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Shamelessly stolen, offered in the good humor of the season, and also very grateful for this safe haven of a community that keeps the shenanigans down to a reasonable decibel level. -------------------------------------- How many Facebook Pilots does it take to change a spark plug? - 1 to change the spark plug and to post that spark plug has been changed. - 14 to share similar experiences of changing spark plugs and how the spark plug could have been changed differently. - 7 to caution about the dangers of changing spark plugs. - 27 to point out spelling/grammar errors in posts about changing spark plugs. - 15 know-it-alls who claim *they* were in the industry, and that "spark plug" is an electrical device threaded into the cylinder of an internal-combustion engine to ignite the fuel mixture by producing timed sparks between electrodes. - 2 to post that this group is not about spark plugs and to please take this discussion to a spark plug group. - 27 to defend the posting to this group saying that we all use spark plugs and therefore the posts *are* relevant to this group. - 16 to debate which method of changing spark plugs is superior, where to buy the best spark plugs, what brand of spark plugs work best for this technique, and what brands are faulty. - 2 to post URL's where one can see examples of different spark plugs. - 12 to post to the group that they will no longer post because they cannot handle the spark plug controversy. - 4 to suggest that posters request the spark plugs FAQ. - 16 to post "F". - 44 to ask what is a "F"? - 4 to say "didn't we go through this already a short time ago?" - 3 to say "do a Google search on spark plugs before posting questions about spark plugs". - 1 lurker to respond to the original post 6 months from now and start it all over again.... Stolen from Sarah Rover who in turn stole it from Kevin Larks. ----------------------------------------

So found elongated holes in the cowl flap linkage assembly. Been having a vibration and can visibly see it in the glare shield. The intensity increased with airspeed in cruise or power on decent but reduced when power was pulled back, even in a steep decent with a increase in airspeed. It was not not present in climb airspeeds, but came on strong after leveling and adding + 20kts. Sure enough cowl flaps had enough wear in the upper linkage so that when the prop was reduced in rpm and it the blades took a bigger “bite” the air blast hitting the closed cowl flaps had the right rhythm to get the slop in the cowl flap dancing to the beat of the prop blast. Errrrrr. This was a tough one to track down. So grab your cowl flaps and check them for play you m20j drivers. Sent from my iPhone using Tapatalk Pro

Unless I don’t have to work tomorrow I got my last flight of the year in. Only went up for an hour to get the oil circulated before we leave for Florida. This puts me about 103.5 hours since March. It’s been a great time and thanks again for everyone’s help and posts. Sent from my iPhone using Tapatalk

We're heading to Florida tomorrow (look at first picture of my drive to work and you can see why). Anyway, it was pretty cold this AM and I needed to get the Rocket up for a flight. It's been 8-9 weeks since I last flew it and will be needing it next week. I'm taking the Lancair down to Florida but hope to be flying it over to Tennessee on the 2nd or 3rd of January to my painter. I plan to have Steve, my hangar partner and E model owner, fly my Rocket down to meet me where I can fly him back to the U.P. and head back down to the warm weather for a bit longer. So, anyway, went up with the Mooney and it REALLY likes the COLD. I was at 3,000 AGL by the time I turned downwind, albeit a bit of an extended pattern. I saw a 2,000 FPM climb at 115 KIAS. Pretty impressive performance. Definitely no one flying today besides the commercial guys. I guess the high for the day at -4 degrees before wind chill kept the GA folks home. On the last photo the water coming out of the hydro dam is froze over within a mile of the outlet (just out of the picture). Tom

What about the 1 who posts asking if the new plugs will allow them to get deeper into LOP operations?

Agree. I fought a similar, very intermittent problem for a couple years and it finally brought me down. Read last paragraph of NTSB N1310W. https://www.ntsb.gov/about/employment/_layouts/ntsb.aviation/brief2.aspx?ev_id=20120721X23053&ntsbno=CEN12FA463&akey=1

Well it looks like I owe you a beer! After shooting the same approach 20 times with a brief satellite loss each time, installing the notch filter at the ELT did the trick! Mooneyspace is awesome!!

Saw lots of hangar queens while I was looking. No way in hell. One of those things could turn into a project that could easily out consume its value. I passed on them to find a flying airplane, and you should to. There are very, very few bargains in aviation. The best ones are reworked aircraft selling for a premium price.

