Jerry 5TJ

Deliberate Thread Creep: I used to demo slow flight in my C model to pilots. I'd show it still had great aileron control at under 40 mph indicated - when pushing over at around 0.5 g. The demo was useful to dispel the idea that there is a fixed "stalling speed." I've done push overs, if that is the right aerobatic term, by accelerating to ~ 180 mph in a slight dive, then smoothly pulling back to get the nose about 30 degrees up, then pushing forward as the speed drops to maintain around 0 g. I could get a few seconds close to zero g before reaching 30 degrees nose down. Is that an "aerobatic flight" maneuver? Per 91.303: "For the purposes of this section, aerobatic flight means an intentional maneuver involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight." And 91.307 (C) says "Unless each occupant of the aircraft is wearing an approved parachute, no pilot of a civil aircraft carrying any person (other than a crewmember) may execute any intentional maneuver that exceeds - (1) A bank of 60 degrees relative to the horizon; or (2) A nose-up or nose-down attitude of 30 degrees relative to the horizon." So yes it is aerobatic, and no, no parachute required. Biggest problem with zero g in the Mooney -- you discover you need to vacuum the carpet a lot more frequently.

When I look at the wing during flight nothing seems to be going on out there.

Oxygen is cheap. Why debate the merits of flying at the edge of hypoxia when there are none?

A switch? So 20th Century.... Think Space Shuttle Redundancy -- Install the back-up magnetometer, and a small processor that votes between the three magnetic headings and rejects one outlier.

My wife, bless her, says, "Get another JetProp."

A few years ago I was flying with my aviation partner from Colorado Springs to N California one night. We had decent weather but it was a dark and moonless night. Short of tasks, I started looking at the "nearest airports" pages on the GNS530. Many were in glide range from FL260. Then I started drilling down into runway information. Most of the strips shown were dirt, and with no lights--useless to us. The night seemed to offer a lot fewer options then: 15:1 glide ratio or not, we were going to land off airport if the Pratt stopped spinning.

Yep, it's a tough crowd at the Mooneyspace bar. I'm not listing my Ovation here, either.

Suggest you call the broker--John Decker--and talk to him about the plane. I am acquainted with him, he's reasonable. If plane looks good get a purchase agreement in place subject to your inspection & approval. Have it flown to near you for that Inspection & go see it. Write purchase agreement so if the deal falls through you're out the cost of inspection & his fuel costs.

You've got a keeper there -- a GF who likes to fly with you. Buy her a turboprop.

Within one minute while I was flying an RNAV approach into N82 I went past two gliders AND a tow plane, all radio silent and invisible on either ADS-B or my Skywatch active interrogations. They were probably just as startled to see me zip by inbound at 150 knots: The field is mostly used by gliders.

My primary and instrument instructor was a fellow named Chester. He was an old guy--probably somewhat younger than I am now..... Chester had a real skill -- he kept just enough tasks loaded on me that my learning was nearly maximized, I now believe. His ability to judge my learning steps and add on just enough to keep me reaching but not overloaded was a talent. It was also a gift of efficiency: He got me through the syllabus and signed off for my check ride in 39.4 hours. I flew solo 0.8 to the field where the designated examiner OK'd my freshly inked log total of 40.2. Chester isn't with us any more, alas. But I recall his ability to read his audience of one, and smile. Best luck with your CFI.

Yes, this is what I prefer, too. I put in KLAMA intersection just to reduce boredom:

Put the carbon monoxide detector next to your ear and clamp it in place with the headset cup.

If you work back through the logs you will likely find one or more errors in W&B in the past 50 years, Especially from the pre-spreadsheet era. At this point you could reweigh the plane to establish a new weight and CG. Many will advise you not to because "you'll lose useful load" if the report comes in heavier. Me, I'd rather know the real weight and especially the true CG.

A civil mode S transponder replies to ATCRBS type 3 interrogations. To a mode A interrogation it replies with your 4 digit 'squawk' code. To a mode C interrogation it replies with your encoded altitude. To a mode S interrogation (there are several versions or sub-types) it replies with the requested data. So yes, your Mode S transponder also replies to A and C modes.