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We did some in air photo shoot two weeks ago. Boy I need to clean this belly and never forget sunglasses. EDIT: Better quality pictures here: https://photos.app.goo.gl/kdHHr7dNsjJPSZbg7

I chose invulnerability as the one I'm most susceptible to. But for me, it's not so much "It won't happen to me", as it is "What I'm doing has increased risk, but I'm going to do it anyway, because a lot of other reasonable people do it too, and I've done it in the past without coming to grief". I speak here of reasonable assumption of additional risk, e.g. flying in IMC, flying over mountainous terrain, deliberately performing slipping and skidding stalls as part of CFI training, and so forth. Lots of people do these things. The risks are reasonable. But sometimes people die doing these things, and the honest truth is that I don't have to do any of them. In fact, I don't ever have to get in an airplane at all. My mild beef with the way the FAA treats the five hazardous attitudes is, the textbook stuff seems to treat them as binary things, when in reality they span a spectrum of increasing risk. Invulnerability is an example of this, as discussed above. Another: I submit that a certain amount of machismo and "I can do it!" attitude is required to be any kind of pilot at all. A person with absolutely zero I-can-do-it attitude is never going to climb into the left seat for their first lesson. If I was writing the textbooks, I'd say the five attitudes in excess are of concern, but that all humans exhibit all those behaviors to some degree from time to time. It's part of what makes us human.

Glad you found some extra speed. But beware- From what I have seen, many of these vintage planes have plenty of worn pieces in the system and plenty of them have had the control linkages meddled with more than once over the years.... A complete (proper) rigging will also include: 1. setting the position of the aileron center links pivot below the floor; checking the aileron/rudder interconnect spring setup. 2. setting each aileron bell crank to its neutral position 3. adjusting the aileron up and down throws (bell crank stops) 4. adjusting the flap stops and checking degrees of each flap at max extension 5. setting rudder to neutral position and adjusting rudder throw (stops) in both directions 6. checking elevators are equal and checking the throws (stops) If you are just using the boards to set aileron positions without checking the positions of the bell cranks, you are most likely changing the amount of control travel you have (reducing one aileron travel and possibly increasing the other). In my limited experience, if the aileron bell crank stops are not set properly after [edit] adjusting the centered aileron trailing positions, you’ll end up with uneven aileron throws. The TCDS and the service manual have everything you need if you have travel boards in hand- be sure to follow the process form beginning to end (It’ll take all day). I’ve done 6 planes so far, and have yet to encounter even one where anything was even close to spec. You can set it up to fly straight, but you might not be contacting the bell crank stops on each side in each direction, and may not have enough control throw.

Isn't this the title of a country song?

I absolutely LOVE flying my bank account!!!

Airplane, Glider

LOL! But, I'm not the suing kind of guy. As long as I get all the medical costs covered, I'm good.

I see now that Dr. Susan Northrup has been appointed the new Federal Air Surgeon. I hope to see good things coming as she was the SE regional and before that worked for the airlines getting pilots back in the air. She wants to move away from snail mail to e-mail and getting faster responses. From what I have seen of her in the past, she has a pretty common sense approach so I hope things will improve.

Not saying there isn't a special washer, but the voltages generated will be cancelled out as long as both sides of the star washer are at the same temperature; which is pretty certain! Additional thermocouple trivia/minutiae: Common misconception is that the thermocouple voltage is generated at the junction between the two different metals; that is NOT true. If you think about it, it can't be because you would have some, albeit small, voltage across close to zero ohms which would generate an enormous current! The voltage is generated along the length of the two wires; since the wires are different metals, the voltages generated are slightly different. That difference is the thermocouple voltage. This is the reason for both aging and why there is 'thermocouple wire' and 'thermocouple extension wire' available. Thermocouple wire is highly purified and homogenous. Extension wire, not so much. The reason for aging is that the wire's remaining impurities migrate over time, in part due to the temperature difference along their length, and thus change the voltage generated. Thermocouple extension wire operates at a much lower temp (usually room temp) over its entire length.

small screw under the sprocket to rotate to increase friction on the wheel.

That's a Mooneyspacer @sekomel Maybe we can get some more details of the flight. In English.

