flyboy

Anderson SC, KAND has 100LL for 5.20 Greenville SC downtown KGMU has a nice diner on the field Asheboro NC KHBI has a museum on the field Kitty hawk NC KFFA is a great stop, but no fuel

Does anyone have a link for the Georgia passport program?

I'm working on it in SC. There are 59 public use airports on the list, I have 42 or so in my passport now. Sometimes the stamp is locked up in the FBO after hours which may require a second (or third) visit. It's a cool program to promote aviation. I usually go with a buddy of mine, we share the cost and share the fun. We add in a food stop and make a nice day of it. Sometimes I will pick up some hood time and IAP along the way.

I am having the same problem in my '61-B model. I think that the problem is reduced if the airplane is loaded as tail heavy as possible. In other words, if the pressure is reduced on the trim system, then there is less need to correct the trim. Of course it is not always practical to move the CG.

yes that is correct, but you will still need the sign off from your CFII

I tap the brakes before gear retraction. After the gear retraction, then there is flap retraction. ( Sorry, I couldn't resist ) Oh, and the step is retracted prior to engine start, just after the last passenger steps up on the wing. This gives me something to do while waiting for passengers to load.

You made it back down without damaging anything or anybody. The airplane can be used again. Well done. It can be difficult to think about turning mags off or keeping that carb heat on that seems to make things worse. Having passenger(s) aboard greatly compounds the problem. You have now had some time to think about the event and to be better prepared if it should happen again. That's what I call a successful flight.

That's what I was thinking when I asked how long he ran the carb heat. That would explain the rougher running with carb heat but I would have stayed with the carb heat for at least one or two minutes. I have only had carb ice in my mooney once that I know of, it was in heavy rain and while IMC. Carb heat made it run worse until the ice melted away. I did notice a slight loss of manifold pressure prior to the rough running.

Seth, Glad to know that you made it on the ground OK. How long did you run the carb heat?

Many years ago my 172 was sitting tied down at GSO when hurricane Hugo came through. I happened to be at the field. Most every plane on the flight line had loose ropes and was bouncing around pretty good when the eye finally arrived. I went out and tightened as many ropes as I could during the eye. There were several airplanes that I did not get to tighten the ropes before the back side of the storm hit. Two or three broke loose causing severe damage. My bird did not have a scratch on it because I took care of the planes nearby. Mind you there was not a line boy is sight.

Some super technical elves would call the goop torque stripe, but most elves know it by its common name "bird,s...t" This stuff can be acquired by strategic elves. Elves have been thought to adjust a VSI to read 0 on the ground with the adjustment screw, but there is little proof that this actually happened.

High wings are easier to get in and out of and offer great visibility. Low wings are much better looking and sexier than high wings. Add on a three blade prop to a Mooney, now that's one sweet looking ride. Life is too short to fly ugly planes.

Same here. My last trip was about 3.5 hours, one hour of it in IMC. When we landed I was ready for the restroom but otherwise wasn't really ready for it to be over. Love flying my Mooney.

I wish you had posted this a month ago, as I was close by. I have had four adults in my short body for nearly four hours, it was ok but everyone was ready to get out when we landed.

I am going through oil like mad, about 1 quart in two hours in my O-360. It looks like most of it is going through the breather and then on the belly. TSMO 1930, was done in 1985. #3 has 700 hours on it, all other cylinders have 1920 hours run time per the engine log. Is it normal for the induction tubes to be wet with oil on the inside? I am sure this part is due to worn intake valve guides. This would explain some of the oil loss, however the oil lost through the intake valve guides would end up in the combustion chamber and burned. It doesn't seem to me that this explains any of the loss through the breather. Compressions are #1-78, #2-76, #3-78, #4-78. Engine runs great, just using oil. I normally say "oil is cheap", but this is getting painful. Pulled #2 cylinder due to minor leak at base of cylinder, found induction tube wet with oil on the inside and a bit of oil dribbled out of spark plug hole. Piston and rings look great. Valve guides have some wobble, but not bad considering the time on the cylinder. Going to replace oil ring, valve guides and all gaskets. Currently waiting on parts. Pulled induction tube off of #4 today, wet with oil inside, no dribble from plug hole. Should I pull #4 as well? Your thoughts?