We had an interesting trip to Florida today. Delayed an early departure for low weather in the Daytona Beach area and some weather in southern Georgia. Looked doable a little later so filed for a 9:15 departure. Got the Lancair running, taxied out and tried picking my IFR Clearance up and was given a 1 1/2 hour ground stop? I asked why and after the controller looked into it advised Florida was the issue. I told her I couldn't sit running a prop jet that long so would taxi back and shut down. I thought about how I could get around this but burning JetA gets really ugly below the flight levels and that was probably the only option. When we finally got airborne a MSP Supervisor came on and apologized while trying to explain the issue. Apparently a lot of airline traffic was backed up due to the fog as well as a ton of snow birds heading south. About halfway down a corporate jet tries pulling his IFR to lower Florida after already airborne and is told he has a 4 hour delay on his clearance. He tries multiple times to negotiate but the Indy controller has no latitude to give him what he wants. He gets FL220 to the Florida border and 12k from there, which he did not have enough fuel for. Not sure if he was trying to cheat the system or just had the terrible luck of not knowing this was happening and couldn't or elected not to get his clearance on the ground. Either way, ATC was not giving in. Made us happy we just complied with the inconvenience. Tom

I think you are looking at the situation wrong. You want to fly. You need a plane. There are planes that have had maintenance done and ones that have not. All planes will need maintenance done in the future. Engines are a crap shoot. Best you can do is avoid rebuilds in the 1990s. Pick your budget range. Have 10K in the bank to do more maintenance when you get one. Check for corrosion in the common spots. Make a deal and go flying. The ability to do mechanical stuff will directly proportional to how much you spend on the plane. Make friends with the local mechanic. The last couple of weeks I have ripped out a chimney and replaced it with 4 large windows. If someone else had done it, it would have cost $30K. Since I did it, it cost under $3K. Probably added $50K to the asking price of the house, did not matter who did the work. Same thing for a plane. During the same time, the three year old Gil Battery started sounding weak in the plane. So I ordered a Concorde. Spent an hour pulling, cleaning and priming the battery box. Will spend another hour top coating, and installing the new battery. If someone else had done it would have cost $600-$750 for battery and labor. Since I did it, it only cost $309 for the battery. May have added $1K to the asking price of the plane for someone that knows because it has been maintained well. To get a good price on Mooneys. Post the ones you are interested in here. You will get some good feedback on the value. "getting" a plane has lots of costs associated with them. Travel to and fro, PPI, hotels, Ferry cost, a couple of weekends. just that can add up to $5K easy. If you find one close to you then you can save some dollars right there.

I have talked to a lot of friends about flying, but I don't try to talk any of them into doing it. If they have to be talked into it I don't think they will stick with it very long. It's expensive, takes a lot of time, and in my opinion you really have to want it. That doesn't require "talking into," it just requires a little taste of it to hook them.

I see a problem with #3, then #2, then #4. This is a serious moving target. 1. Did the plugs get returned to their original position? 2. Did the injectors get returned to their original position? Try to make only one change at time to the systems for trouble shooting. With the problem moving around, it has to be something common to all the cylinders. Magnetos appear to be isolated, so my next step would be to check the fuel flow divider to make sure fuel is coming out of all the ports equally.

The tank kit parts are installed in the wing through the existing bottom inspection panels. No special tools or skills (except riveting) are required. After the parts are installed the cavity is sealed the same way as the main tanks. There is no fuel pump required thus no wiring involved. For plane with speed brakes there is barrier installed at the speed brakes area to contain the fuel. José The only change to the main tanks are the addition of AN fittings to allow the fuel transfer from the aux. to the mains. On the M20C, F and J the fittings can be installed through the filler hole so no access panel need to be removed. José