No It doesn't have radar altimeter. And yes flying 100-110kts was hard. We where constantly over speeding this poor Socata

Me thinks you had a bad AP doing the installation. While you’re at it, check the probe wires are not cable tied together with the ignition wires, another amateur mistake. And your fuel flow sensor is horizontal with no 90° bends on in/out ports.

I'm just about ready to start logbook number 11. I like the size and color of the ASA "The Standard Pilot Logbook". I only carry the last one with me. Since I need to manipulate the data in all sorts of ways and use a Mac, I wrote a logbook application on 4D a number of years ago. It comes in handy all the time. It does require me to record in both the ASA log and the computer log, but that doesn't take too much time. I am a year behind on totaling the handwritten one, but the 4D database is up to date. So far 6,259 entries.

I have 4 pro log books now...I decided a few years back to just make one entry per year....I will never have to buy another one...LOL One entry for work flying and one entry for GA flying per year....I measure once and cut with an ax.....

Isn't "lack of macho" summed up in resignation?

The inflatable ones from Bob fields work great. It significantly cuts down on noise in the cabin as well as CO (if you are seeing any PPMs on your meter).

Had a J owner friend volunteer to help with the rigging of my 74F. Prior to checking it out, I was getting no more that 130 KTS IAS on the speedometer. I flew up to his heated hangar today (we are in Canada. Heat is important in February) and using his travel boards, did the following: - set both ailerons to 0 degrees (one was +2, other was -.5) - set flaps to -1 degrees (from 2 degrees on one to 0 on the other) - rotated the exhaust towards the rear (it was almost pointing straight down) - rotated the Lasar tie down rings 90 degrees (I had them pointed to the back) - adjusted the trailing edge on the rudder (I was requiring to use left rudder to keep the ball cantered. The trailing edge was bent to the pilot side substantially) - adjusted the cabin door so the leading edge sealed better to the fuselage (there’s was a 1/8” step between the door and the fuselage . Total time, including the BS sessions and checking out his panel improvements was around 2.5 hours We took our planes for a rest flight after. The result was a 138 KTS Indicated airspeed! TAS resulted in 147 KTS, which is right in line with the POH expectations. My aircraft hasn’t been washed or waxed in months, so I’m looking forward to giving her a bath once the weather warms up to see if I can’t break the 150 TAS mark. It’s worth taking at look at your rigging for an easy speed pick up.

Ah rats....... that’s exactly the tune I thought of.

Hey HRM - definitely insulate first. Then you’ll have your choice of by which means you want to control the environment more effectively and efficiently. We’re looking at doing the same for our garage a little up the road here. It’s wonderful and we spend lots of time in the spring/fall doing projects or the kids playing in there (I have a workshop in the garage), but come winter or summer, we don’t spend nearly as much time as we’d like doing stuff because of the Elsa / Lucifer effect. We’ll probably end up better insulating it (doors, floor and ceiling need it), and doing a ductless split unit. The insulation will probably save on the heating and AC losses for the finished upstairs over that garage a bit. Also - the giant harbor freight industrial fan works awesome to get air circulating and really does help in the summer.

Just make sure it's not too similar to "Amarillo by Morning" or you'll make George Strait very unhappy.

Surprised get Home -itis was not listed by the FAA as its discussed plenty at the airlines.

One Niner Diner at Paso airport is open with indoor/outdoor patio seating...............very nice too!!! Some of us were there New Years Day.

Flight 126 Cafe is pretty cool too! Santa Paula airport .

In your neck of the woods, I love Ella's at the Airport Watsonville.

Sure would be nice to have a thin blade top prop available for the bravo... From memory you said the plane is already over tbo?

