BKlott

It is a pre-war Culver Cadet. This is the airplane that Al Mooney designed following the Darts. After WW2, the next Al Mooney design was the Culver V (for Victory), the last Culver Aircraft before Culver closed up. Al then went on to start the Mooney Mite series, followed by the M20. Most of the pre-war Darts had a radial engine and fixed landing gear. Some of the later darts had a flat engine. The Cadets had retractable gear and either a Continental or Franklin engine ranging from 75hp up to 90hp. Advertised cruise speeds ranged from 120 mph up to 130 mph with the 90hp Franklin. Even if they are not quite that quick, they offered outstanding cruise performance coupled with economic operation...an Al Mooney trademark.

You just had to do that, didn’t you! Just rip a guy’s heart out... When my Dad was in the Army in the late 1940s, he was stationed at Fort Jackson, SC. At Owens Field there was a Culver Cadet for sale that he was saving up for, thinking that he could fly it home to Philadelphia on the weekends when he could get a pass. The month before he would have enough money to buy the Culver, someone else bought it, moved it to another part of the field and placed it back up for sale...at a significantly higher price. Dad never did get his Culver Cadet and neither did I.

What a pretty airplane!

Look for the February 1999 issue of Flying Magazine. I believe that Richard’s On Top column is what you are looking for.

Best to check with your IA and ask him to show you how to do it. Some IAs prefer to do that themselves during your Annual Inspection and don’t want us hamfisted Pilots fooling around with our airplanes.

Another member of the greatest generation of General Aviation Pilots has left us. It is like the end of an era. He will be missed...

I’ve attended Sun-n-fun since the mid 1980s and have witnessed a lot of change over the years. I was there today and was concerned going in that the windy and rainy weather at the beginning of the week along with the forecast of bad weather moving in on Sunday would impact the number of planes on display in the Vintage area. My concerns proved valid as the Vintage area was sparsely populated and a fair number of those still there, were packing up and leaving. It was disappointing but not unexpected. There did also seem to be fewer vendors and aircraft on display than in years past. The homebuilt field, once heavily populated with dozens of rows of airplanes, was mostly empty. A mere shadow of what it once was. It’s hard to quantify why this has occurred. A number of factors may be impacting the show. Weather certainly plays a role. Attendance may well be cyclical. When the show was held earlier in the Spring, perhaps there was more attendance from those wishing to escape the Winter up North. When the Vintage airplanes were featured on the main Flightline, more vintage aircraft were in attendance. The move towards featuring the homebuilts impacted their attendance. The year they burned the grass in the Vintage parking area led to many showplanes being covered with black soot every day, repeatedly, didn’t help. I overheard a guy with a beautiful Piper Pacer, a past Champion no less, state that he would never return. He was tired of cleaning off his airplane all day long. They haven’t burned the grass since. I’ve heard others complain about the cost of admission. They can fly to a number of smaller fly-ins with less hassle, good food and have a good time at a lower cost. Maybe that is what folks are doing these days. Or maybe we’re witnessing the effects of a declining pilot population as the greatest generation of American pilots has largely left us and the succeeding generations are smaller still. Or maybe the fact that in 1966 you could purchase a brand new Piper Cherokee 140 for about three times the cost of a new car but in 2018 a brand new Cessna Skyhawk will cost you about ten times the cost of a new car and don’t even ask about the other airplanes. I do not know the answer. I am glad that I went. I enjoyed seeing the airplanes that I saw but I was disappointed. Coupled with the fact that I spent most of my time there thinking about and missing my Dad. We used to look forward to Sun-n-Fun every year and attended most years we lived here. It was not the same. I did not enjoy myself...to be honest...but I will return next year.

When I had mine done the pre-balance vibration was .4 ips (inches per second). After the process it was fluctuating between .01 and .02 ips. The improvement was amazing!

Not so much for those of us who prefer the original appearance of the airplane.

