Andy95W

Lack of experience = over confidence = higher accident rate Less confidence = greater caution = lower accident rate

Mike, I think you’re experiencing 2 things at about the same time in your life. First, at 35 years old with a wife and child, you have more to lose than you did at 18. You’re not necessarily losing confidence, but your age and experience are making you question things in ways and for reasons that you never did before. This is very normal. It’s why 18 year olds pursue extraordinarily risking behaviors and middle aged people usually don’t. The second factor involves your experience level. As you gain experience, you start realizing all the things that can go wrong. My guess is that you’re thinking more about the unknowns, particularly things like a catastrophic failure of some component or bizarrely unforecast weather. Before, you didn’t know what you didn’t know. Now you do. The upside to this is that it’s making you a safer pilot. I found your graph very interesting, because it’s so similar to another graph I’ve seen often in the last 33 years:

Half fuel tanks, just myself, so pretty light and slightly forward CG. From what I’ve seen, aft CG doesn’t make as much difference as lighter weight.

+1

Erik, I’m embarrassed to admit that the Donald Duck video helped my understanding. If I ever meet you in person, you’ll have to explain gamma=1+1/(1+1/(1+1/(1+/...)

The Golden Mean...

Use the Ultimate Compound first. The cheapest solution by far, readily available at Walmart.

Old, sticky up relay.

At 8500 MSL, right at 10 gph. Full-tilt at 2500 MSL was up around 13.5 gph. Not as efficient as an M20E, but not as expensive, either. Love my ‘C’!

I’m not sure about Hank’s airplane (or Gus’ ) but my M20C with 1/2 fuel will do an actual 149 kts at 8500 MSL, full throttle, leaned for best power. Verified by a 3-way run and using the formula for the “Horseshoe Heading Technique” specified in the paper referenced with the link, below. https://www.nar-associates.com/technical-flying/horseshoe_heading/horseshoehead_screen.pdf At 2500’ MSL, full power, mixture rich, 2600 rpm, my Garmin GPS/G5 says I’m getting 151 kts TAS.

⬆️⬆️⬆️ This. Also, the pivot points where the empennage attaches should probably by checked for cracks.

Nor me. Phillips 20W50

Please keep in mind that you’re the only one here who feels that way about Clarence.

It sounds like your dad had a life worth celebrating, a life to be proud of. I wish I were as lucky as some here who had the chance to know him.

Please post more information, for those of us who didn’t know him! When did he serve in Korea? What did he do there? Why did he move to Kerrville? When did he work for Mooney? In what capacity? I’m sure I’m not the only one who wants to know more about his life!

Cherry picker with a strap through the top engine mount tube just behind the engine. Simple, easy, effective.

Welcome aboard. My M20C is pretty close to your SN, my right main gear looks similar to yours. There is not an adjustment for that angle. If your A&P doesn’t understand Mooney landing gear and tries to adjust it, he will screw up the gear rigging tension and the landing gear will collapse. Like Hank said, squirrelly behavior on landing is a result of the nose gear. Either the angle of the lower leg is off (this can be adjusted by a different size spacer above the nose gear shock discs) or the nose wheel to rudder rigging is off.

Water/methanol has already been done and approved, and the current company is still in business. Petersen got its system approved back in the 80s/90s. At some point the system was sold to Airplains, which is still in business. It is currently approved for the Cessna 180/185 and maybe a few others. I’m not sure about adapting it to a Lycoming.

I’m pretty sure I’ll be doing the same within 5 years, for pretty much the same reasons. Good luck, have fun with your new bird!

You may need to read Lycoming’s SI more carefully. My M20C’s O-360 is approved for 94UL. My previous airplane (Piper Aztec) had IO-540s that are also approved for 94UL. Unless you believe those airplanes are actually trainers, in which case I withdraw my comments.

Pay the $400.

Cliffy- probably the most cost-effective option that actually looks decent is the Brother P-Touch. The one below costs about $35. The two tape options I use most often are Black on Clear, and White on Black. The key to make it look good is to trim as closely as possible around the lettering, otherwise the plastic tape will reflect too much light and be noticeable. Trimmed down (like mine, below) is a bunch of extra work, but worth it. You'll be out only about $45 total, and you can label stuff around the house until your wife tells you to stop.

@RLCarter- if, possible, could you send me the 337 also? I have a copy of Sabremech’s, but having two examples makes for better supporting data for my FSDO.

About 10 years ago the local flight school had a C-172 go off the runway and it caught the prop. Nothing too major, complied with the rear gear AD, changed the prop, put back in service. About 100 hours later, crankshaft broke in the middle. CFI and student limped it to the runway safely on partial power. But I agree with your premise, Cliffy. In over 30 years around GA, and over 2/3 of that as an A&P and CFI, that is the only instance I can remember hearing about.

I do understand his thinking. Instead of quibbling about 1% of the MGTOW, I’d much rather have the extra 5 gallons of gas.