I am a hard don't tell me it can't be done! Not in the sense I don't listen and learn from people I look up to because I do. BUT, if someone tells me it can't be done and it is possible to do then you bet your ass I am going to do it! I posted this before but I thought it fit in here. I had nice talk with my private/multi instructor. Reminded me of the day I got my private. Like everyone that gets their pilots licence i was excited and I was hanging around the flight school, I couldn't get enough. I had flown only a 152 and I thought it was the best thing since sliced bread even though i knew almost everything out there was bigger faster etc. I was talking about my solo flights and on one of them I climbed to 7000.Then in the background this guy that reminded me of Fat Bastard from Austin Powers said "I can't believe you got it that high". I asked why not the book says it has a 14,700 ceiling. he starts laughing just like the Fat Bastard and said "no way it would ever get that high"!Remember I loved the 152 so i am like Later that day I rented the 152 filed a VFR flight plan so it would show up on flight aware. Filed KASH-KCON-KASH at 14,500. I called ground copied the flight plan and he cleared me to taxi. Halfway to the runway he asked me what I was doing so I told him the story. He clears me for take off and said good luck. I am thinking why doesn't any one think it will make it. I get handed off to approach and then they ask me "what are you intentions?" I tell him and he said with a laugh "altitude your discretion. around 10,000 I got handed of to center, she could care less and was rather busy. Knowing that you can't be above 12,500 for more that 30 min when I passed 12,500 I started the timer. It took 21 min to go from 12,500 to 14,000. Took pictures outside and of coarse the altimeter. I told center I would like to descend to Nashua"proceed as requested. handed back to approach and I said, I made it to 14,000. He said, I know we were all watching and I lost $10 buck to a bet! Back to tower He clears me to land and said I see that you made it up there. he asks what was the point of that? I said because Cessna said I could and someone told me I couldn't.That following Saturday I Showed Fat Bastard the proof and he got mad that proved him wrong. It was hilarious! looking back at it now he reminds me of my 9 year old right before bedtime.In his defense it most likely would not have made it there with him in it.

On St. Pats day we'll have been here in coastal NC for exactly one year. I wanted to experience the weather over the four seasons before deciding on how to control the weather inside my 2000 sf hangar. As spring approaches, just opening the doors on each side makes a wonderful environment and this works great in the fall as well. Then there's Elsa to deal with starting mid-November and then Lucifer shows up in June. What I really want to do is take the chill off during the cold months and moderate the heat in the summer. The whole building is uninsulated, just wooden framing with a pitched roof and 13' open-joist ceiling. What I am thinking is either a package unit heat pump with one huge vent midway down one wall or a set of ductless mini-splits. Looking for ideas now that I can get back into the hangar and it will be pleasant for another three months.

Fantastic Mooney pics Lucas! I didn’t get to re-orient a single one... The dirty belly made me laugh out loud... your post only gave a hint it was coming... See if you can select your favorite pics... send to Mooney.com for their Mooney of the month contest... I bet your ship can earn a title... Thanks for sharing the pics! I like the simple, taxi on an imperfect surface... Mooneys don’t need acres of perfect concrete... Best regards, -a-

Don't feel bad about not catching that in the pre-buy. Pre-buys are for catching airworthy items or the items that are thousands of dollars to remedy. You're always going to be dealing with the little stuff as long as you own an airplane.

I can't read the name of the company at the top of the instrument. What does it say? FTI Inc? There should be a supplement in your POH descibing how to use it.

Sometimes the incredible speed of the Mooney can suck the fuel right out of the tanks! We love to fly......FAST !

Pop off the cover on the side of the arm rest and tighten the nut. It comes loose with use and you will need to retighten every couple of years.

Awesome photos. I always liked that paint scheme. also think that’s the best view of Mooney belly that I’ve ever seen.

If I didn't have a touch of "Invulnerability: “It won’t happen to me!”" I would have never got into an airplane.

He's posted here before and answered questions after some of his other vids were cited.

Apparently it is a common issue then. I closed the hangar door yesterday and turned them on. With the lines horizontal, the beam, which is an eclipse (reminds me of a cat's eye) has the two foci major axis on the vertical. Thus a good portion of the beam is on the ground right in front of and indeed below the wing and what is out there is very narrow. Obviously turning it to the lines to the vertical will cause a broad beam which is diffused by the width, making it a true taxi light. You're not helping telling me what a PIA those Allen screws represent!

Funny I like how both men in the plane duck instead of flying the plane. I hate to be a Monday morning quarter back but he could have flown between the trestles and still crashed it would have been more believable. Well I digress and my career as a critic never really took off.

