BDPetersen

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 . . .

Master of flight and story. Decades of watching and listening in awe. Now flown west for that final check. A tear on my iPad . . .

Just got an unbelievable offer addressed to my mooneyspace inbox. I'm sure I would have gotten rich if I hadn't turned her down. Does this indicate a larger problem?

Is the filter downstream of the pump? Usually they are on the intake end of the systems. The theory is that after a pump failure, the spinning down gyros inhale debris backwards into system. But maybe you have a different system.

Re warm oil change. I believe the concept is to allow the oil to pick up the bad stuff that has come to rest in various nooks and crannies in the engine so that it will be ushered out into the bucket. Back in the days of Compuserve and the Avsig forum we had the expertise of an aircraft oil guru who would be the expert I would cite if I could recall his name. ( I don't think it was Howard Fenton.)

Just, please, don't drain cold oil. Post flight, take it around the patch, whatever it takes. Flush out the bad stuff.

West bound over the North Atlantic one morning an eastbound Citation "alpha papa" came on the freq with a familiar voice. Poor guy was chatted up by everyone else on the freq trying to think of something to say to him. Very gracious man.

Like stuffing for turkey, emojis are evil.

We used the M-20D Master in fixed gear configuration for primary training in the '60's. It worked well enough. (It was either that or a Tri-Pacer). (The PA-28 really hadn't come along yet.) None of those were all that demanding in terms of stick and rudder skills. I guess for my money, I would opt for a 172 over a 150/152. More room, upward mobility (4seats), and I discovered a student could make more trips around the pattern per hour to offset the cost difference.

Seems to me we used to have two speeds, "minimum controllable" (not to be confused with the multi engine demo) where you flew at the nibble edge of a stall, and "slow flight" which was just that, flight at a specific speed with a stall margin.