StinkBug

I've looked pretty closely at mine, and unless there's something I missed the only way to add the hat rack requires a saw, and the removal of a piece of aluminum the size of the hat rack opening. I'd really like to see the wording of that log book entry DXB, since yours is the same year and model as mine.

Is this something that can even be done? On my C (without hat rack) the bulkhead appears to be a solid aluminum sheet all the way up. To add the hat rack would require some cutting. I just assumed that would be a no-go legality wise.

PTS says below maneuvering speed. In my C that's 132 mph IIRC. At the low altitudes you'll be doing this at that'll be a fairly low power setting. I used that speed for all the maneuvers. Slower actually makes a lot of them easier. For Chandelles and Lazy 8s you're expected to be just above stall at the top, so starting at a faster airspeed just means steeper and longer climbs. For the lazy 8 that also means a longer down swing, which can mean picking up too much speed if you're not right on your timing. Our planes speed up really well downhill, and don't slow down as easily going up the other side so it's tricky to get everything to line up if you start fast.

That makes sense. Next time you're flying try it though. Open the window then flip it shut. Mine snaps shut like a mousetrap, and you can't get it open if you don't have fingernails.

The storm window actually came open? The latch on mine only holds it closed when the plane is not in motion. In the air differential pressure keeps it shut TIGHT. I've opened the storm window in flight a number of times, flipped it closed and not latched it. Only noticed the lack of latch when it opened after landing.

I'm not local, but am commercial rated with lots of Mooney time and would be willing to ferry alone or fly with the guy.

That might be a little extreme. If your wife makes you a sandwich is she STEALING from the deli down the street? I think not. Still, I'd rather give a ride to those truly in need.

I tend to agree with Erik. If the movie has the budget for A list stars they should have the budget for transporting a dog. Even a regular airline can get that done for less cost than flying a GA plane. If they really need/want the dog they will pay for it. Or maybe it's really the dog's owner that is more desperate to get it in the movie. I'll be flying 3 dogs on my own dime tomorrow, but they are being saved from shelters and given a new chance at a good life, not used to make money. Regardless, if compensation is involved it's a commercial venture and the pilot and aircraft need to have the proper paperwork.

Speaking of the caravan I saw a Mooney and a Yak departing KCRQ in formation today. Didn't recognize either from the Yuma Clinic but couldn't help but wonder if they were part of the group.

Flew yesterday and today. Yesterday to celebrate finishing the Annual, and put in a couple hours today just to hit the 500hour mark in my logbook. Gonna see how many hours I can rack up before I hit the 2 year anniversary of my first lesson in May.

My guess would be the length of that arm. I have a bunch of ram mount stuff, and just going off of the scale of the pic that arm would put the shade somewhere towards the middle of the windscreen.

I have an EI UBG16 engine analyzer. Watched my fuel flow on climb out today and it peaked at 17, but mainly stayed around 16.7 or so. Previous to me buying the plane last year Maxwell did all the maintenance and annuals so I doubt he would have tweaked the timing on it like you say.

Yes. Very nice. Thanks Cody.

Well that stinks about the Rosens not fitting, but I know if mine hadn't come with them I'd be doing what Paul did. As I remember it came out really good, and certainly cheap.

And I thought I was doing pretty good at 340 this year.

My plane came with the Rosen visors and they are awesome. I hear the pricetag is pretty steep, but after having them I think I could almost justify the money.

I hope this works for you, but I wouldn't get too excited just yet. My C is in for annual right now and I checked this morning and I have the same carb as you, but none of your issues. On a 90 degree day I might see 410 on one cylinder on climbout if I'm heavy and slow, but almost never do I see over 400. Most of the time I'm in the low 300s. I haven't really paid that much attention to fuel flows because temperatures matter more to me, and mine are never hot, but I'll watch next time to see. FWIW my cruise EGT is right around 1300, and full rich on takeoff is significantly cooler.

I tend to think that having a dead one in flight is a worse idea, but we've already established that the way the mags in question work is different from how the description led me to believe.

That makes more sense. I was thinking it was some kinda electrical connection to the shorting bar. I'm not terribly familiar with the physical workings of an aircraft magneto, only the general principles. I've only worked with motorcycle mags, which are definitely different.

This just seems like a bad idea to me. If the P lead were to break in flight on a normal mag, you just keep on flying and the only problem is that you can't shut the mag off with the key. With this setup if the P lead breaks your mag quits, which could kinda spoil your day. Seems like it's kinda defeating the whole point of a magneto, which is that it provides spark no matter what.

Seems to me this whole discussion is all based on something that AA didn't even have any part of, aside from pointing towards a shop. People call me all the time looking for work to be done, and when I tell them I'm busy, or can't do what they want they almost always ask me if I know who can do it. If I give them a name and that shop screws something up that's not my fault. Do you get pissed off at google for giving you the name of a business when you search for something? I think not. The fact that Jimmy even offered anything shows an amazing level of customer service in my book.

Sounds like a stuff happens deal to me. My plane has started perfectly every time since I got it, and fired up perfectly to come home a few weeks ago. Started running rough on descent. Got down and Left mag was dead. Who knows, yours may have just been right at the edge like mine was. Thankfully it wasn't the most expensive fix in the world. I think the overhaul was about $500. Not cheap by any means, but I've heard of a lot simpler things that cost a lot more on our birds.

Lycoming says the minimum is 3, If I have double that I'm happy. If it's just throwing it out it's not doing the engine any good.

This could have a great effect on so called consumption. If I fill mine over 7 it blows the excess out the breather. It's not really consumption, it's just getting rid of it. Since I figured that out and only fill to 7 I only actually consume a quart every 20 hours (which I'm told is very good). When I filled to 8 it was one every 3-5 hours because that's how long it took to blow that extra quart out the breather. Omitting the extra quart not only made oil changes a couple bucks cheaper, saved me the money of all those wasted top off quarts, it also helps keep the belly a lot cleaner. This may not be your issue at all, but worth noting.

I don't know that I'd say exotic. I make custom stuff for off-road race trucks. Usually they get beaten against rocks. Sane people don't do that with things labeled "exotic" LOL MPG, you go from guessing at numbers to just acting like a jackass and making insults. All I did is question how you could get numbers that were not given. Seems to me you're the one with some growing up to do. For the record I never asked you to do any math for me, you volunteered with made up numbers all on your own. I did the math today. At 100hours I wouldn't have been ahead of renting, but I would have been $10/hour under your WAG.