MAPA Safety Foundation as an additional named insured for the duration of a specific three-day Pilot Proficiency Program, and there was no charge for that. In fact, they were happy that I was getting type-specific training. I am now pushing 400 hours in my C.