It's unfortunately not functional yet, they plan to open sometime in January. I had to clear at FXE before doing the flight back up to Boca Raton. I just got back from the Bahamas today. If you're going to travel down toward the Exuma Island Chains, here's some more recommendations / my experience: Staniel Cay: MYES - walking distance to the Staniel Key Yacht Club. Nice place for lunch - probably the most crowded island in the Exumas. The Yacht Club is ritzy and there are nursing sharks near the boat dock. Here, you can find a boater to take you to see the swimming pigs and into the Thunderbolt Cave. Expect to pay about $100 or so for the boat ride over and a tour, but if you befriend some folks with a boat and trade plane rides you may be able to get in for free ;). MYEB is Black Point and only 5 miles from Staniel Cay -- much more of an authentic island life experience without many amenities. Lots of beaches to yourself. If you're into food tourism, land at MYEB and walk the half mile into town. Right behind Lorraine's Cafe is a house where a lady bakes the most amazing bread you will ever taste. She charges about $6/loaf...the coconut cinnamon raisin was incredible, but I'm sure any of the flavors will be mind blowing. You can just knock on her door right before Lorraine's Cafe or ask the folks in the cafe (or really anyone on the island) where you can buy the bread and they will show you. My only regret was not buying more. My wife and I spent most of our 3 days in Black Point. There was practically no one here around the Christmas time and I was the only aircraft parked in the airport. We enjoyed the town and it was fun to take day trips to Staniel Cay, Cat Island etc.. MYEN -- Norman's Cay - didn't make it over here, but apparently right next to the airport is a sunken DC3 that used to be a drug running aircraft. You can snorkel and see the wreck or even fly by and see it. Cat Island is a fun day trip. MYCB is New Bight airport in Cat Island. Large runway and it's about 1 mile from Fernandez Beach Village. You can catch a taxi at the airport or it's about a 20 minute walk. Fernandez Beach here incredible for swimming. The most amazing water (not so much for snorkeling, for swimming and beaching and there are lawnchairs, etc. available for free)...once you're done swimming, hop back to the plane and land at Hawk's Nest airport on Cat Island..but even before you do that, inquire with the locals at the airport about Flour Cake and go buy some. It's a baked good that's famous throughout Bahamas as originating in Cat Island. There's a lady that bakes some and sells some. Unfortunately, when we came...the next batch wouldn't be done until 2pm and we had to go before then, but hopefully you will get to try it. Okay -- back to Hawk's Nest resort. Supposedly, there is a $15 landing fee, but we were never charged. We landed, parked and had lunch there...and despite the beautiful resort having practically no guests on Christmas, the lunch facility stayed open and we had a really nice lunch with the fresh fish wrap. It was so good!!! The best lunch we've eaten while we were traveling around. Worthwhile stop at the resort for lunch and the facilities looked pretty good, so you may even want to look into lodging here at some point. As far as customs, I cleared at Exuma International and Odyssey took good care, but their prices are steep for fuel. I ended up hitting up Governors Harbor (MYEM) in Eleuthra for the departure (you are supposed to depart the Bahamas from an AOE and pay a $29/per person departure fee) and got a nice deal on fuel at about $6.50/gallon on 100LL including the VAT fees. Earco Elite took good care of us. Fuel is cheaper here if you pay with cash, otherwise be prepared to pay an additional 5% credit card fee. It's like this pretty much everyone in the Bahamas where if you're not paying with cash, you will pay 5% more with a card. Hope this info is helpful and gives you some ideas! Cheers and happy travels! ...now to fly the Mooney back up north to our home base in Buffalo...Brrr...

There is a difference between using it as guidance and flying it as the Nav source. Good example is my home airport N57. The VOR 24 approach is based on the Modena VORTAC. There is no GPS approach but there is an overlay from the GPS depicting the VOR approach. It is illegal to fly this approach based on the GPS overlay. In other words, I can’t legally leave the GPS in GPS mode and fly the approach without the VOR being the primary source of Nav information. Nothing wrong to use the GPS overlay as additional information for the approach. I wouldn’t try to fly the approach using the autopilot in GPS mode and monitoring the ILS on a checkride. Sent from my iPhone using Tapatalk Pro

I’m an anti-Garmin kind of guy... I’m avidyne equipped.

1) Those planes get bought... unknowingly... it happens. get negotiated as if the engine is worn out... happens often. get a strong PPI to demonstrate what its real value is. Happens when the buyer and seller are both knowledgeable...and interested in the sale... 2) Wait until the market recovers? The market recovered. Planes are selling. The economy is expanding. unemployment is very low. I saw a Lambo and a McLaren on the road yesterday... in ordinary holiday traffic... no fuel shortages... no 100LL issues... interest rates are as low as they are ever going to be... inflation hasn't started. 3) one thing that isn't changing much.... interest in being a PP costs a ton of dough... limiting the PP population... Make it happen! Do it wisely. Nobody can make it happen for you. Encouraging PP thoughts only. Not a sales guy. Best regards, -a-

My Mooney was painted at Hawk. I sure do miss it... Very happy with the results. Black metallic, gray metallic, silver.