You have asked the “million dollar question” or at least the “buying the airplane all over again” question. Two years ago I faced a similar dilemma. My airplane had original paint, interior, glass, lots of cracked plastics, legacy avionics and was due for a prop overhaul and balancing. Plus the 2020 deadline needed to be addressed. Financially, it made no sense whatsoever to spend that kind of money on the airplane. My Dad would have told me to sell the airplane and then buy a different one with newer paint, interior, avionics and lower engine time. Even if I had to spend a bit more, I would be ahead of the game. Actually, he would have said “sell that stupid thing and get a better airplane”. Then he died and I found that it isn’t easy to lose your Dad and then sell the last airplane that you owned together and the last airplane that he would ever fly. I decided for non-financial reasons to spend the money and fix up the airplane. New paint, leather interior, tinted glass with UV screen, fiberglass fairings, overhauled and dynamically balanced prop, new seat rails, etc. My legacy gear all works so I see no reason to change it. I don’t feel that I need the “latest and greatest” to enjoy my airplane. I use an iFly 740 portable WAAS GPS and I added a Lynx 9000 NGT for ADS-B in and out. Now I have on board weather and traffic. I have well over $100,000 into this 1975 172M which we purchased back in 2001 at the peak of the market. Clearly I will never recover what I have in the airplane. I knew that going in. I think that if we keep our airplanes long enough AND spend the money to improve or maintain their condition, we will all eventually become financially upside down in our airplanes. Some folks will let things go. They won’t spend the money on paint, interior, avionics, etc. Then when they are faced with the engine job, they’ll want to sell the airplane. By then, the airplane has such a diminished value that it is no longer financially viable to fix it up and make it a nice airplane again. Off to the scrap yard or it just sits and rots on the ramp. You can make a financial argument to treat used airplanes as disposable items. Use them up then sell them for whatever you can get and buy another. But if everyone does that, eventually we’ll run out of airplanes. Somebody has to be willing to spend their money maintaining the condition and value of the airplane. It is really that simple. Spending a lot of money on your F model Mooney is still a lot less expensive than buying a new Mooney. If you proceed with the proposed upgrade and then get caught with an engine job...something to consider...how will that impact your budget and how will your wife feel? Hopefully these comments will be of some benefit to you. Let us know how it turns out.

There is just something special about a Mooney with the curved rear windows...what a GREAT shot!

When I am planning for a trip I start watching the weather on the National Weather Service website a couple of weeks out. As the departure date approaches, I’ll also start looking at AWOS weather data as well. Generally speaking, I will time my departure to take advantage of favorable VFR weather conditions and adjust my schedule around the weather. While I do carry water with me, I won’t touch it for the first two hours or so. Then I will take small sips to maximize my “endurance” and ensure that I don’t create the need for an unplanned stop. I also like to do an oil and filter change before a lengthy trip. It gives me an opportunity for a good look under the cowling before I head off. The engine always seems to run nicer with fresh oil in it. Pack a small container with window cleaner, rags, an extra quart of oil and spout. Phillips oil provides a handy spout with each case. I’ll keep one on hand during trips. Also have tie down ropes and rings. Haven’t had to use the rings yet, other than at Oshkosh, but the ropes have been used many times. For me the trips have been memorable. No sooner do I complete one then I started looking forward to the next one. You have the advantage of having a fast, efficient airplane. I’ve done most of mine in a 172. Have fun!

Airline deregulation.

Weekend Wings by Frank Kingston Smith. It’s like an old friend that you like to revisit from time to time. Gentleman of Adventure by Earnest K. Gann Night Flight by St. Exupery The Eagle has Landed by Jack Higgins The Lady Be Good by Dennis McClendon

In the deep, dark recesses of a ramshackle aircraft housing structure a lone Aircraft Inspector searches for the...unknown. Will he succeed in his quest to discover that which no man has seen before? Join us for the next episode of “Adventures in Annuals”.

I’ll drive in once or twice during the week. Can’t wait to ask the Medical folks in the FAA building for an update on my Special Issuance package.

We could write volumes about buying and owning airplanes. Back in the 1960s my Dad talked about the “big bills” and trying to avoid those while buying and owning an airplane. His “big bills” were the engine job, the paint job and the interior. If an airplane had a high time engine or a lousy paint job, he wasn’t interested. End of discussion. Keep in mind that if you purchase an airplane with average or worse condition paint and interior, those items are going to continue to deteriorate during your period of ownership. When you go to sell, your potential buyers are going to be looking at fair to poor paint and interior. If they are knowledgeable, they are not going to pay you what you probably want for the plane. If you don’t maintain the airplane’s condition, you can’t very well expect to get out of it what you put into it. What irks me are the guys who list an airplane that has a run out or near TBO engine, the original but now faded and chipped paint job and a worn interior. They and all the former owners used up the airplane but didn’t want to spend their money fixing up the airplane. The plane is now essentially worthless but they still want an idiot buyer to come along and give them good money for the airplane. Do the math. A good, quality engine job is probably closer to $25k and up. To do it right you need to do the complete job like pulling the engine mount and shipping it to a facility that is equipped to check it for internal rust and cracks along with repairing it. Remember, it has been supporting the engine for probably fifty years in addition to being subjected to g forces, heat and vibration. Some guys won’t do that because, well, it might cost them a little bit more. Of course, if the mount fails in flight, I wonder what that would cost? A quality paint job is probably closer to $12k these days and a quality interior can run $8k to $10k. Of course, some guys try to do things on the cheap and there is nothing wrong with that unless it looks cheap. A knowledgeable buyer will look at a strange, weird or homemade paint job and walk away. He knows better. Now you can add avionics to my Dad’s list of big bills. Vintage avionics continue to decline in value as state of the art is a big box WAAS GPS NAV COM. Here again you can get mislead by the acquisition cost of the unit without considering the installation costs and related incidentals. For example, I looked into upgrading to a big box unit. In my case, I would also need to acquire a new switch panel and a new VOR head as mine would not properly interface with the new technology. That would add a little bit to my bill right there, right? Of course, the big box would eliminate the need for my ADF so the ADF, it’s indicator, antennas and wiring would all need to be removed along with my separate 3LMB which would be included in the new switch panel. Now my instrument panel is all screwed up and now you can add that to the bill. It just goes on and on.... I decided to stick with my vintage avionics which all works, by the way. That is another thing you’ll find when shopping for a plane. This radio doesn’t work, this is broken, this isn’t quite right and nobody made any effort to get them fixed and working properly. That would cost money. Take your time and learn all you can about airplanes. Don’t get discouraged. Be patient and remember this. I have twenty one years of aircraft ownership experience. It is expensive but a very rewarding experience. I wouldn’t have missed it for anything.

