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Be there around lunch tomorrow. Hope to depart KFAY around 0800, and dog leg by Savannah to avoid the long overwater stretch.

Well, now. If only I'd known before the plant closed! Have to see what I can find, and how good it turns on a wood lathe.

My road to getting my -SB engine to run smoothly at LOP continues... I now got my Maggie Harness (Thanks Paul for assisting) and also my Gami Injectors arrived. I've suspected lots of things, but made the decision to change ignition harness to be 100% that there wasn't any issues. They looked fine when we looked at it, but since left mag even when I changed it and also did an 500h inspection didn't solve rough LOP I decided to buy one anyway. What can you say, I'm glad that I did order a new harness, since there was damage to the old one on several wires. One of the wires were actually really bad, and was in direct contact with metal. This was 5B on Left Mag... rest of chaffed wires were on bottom plugs too. This was only on ~550h since new! All damage was in clamp. (You needed to remove wire to see it) Wire with most chaffing was forced against an rivet due to wrong installation and wrong clamp. Also impossible to see without removing wire. Even if this don't solve my LOP issues, I now have a fresh and correctly installed ignition harness. Started to install new harness yesterday. Gami injectors will be next up. Cylinder 5B. Severe chaffing, through outer rubber and braid shield... Some more chaffing, due to JPI probe wire in same clamp. Some more chaffing, due to JPI probe wire in same clamp. When the installed new engine, they used old/wrong clamps that put lots of force on wires. On several wires when clamped together. After some hours of careful wire planning it slowly looks much better. Now all Ignition wires will be in own clamps, and all JPI probe wires in separate clamps.

Will check it next time.

Somewhere over South Carolina. Despite the appearance, this is not a lake, just summer haze and low clouds.

Delrin…

Those are simple to make. What material???

It's a pretty easy mod to add an interior release to the hatch, which I highly recommend for the obvious reasons. It was the first thing I did to my airplane after getting my Airframe mechanic rating. Sometimes the things, they just stack up.

I thought so at first until I saw the note of stopping FAA services. I

I think the CPA course is well run and you can also sign up for a flight with an instructor as well. I picked up instructor at Longmont, flew to Kremmeling (20V), overflew Eagle (EGE) over to Aspen (ASE), then to Glenwood Springs (GWS) which is shorter runway with terrain around and fun, the over to Leadville (LXV)...unfortunately the FBO was closed and I had to get a "certificate" the second time I landed there. Then back over to LMO to drop off instructor. If you're coming in from out of town they reserve all the next day flights for the traveling students. Otherwise you can take the course and then schedule a mountain flight with an instructor at your leisure. I'm a CPA member but not affiliated with the course, and definitely thought it was worth my time and training dollars!

Find a piece of 1" ID pipe and measure it. Cast iron or steel should work.

Lord also did not recommend silicon oil. They did recommend P-80 emulsion or castor oil.

This is what we used to create my OPP part by @flyingchump. See PDF… Mooney seat roller v1.pdf I’m certain he sold his 66 E and probably is no longer on the forum… -Don

Wrote to tech support at Lord, they have never heard of the shock disks squeaking. Therefore, they didn't have a lubrication to recommend. I asked what was the elastomer, and he responded with "a natural rubber blend". That rules out using engine oil.

I’m tinkering with a project to build a tow bar so I can hook my Mooney up to a golf cart. Took a quick measurement of my manual tow bar and the round piece that slides through the nose gear measures about 1-1/16" OD. Problem is, I called around the local steel yards and that size doesn’t seem to be very common. Has anyone here gone down this road before? What size stock or tubing did you use that worked out? Always appreciate learning from others who’ve already solved it!

I just landed

It's right there in thenheading, and again in the body of the text: "To provide a safe environment for fire fighting." This keeps the Lookkee-Lou's from clogging the area and getting in the way of the aerial firebombers, command ships, helicopters, smoke jumpers, etc.

that us Vintage owners don't have the emergency release on our baggage doors, unless someone has taken the initiative to create and install one. When my door handle broke off, there was one other person at the airport, walking along hangar row, and he noticed me waving my hat out the storm window. Had he thought I was just waving Hello, it could have gotten interesting for me and my CFII, freshly landed after a total electrical failure and real-life emergency gear extension.

never mind, I looked up the CFR reference. Usual banning of all aircraft with a list of exceptions. Be nice if they would make it easier to understand.

No big deal, it will transfer over to a company called BizFilings.

Just south of Afton Wyoming. I get there is a fire there, but there are no restrictions, immediately obvious. I really don't feel like cross referencing other sources. Can't they just tell me to stay out? As mentioned before the NOTAM system is a disaster.

You can always go out the baggage door. The only problem is getting the baggage door to lock again once you've gone out through it. On my plane, that has involved partially removing the inside cover to reach in and reset the lock mechanism. This involves removing about 10 small screws and then reinserting them when you're finished.

I flew into KPUB many years ago but flew up the east side of the mountains from KABQ. It was a rough ride the whole way and there was definitely a mountain waves across ABQ. A mountain flying class would be a good experience.

Not really one caveat, thousands. It’s impossible to write a POH for every conceivable scenario. Which is why it’s written for a “worst case” which would be slow, and low to the ground, with low energy on a balked landing. The recovery from a balked landing doesn’t need to be used at 1500’ on a discontinued approach outside the FAF, nor was I inferring that. This is where airmanship and good judgement comes into play.

Later models have a blue “BOOST PUMP” indication in the annunciatior panel.