Conditions in the Bay Area have been excellent for the past week or so and I've been taking advantage of it to fly my Acclaim around. On Christmas Eve, I did a little formation flying with @FlyDave On Christmas Day, I flew solo from Petaluma to Carmel and back. Didn't land anywhere, just went sightseeing. Pretty much had the skies to myself, too! Crossing the Golden Gate Bridge: Golden Gate Park, the Sunset and Outer Sunset districts, and Ocean Beach: Golden Gate Park: Half Moon Bay airport (KHAF): Pigeon Point Lighthouse: Santa Cruz: Spanish Bay golf course: Cypress Point Club in the foreground; Pebble Beach beyond: Pebble Beach: Downtown Santa Cruz: Outer Richmond and Richmond districts, with downtown San Francisco beyond. Mt. Diablo looms in the distance about 20 miles away: GGB, full span: The day after Christmas, my wife and I did some sightseeing in Santa Rosa and the Wine Country. One of many burned-out neighborhoods in Santa Rosa. So sad: Napa Valley: Lots of great flying, with more to come! Tomorrow we're off to John Wayne Airport (KSNA) to visit my parents for a few days. Happy New Year, everyone! IMG_5554.m4v

I'm at Spruce Creek Air Park in Port Orange, just south of Daytona Beach. Just arrived this afternoon. We'll see if we can hook up. Not sure you can get away for 3/4 of a day but a hour and half drive would get you to this air park and a tour you would likely never forget. Tom

A partially clogged injector will usually give a high EGT because the cylinder is running lean.

At least you know the heat muff isnt being pumped full of co like in Dan's case. Rick, you could use your sensorcon as a "detector" to find the source. Fire that sucker up and move the sensorcon around in ea. foot well, etc and see where it starts to register high at.

Could it possibly be a fuel contamination issue? Are you getting any particulates (fuel tank sealer breaking down...) when you sump the tanks? When you cleaned the injectors, were any of them partially clogged?

That is true. I dont know bobs E so i cant comment but im just stating that this is another very nice E. And a flying plane will always be better than a sitting one.

id have to say he has a pretty good competition for the top E. https://www.controller.com/listings/aircraft/for-sale/21352509/1966-mooney-m20e-super-21 Pity the market for people willing to spend 160K on an E is so small. I do believe it is worth every penny though.

You're at least $5K, and probably 10K light on your radio estimate. It truly is a tragedy, but it is also certainly the American way. Buy something, use it up, throw it away. I've said it before, my airplane will never sit and will never not be maintained. If/when I'm ever in the unfortunate situation where either I can't fly enough, I'll bring on a young time building pilot for the cost of insurance and make him a set of keys. And if I can't afford to maintain the machine, it will either be sold, or I'll take on some partners. All this means that when the time comes to sell MY Mooney, it will certainly command a premium price. As you say, well maintained and regularly flown are getting more and more rare. By example, just look at the line around the block waiting for @Bob_Belville to kick the bucket. They're like vultures after what, with the upcoming paint job, will likely be the best E model in the world. In fact even though I fly a 252, I'm holding a place in that line as well. That will be a very valuable M20E.

At 11-16 amu you have negotiated the whole thing down to the price of a non-flying airplane. I sold my M20C for more than that in unairworthy condition. The buyer had to make significant improvements prior to flying/selling it. buying the cheapest version of anything is a very expensive road to go down... Especially if this is all new to you. For reference... in Y2K... my M20C was bought for more than 30amu... mid time engine. Sitting for two years. I outlined the probable risks, mitigated a couple of them, and flew for a decade, wearing the rest of it out... You seem to be focused on a couple of issues. You may want to broaden your scope. Go see what you can get for 60amu and skip the mystery of what you can turn a 16amu airplane into... Best regards, -a-

When you cleaned the injectors did you mark them and put them back in the same cylinder they came out of? Same problem moved to another cylinder. Did you check fuel screens to see if "stuff" was coming down the fuel lines? Coke bottle test on the injectors? Just thinin'