I stopped in there today for the Tuesday “burgers on the grill” lunch. It was quite good!

When my Dad purchased his 1964 C model in 1970, the first annual required him to get the gear re-bushed. An unhappy surprise!

Another option for service which I have used is Naylor http://www.naylorsinstrument.com/mobile/index.html which is located adjacent to the Gainesville, FL airport.

Jim Plunkett was drafted by New England then later played at San Francisco before moving to the Oakland Raiders. He became their starting QB just in time to ruin Jaworski’s shot at a Super Bowl ring in 1980. Brady was back-up to Drew Bledsoe who got injured and that was the end of Bledsoe’s run. I think as rough as the game has become, reliance on one QB is an ill fated approach. Teams really need two QBs that are starting caliber and can execute the offense in this era.

Maybe you will have the opportunity to take her son flying again. It might be difficult at first but beneficial for both of you. I lost my Dad to Cancer a couple of years ago. I kept our airplane, the last one he ever flew. The same one we flew to the 50th Anniversary of Airventure in 2002 and the one we flew to Dayton to celebrate the Centennial of Flight in 2003. The plane we flew to Souther Field in Americus, GA...the site of Lindbergh’s first solo...and to Moton, AL to see where the Tuskegee Airmen flew. We also took the 172 to the Swift fly-in in Crete Couer, MO one year and lots of other places that seem to fade in and out of memory now. Every time I go down to the field and see the plane I remember him. I can still picture him at our hangar. That was real, real tough early on but somehow it seemed to get easier as time went by. I dealt with my grief by fixing up our airplane and making it a real nice airplane. Dad would have been proud of it although I can imagine him saying to me “why didn’t you sell that stupid thing and get a better airplane?” How can you sell the last airplane that you and your Dad flew together? I just can’t do it. Cancer is hard, not only on the patient but on the patient’s loved ones as well. Often the outcome is pre-determined and unlikely to be altered by even the best intentioned efforts. Knowledge is at once both a wonderful and terrible thing in these instances. You know what is going to happen, when it is likely to happen, the warning signs that you will see as the end nears. You feel helpless to do anything about it. I think the time that we share with those we care about is the best, most precious gift that we can give. Life is fragile and tomorrow is never guaranteed. So spending your time with someone, taking her and her boy for an airplane ride was a very special gift that you gave to them both. I’m sure that it created a special memory that neither of them will ever forget. If you want to give her one more special gift, look in on her Son now and then. Make sure he is okay. I’m sure she would appreciate that. I am sorry for your loss.

For a long time fan who was broken hearted in 1980 when Ron Jaworski and Dick Vermeil lost to Jim Plunkett and the Raiders, this was much appreciated! While most teams have their quarterback controversies during the season, the Eagles have found a way to have one post-season after winning the Super Bowl. This will be interesting to follow. Wentz was great but got injured. Back-up Foles, the Rodney Dangerfield of quarterbacks, steps in, plays great and wins the first Super Bowl for the franchise. How do you trade, bench or cut him?! Who starts next year? Foles has one year left on a two year contract. One other interesting thought. Foles played well in relief of an injured Alex Smith in Kansas City but was benched in favor of Smith when he returned. The Chiefs either cut him or traded him to Philly. Will Foles success be the last straw that gets Andy Reid fired from KC?

Here is some info pertaining to 1968 Mooney Rangers (M20C): Rangers and Mark 21s are almost the same aircraft, but are made in different years. Slight differences give the Mark 21 a slight edge in cruise speed. For instance, the Ranger doesn’t have a retractable step, movable cowl flaps or dorsal fin of the 21s. Also, the later Rangers didn’t have the flush riveted underwing. Though these are small items, they add up to 4-6 mph slower cruise speeds. Mark 21s from 1965 and later and all Rangers have 52-gallon fuel tanks, enough for almost a half-hour more cruise over the 48-gallon ’61-64 Mark 21s.

If I remember reading correctly, when the Crosley powered Mites started having problems, Mooney found, upon inspection, that the delivered engines did not conform to the design specifications. Thus the move to Continental and Lycoming variants.