My C310 was an F model and somehow was fitted with electrically deiced two blade McCaully props. When I inquired about 3 blade props for it, McCauly was intrigued that an F model had electric props and proposed using it for certification purposes for that conversion in exchange for a pair of the props for $10k. So I left it with them for a month or two (while I was checking out in the B744) in the winter of 1998(?). I don’t think they ever flew it, but just did a fit test. It was a great deal for me until a couple years later the nose gear linkage failed on extension and I needed to land without it. On touchdown, I feathered both props and they both stopped 2 down and 1 up. When we eventually ended up on the nose(they roll a long time before it comes down) the down blades, of course, were in ground contact but amazingly 1 blade on each prop was still salvageable. The short blades went onto one prop, the long ones on the other. Of course, had they been 2 bladed, I might have gotten away unscathed. Anyway, to the original question, yes loaning my plane to McCauly worked fine.

From the ‘65C POH... ‘62, ‘63, ‘64 data included. There was an earlier thread about this, I remember because I stuck my foot in my mouth. My royalite trim wheel tower cover has a hole on the left side to access the friction lock screw.

There is a little to it to get it right and line up with factory mounting holes and releive the bottom bar for the rivets on the tray. Fortunately the holes already exist. If Alan has any, I'm sure it would be worth it to buy them from him. Unfortunately, he didn't have any when I checked.

It just proves that your trim system is in great shape. there is supposed to be a trim brake on your trim wheel. Most are missing. It puts spring pressure on a plastic rod that keeps the wheel from doing that. There are a few threads on here about it.

These opportunities have worked out pretty well for people around here... For various pieces of hardware... Still, somebody is going to be flying your plane... T/O and climb are a big part of prop skills, as is max speed at all altitudes... And the discount probably isn’t that big... And the time they have it probably is pretty long... But other than that.... Do you want their product? Or would you rather have an MT? Some people are much more comfortable with this type of opportunity... they have bigger budgets, or are mechanics, or they really need the new prop and anything to make it happen... Read all the documents twice... don’t get stuck by something you didn’t read very closely... PP thoughts only, not a mechanic or lawyer... Best regards, -a-

I would not be overly concerned about 6 weeks down in a hangar. I fly most weeks but my plane was down for 6 weeks for annual. Do I think my engine turned to dust during those 6 weeks? NO Sent from my iPhone using Tapatalk

My take-away from this is that exercise is bad and should not be practiced.

It’s very dangerous to leave your plane sitting around. Send me the keys and I’ll keep the rust off the cylinders for you.

Your flight path doesn’t take you over all the high stuff. With your dog and passengers you won’t be flying in the high teens to take advantage of the turbo. Going east you will be flying high but coming back west you will be flying low. I fly to Jackson and Driggs in mine and have never had a problem with density altitude or even climbing up to 17.5. If you look up tail numbers of all the people that have turbos most don’t fly at the beneficial altitudes and the additional fuel burn eats up useful load and adds additional stops making your trip times slower not faster. If you were flying by yourself I would go turbo but your not. Just my reasoning.

So, not quite Florida, but very close over the border into Georgia (a short flight in your Ovation!) is Saint Simons Island (KSSI), which is a great destination by itself, but there's also a great BBQ place that is a 1/4 mile away and easily walkable from the FBO. (Which is incredibly friendly) Would also greatly recommend St. Augustine (KSGJ)... cheap fuel, and Uber/Lyft to Old Town. Great day trip. St. Pete-Albert Whitted (KSPG) is right on the water and right next to the excellent Salvador Dali museum, and around great walkable restaurants and shops. Also the Dale Chihuly glass blowing studio and gallery is nearby. Once you get more experience in your Mooney (and if you feel you can get onto a 2400 foot runway safely with no room for error), Cedar Key (KCDK) is legendary and is a great walkable area. Stop by Orlando Executive (KORL) and Uber/Lyft a few blocks over to see our great downtown area near Lake Eola. Tons of great food and shops. The Florida Keys (KEYW and KMTH) are no big challenge, I wouldn't hesitate to visit them soon. Nice, long runways and not terribly busy or complex. The Bahamas is more of a challenge, mainly for paperwork reasons.