That’s fine, and I agree.... but I’ve already got TWO individual AHRS, with TWO independent units, on TWO seperate displays with TWO individual battery backups.. the second being an extended life battery (good for 2.5 hours). So I’ve already got two AHRS based AI’s and that doesn’t count my Stratux driven ipad. I just need to satisfy the FAA requirement for a certified backup, which apparently the second Aspen unit with battery backup will do for airspeed and altitude, but doesn’t fit the bill for attitude. I know this may bring some contraversy, but I view this instrument as a tertiary display... if it gets down to me having to fly on this display... it’s a SERIOUSLY bad day. I have no doubt that in these circumstances, an electric, Gyro driven AI will get me where in need to go: missed to VMC to a suitable alternate.

What about your engine is saying it needs to be overhauled right now? Besides time of course??? Bad compressions? Making metal? Long periods of non use? Etc. if there is nothing wrong with your engine keep flying it until it starts telling you it wants to be overhauled, but you need to have the ability to listen to your engine. I’d be more confident in a 2000hr engine that has been listened to and cared for over a newly overhauled. Do you have an engine monitor with download capabilities? That will do more for your flying enjoyment than either an exhaust or 10 HP upgrade. Someone I met last summer said he got maybe 1-2 kts from the lopresti cowl. I just parked my standard J next to what I think is an E with a lopresti cowl tonight. If I run into the pilot tomorrow I’ll ask their experience with the cowl. You should be getting a higher TAS if you are running in that power range of 50 ROP. Please do your engine a favor and prolong its life by either going richer or LOP. Where you are running now is right in the red box. If Inwas overhauling a 78J id keep the 200 HP and convert to a single mag each side (A3B6) instead of the dual (A3B6D)

Gear swings okay with the override switch pressed on jacks but not in the air? Does your mechanic have a pitot test setup? You can reproduce the air on the ground that way. Get the wiring diagram for the airspeed switch and test that output first with the pitot test apparatus. The fact that the gear override switch does not work makes it seem like something is amiss within that circuit. Just PP thoughts like Anthony has....

Did you rotate any plugs? Do a baby jar test for fuel flow. Fuel pressure OK? Does boost pump fix it? Do you have the dual mag?

Send it to Craig Barnett at Scheme Designers. He knows me.

Most likely this accident was due to an engine failure on takeoff. No matter how well trained you are your are limited by the plane performance. The best you can do is two kill both engines and crash straight ahead. Very hard to maintain control at Vmc at 200ft AGL with 5 onboard and full fuel. José

I have spent a lot of time in Edenton and can vouch it is a very charming town and awesome B&B's. There is an excellent bistro downtown called Nothing Fancy Cafe. Avoid Asheville unless you like paying ridiculous ramp fees.

It is actually 3 gallons per side for a total of six gallons less. José

With the external battery you do not need a airspeed or altitude indicator which makes the lifesaver gyro a good option. Make sure you get the version with a battery backup. I’d go for the G5 w/gad29b for the future AP support and the backup nav cdi (if you have Garmin stuff). The legal way, and only 2.5k more is the L3 500.

I have a two tube Aspen without the extended battery. I have the L-3 ESI-500. You can use it as a basic AI, add a magnetometer, Nav capability and/or synthetic vision. Some guys are getting approval for the G5 to be used as the backup. Sent from my iPhone using Tapatalk Pro

I sent my Dad the December 2016 Aviation Consumer article on the Mooney 201 M20J. I bought a M20J last year and it reminds my Dad of his first airplane. He wrote me this email today: GREAT ARTICLE ABOUT A GREAT AIRPLANE - NOTHING SO FAST ON SO LITTLE FUEL ON 200HP! N5785Q was owned privately and billed 15 cents per mile when on business. (It was his personal plane but he used it for business and billed the business 15 cents per mile.) Answering your question: - It was a 1965 M20E bought for $10,205.70 on January 31st 1969, with 600 hours, Electric gear, 200HP, power boost, 52 gallons, Gross WT. 2575lbs, FLOWN LONG RANGE MOSTLY AT 10,000ft., 2,300RPM, 21"MP, 10.3GPH, 63%PWR, RANGE: 5.00 hours over 766nm no reserve, at 152kts airspeed. HIGH SPEED CRUISE – Gross WT. 2575lbs 5,000ft, 2,400RPM, 25"MP, 12.2GPH, 77%PWR, RANGE: 4.27 hours over 676nm no reserve, at 158kts airspeed. _______________ He eventually sold it and moved onto a Cessna 310 twin in the early to mid 70's which is the first airplane I can remember as a child. I can't remember the Mooney. When I got this email I looked it up and I see that greg51 is the current owner of my Dad's first plane. Cool to see that the plane is still around and being flown to this day. My Dad is 73 and still flying. Here is a photo of N5785Q when he owned it:

