BDPetersen

See them at OSH. Had to have. Then I saw the price. Sigh.

I'm at Ashland County, 3G4. Live next to airport. I have C and there is an F on the field. Glad to show and share. We're a good group here. Stop by. Ask for Dave (aka Captain).

Get it up on jacks. Check the down lock pressure settings with the special tools and torque wrench. They may be too high. Then unlock the bar and inspect the inside of the latch receptical for a groove worn into the aft portion. Replacement latch available from LASAR. Both issues will make unlatch into unpleasant.

Soon enough I will find out how successful my attempt at resealing is. Used the soap bubble test per Don Maxwell which revealed one specific spot. What I have learned so far is that buying the sealant in the tube is wasteful if you end up with a small repair. Should have purchased the small can. Anyway, if I am correct it wasn't a bad job. If not . . .

Worry about the horizontal stabilizer.

Not exactly on point, but my dad flew his Stinson back from the factory in 1947 when I was almost 2 years old. I grew up in the back seat then front seat. Got most of my ratings in it. Bought it from him in 1972 and it's still mine, although languishing in an extended rebuild. So for 70 years she has been my emotional home when it comes to aviation. Watches patiently as I have my boyish flirtations with the likes of my M20C, but remains the one constant in my life.

Wish I could recall the oil guru who long ago advocated Philips X-C for break in. Advantage being viscosity on start up and keeping bad stuff in suspension in the process. I've run in a number of Continental cylinders on it with good results.

Yes, somewhere in my college aerodynamics class it was emphasized that flutter is a function of true airspeed. The same is true of rpm with a runaway propellor. The mantra was "go down, slow down", both achieving a reduction in TAS.

Sweatshirt would be great.

It's sad that it would occur to anyone to use MS for any purpose than fixing and flying Mooneys. I've left other forums, even Facebook, to keep my day from being ruined by such rants. I fear that giving them their own rubber room will just encourage them.

Have you recently done corrosion proofing? Corrosion X will often do something similar.

Not worth using MS space for this. All I know is that when jet upset was a phenomena in the '60's and '70's, Dan Sowa and Capt Soderlind made statistically demonstrable, award winning improvements in the field that I thank for keeping my 37.2 year career right side up.

They worked well in my day. We seemed to be unscathed at the same time others were getting a roller coaster ride. Maybe they moved some mountains since then . . ,

Forecasting mountain waves involves several factors including surface winds, winds aloft, pressure gradient and topography. Route selection can make quite a dramatic difference, but figuring out that route is the challenge. My airline (which had red tails at the time) developed mountain wave deviation routes out west. A relative few miles change in course made for a much different ride. I wish I knew the specifics of route selection through the eastern mountains. It looks like airways that respect terrain may give a clue, but from Ohio to Florida I usually choose an end run south of BNA. Waves tend to be problematic at two levels, 15,000 or below and, worse for jets, up at the tropopause which ranges from FL270 and up where the waves cause the trop to undulate and sometimes break as in "surfs up". Thus, I don't like mountain waves.

As I recall trying the silicone tips, I wasn't getting as much noise reduction.

I've had Halos since before OSH last year. Try as I will, I can't seem to fall in love with them. Quiet enough, I guess, but can't get a comfortable ear bud. Also the side tone is not great. Makes me think my transmissions sound crumby, but no complaints from the ground. I keep reaching for the Bose and Lightspeeds. But I haven't given up . . .

Curious if any recent experience with Signature at KLUK (Cincinnati). Had good experience with them for TDI some years ago and have always assumed they would be my goto for OH.

My lawn tractor has a quadrant. Makes me feel like I'm still flying a Boeing. Lousy engine-out, though.

When Orville, Wilbur, Charles, and Amelia first sat down to plan out "Aviation " the first rule they established was that "cost" and "justification " must never be spoken of. They then went on to write down all the aviation jokes that have recycled through the decades . . .

The Lycoming oil filter adapter is 77852.

I did my '66 C a year ago. I first discovered the third party kits (B&C?) don't fit the Mooney. I used a Lycoming adapter (sourced used from Preferred Airparts). It was doable but unpleasant work. I think the part number for the Lycoming adapter is easily determined, but I will look it up in my logs if no one else chimes in with it.

The '60's vintage Mooneys can be a great value and good first airplane for a new owner. But I think I would sit tight until getting your PPL. In the '60's Mooney offered the M20D Master, a fixed gear, fixed prop version of the C that could be up-converted later. Not so different from a Cherokee in concept. I gave a lot of primary instruction in them back in the day. But you won't find one today that hasn't been converted to retractable gear. I believe you would be better off staying with the C172 for your primary training. It's as much of a stick and rudder airplane as you will find these days and you are more likely to pick up some well rounded skills.

What could possibly go wrong . . .?

How did an amusing story about airplane envy turn into a workshop on radio etiquette?

Sounds like this crowd missed their Post Toasties this morning . . .