Blackhawk

You mean you have not traded chemical energy for potential or kinetic energy. The chemical energy can be traded for either kinetic (speed), or potential (altitude), or both. All the different types of energy can be traded as aerobatic pilots know quite well. Again, trying to say it's "either/or" has probably led to the demise of more pilots than any other confusion in aviation.

Pull onto the runway. Push and pull the yoke. Nothing happens. Airspeed does not increase.

Or, box (GPS unit), brief. Everything you have listed is on the briefing strip of the approach plate. As a random example, the ILS 23 KTRI. http://aeronav.faa.gov/d-tpp/1501/00426il23.pdf Start out with the box. Load this approach into the GPS and, if necessary tune frequencies. Confirm the waypoints with the approach chart to make sure it is the correct approach. Then brief it to yourself off the approach plate: "This is the ILS 23 at Bristol, amendment 24F, 3 April 2014. Frequency is 109.9. Final approach course is 230. Weather is ______. We have the weather for this approach. We're talking to approach, tower is in the back side. Ground is in number two radio. Glide slope intercept is the final approach fix, going down to a DA of 1718 with a touchdown zone elevation of 1518. Missed approach climb straight ahead to 3800' and the Booie OM and hold. I'll plan on a tear drop entry. Notes- we need radar or an NDB. We are substituting the GPS for the NDB."

I've been in the camp that this is a silly argument that results in poor flying habits and that it depends on the situation. Pitch and power usually go hand in hand. As an example, student gets sloppy with pitch control on approach and pulls back slightly on the yoke- a common situation while turning duringg an approach if they are flying with a death grip on the yoke. They will now be high and slow. A pilot who has been taught "either/or" may look at their high approach path and pull back power to correct this without fixing their pitch. This will then translate into getting even slower. My response as an instructor in this scenario is to ask, "Do you have a pitch problem or a power problem?" They have a pitch problem that needs to be corrected. In the process they may need to initially reduce power as they lower pitch to keep from getting too fast (depending on how slow they got), but then adjust power and pitch once glide path is reestablished. Another scenario. Pilot is doing everything correctly, but an "updraft" causes the airplane to balloon. Airspeed is still fine. Again, the "either/or" pilot may think "power controls altitude" or "pitch controls altitude" and try to correct this with either pitch or power. The proper response to correct this is a reduction of power and a reduction of pitch. When glidepath is reestablished power must be added and pitch increased.

What he wrote. Too many checklists. Read the briefing strip and it incorporates just about everything that has been mentioned. This is an approach brief, not "War and Peace".

Get this fixed. Now. For too long pilots (including myself), have pooh poohed popped circuit breakers. A circuit breaker popping means something in the electrical system is getting too hot. Something in the electrical system getting too hot means something might catch on fire. As an example from the NTSB there is this: http://www.ntsb.gov/news/press-releases/Pages/Airplane_Crash_that_Killed_Five_Due_to_Corporate_Flight_Department_Practices_and_Poor_Pilot_Decisions_NTSB_Says.aspx From a personal experience, again in a C310 not a Mooney, I had a situation in a 310 where there were electrical problems that kept coming up. Circuit breakers popping when the gear was retracted, etc. It turned out the problem was an old, and failing GCU (generator control unit), located under the left, forward seat. When it finally failed it caught on fire and the entire electrical system went dead. Fortunately this was day VFR.

There are three positions and you go through the "OFF" position when going from "ON" to "CROSSFEED". This design has since been outlawed per part 23.

No check list since approach plates have been changed to the briefing strip format.

I'm not located in ATL area, but I work there. I could come down the day prior to work to do this if you can't get 'er done. If so feel free to contact me via my website. samdawsoncfi.com

From where to where? PM me if you still need someone. High time pilot with substantial cross country time throughout the US (and overseas), and can possibly do it. Not sure of my total Mooney time but over 8000TT.

Airplane is in a salvage yard. It may fly again, but I doubt it. As for those who have and those who are going to, while I applaud pilots for being pessimists there is no excuse for doing a gear up landing in a Mooney if you are flying the correct approach speeds. About the only way to hit the correct Vref is to lower the gear.

Quote: FlyDave Da, Comrade...... http://www.boe.ca.gov/

Quote: thinwing do you mean the irc button on the pilots yoke??.If so that is the internal recorder clearance ..push once for last atc transmission..kpc

Quote: Skywarrior Inertial Reference System Quote: "IRS is a set of 3 IRUs (inertial reference units) that use accelerometers, l@ser gyros, etc, to determine the a/c´s position. They crosscheck their results against signals received from VORs and DMEs. They compare the info they come up with against each other, and if one of them shows conflicting info, the other 2 units kick it out. When no ground radio station signals are received for more than 12 mins (I think) the IRS will announce "IRS NAV ONLY" alerting the crew that´s the only source of navigation. After, say, an 8 hour flight over the ocean, when it first picks up a VOR nav accuracy upgrades, but most of the time you don´t notice the plane modifying its course in response to the upgrade, it´s real accurate." Chuck M. And the function of the button on the yoke is...

Okay, what does it do? Can't really find anything in the POH. You can guess the kind of garbage I get when I google it.