Sheriff Grady loves to be on TV and will say just about anything to do so. While a 0/0 TO is not illegal for GA ops, it is not the smartest thing to do as most of us know. Perhaps if he worded it a bit differently like "I have reviewed some footage, and believe it was foolish to attempt to take off with the airport totally socked in with fog" that might have been more palatable for you. Bottom line here, the pilot did exercise poor ADM in his decision to leave with absolutely no outs, and it bit him and his innocent passengers. There is no forced march in GA. and safety should be the priority, not the get there itis. The Sherrif's statement doesnt help GA, but the accident is what the problem is, not his statement about it. The accident is what give GA a bad reputation.

Personally, I just stay home. Very few places as nice

If your buying an unknown plane, sitting out in the weeds with flat tires that hasnt run but a few hours over the last few years, you are buying a project and you and the seller know it. If you are buying a plane that was well maintained, owner lost his medical 3 years ago, has pickled the engine or keeps it in a climate controlled hanger or on a dehumidifier, dont insult him and waste your or his time with an offer that you know he wont accept. Any plane that will only bring 35-40K will be easy to put 65K into most likely. Yep, when buying in this range, it will be very easy to get upside down, but if you are flying, remember the value of that isnt free and should be factored in the equity equation.

That thing has too much drag for an airplane like this but may be great for a 172. But realistically do you really want your backup attitude and navigation based on a WiFi connection to an inertial nav unit? My GoPro won’t connect to my phone when the engine is running. Inertial isn’t accurate enough to be relevant in this age of portable GPS units . And gps won’t work when it’s bolted To the bottom of the wing. And there are better ads-b solutions. It sounds like a cool-looking solution to a nonexistent problem, or one easier and cheaper solved by existing devices.

You might want to have your gear pre-load checked. Shouldn't be so hard to swing in my opinion. For me having 1000 hours or so in the E, getting the gear back up was the least of my worries. Also trim is super important. Congrats on the IR devotion. I received my rating November 17th and have flown about five flights IFR since then. Great platform for learning. As a PS: I get my gear down before the FAF, then 100 on approach.

Hi Everyone I'm Joe with Hawk Aircraft in Tampa Fl I'm on mooney space now ill be checking in from time to time if anyone has any questions with paint I will do my best to help.thanks you Guys that have all ready Hawked LOL talking good about me Merry Chrismas

KEDE, Edenton, NC, is a charming historic town, smack dab in the middle of nowhere. Charming B&Bs, some decent restaurants, tours of historic house museums. Good for a couple of tranquil days or a lifetime. (I wouldn’t recommend much between those. Not for thrill seekers and the party crowd.) No ramp fee, decent fuel prices, hangar space available. Crew car and Enterprise. Garden tour in late April will be worth the trip. OBX an hour away by car. Manteo (MQI) is a fine weekend, much touristy stuff, very near Outer Banks. Cute NC aquarium short stroll from MQI ramp.

Thanks for the shout out for my friend Gary Jensen who owns the Switzerland Inn on the Blue Ridge Parkway near Spruce Pines NC. The Inn is great but it closes right after Thanksgiving every year until Spring. https://switzerlandinn.com/

I know what you mean, Bob. My transmitters are now a generation or two behind, and I have two planes "under construction" since I started full scale lessons in 2006. The airport advertised RC demo and Plane rides--I was fairly new in town, went hoping to meet RC pilots and find the flying fields. Instead, I took a ride and signed up for lessons starting three days later . . . .

I have the(an) RC Mooney. She's a big one. 80"+ wingspan. Bought her second hand from an older guy who wasn't/couldn't fly RC anymore. Got it all fixed up and then I never flew it either. It's a shame. She is a beautiful plane, but I started focusing on full scale and haven't flown any of my RC stuff in a pretty long while. I guess it was foreshadowing that one day I would be a Mooney driver.