Skates97

I've done hundreds, including one flight to 13 different airports with 12 touch-n-go's. The only full stop was back at my home base where I started. Still haven't messed one up yet... https://intothesky.com/2023/09/23/epic-flight-13-airports-in-under-2-hours/

Congratulations!

The 10-4164-1 is the higher flow carb, I'm not sure you want to increase above that. There was a service bulletin to modify the 10-3868 for more fuel flow, an "M" would be stamped on the plate after it was performed and gave it the same flow as the 10-4164-1. Service Bulletin #A11-62 https://intothesky.com/wp-content/uploads/2022/04/A11-62-Carburetor-Field-Modification.pdf I had a 10-3868 and replaced it with a 10-3868. Unfortunately I didn't know my old one had been modified, there was no record in the logs and there was no "M" on the plate like the bulletin instructs. When the new 10-3868 went in my fuel flow was much lower and CHT's higher. After back and forth with Marvel-Schebler along with more research I replaced it again with the 10-4164-1. If you're interested in the whole saga it is detailed on my blog. https://intothesky.com/2022/05/05/carburetors-fuel-flow-and-chts/

I agree, needs one more option in the poll, "All of the above"

Realized I never posted the September Newsletter... Here's October Full Newsletter Articles: Running a Tank Dry Book Review: The Aviators: Eddie Rickenbacker, Jimmy Doolittle, Charles Lindbergh, and the Epic Age of Flight El Monte: Annia's Kitchen Diverting from Idaho to Arizona Kathy's Corner: The Audacity of Hope

Travel Johns are great and much easier than a bottle... My wife typically sleeps.

This works. We were trying to find a leak, main place I saw it was in flight it would have a little coming out of the top of the cowl opening and back across the cowl with some drops hitting the windscreen. Cleaning the engine, dye in the oil, on e trip around the pattern, and black light showed it was the oil quick drain. Yes, some reverse air flow inside the cowl. If you fly it with the dye only make one trip around the pattern. Any more than that and it will blow everywhere inside making it hard to pinpoint.

I asked my CFI when I was doing primary training what I was looking for when checking the belt. He said "Check it every time and you'll know when it's not right." Years later I was checking it on my Mooney and thought, "That's not good." It was significantly looser. I got out the flashlight and started looking around. The bolt on the bottom of the bracket had sheared off.

This guy flies his C around Colorado and has some good videos about some different routes through the range. https://youtube.com/@manandamooney?si=72QQH6mDyZ_Ljd_0

The OD of the shafts are all the same, the later models that don't have the AD had a thicker material for the shaft resulting in a smaller ID. The older M20's were 0.04 thickness and the newer M20's are 0.06.

This reminds me of my PPL check ride. The DPE said that sometimes the FAA comes by and wants to ride along. Then he went on to say, "You don't need the added pressure of that guy in the plane. If I see someone from the FAA I'm going to ask you if you're feeling ok. You're going to tell me you're not feeling very well today and I'm going to tell you I think we need to reschedule."

I usually spend a Saturday plus a couple nights after work prior to the inspection so that everything is opened. lubed, etc. before he comes to inspect. After the inspection it depends on what if anything he wants done. Typically after the inspection it will be another night or two after work plus a Saturday. Probably somewhere around 40 hours of my time once all is said and done. For me it's not about saving the money on the annual. I could pay to have everything done, (see my comment in another thread about the revocation of my CB Club Membership Card ) but I enjoy working on the plane and I also feel better knowing exactly what was done and how it was done.

When pricing annuals there is the inspection fee and then the cost of fixing anything that needs to be fixed. Sometimes people lump everything together and say they had a $5-10k annual. They really didn't, they had an inspection that was $xxxx and then other things that are either regular maintenance which was deferred to annual time and/or needed repairs deferred to annual or found during annual. Sometimes people even include optional items in the total annual price which is also misleading. I've always thought when people are quoting how much they paid for annual they should split the two items up. I've always done owner assist. The inspection runs $650, then add in the regular maintenance and any repairs, upgrades etc...

You might want to include the price in your post, I don't see it anywhere.

I'm right at book or a hair better. I hoped I would pick up a couple mph when I replaced my 2300 hour engine but she's still the same speed. I have some speed mods, guppy mouth enclosure, 201 windshield, flap gap seals, brake caliper reverse, not sure how much they all contribute, maybe a little. Biggest difference was the power flow exhaust. That was worth 5 mph in cruise at 8,500-10,500. Before that I was a little below book. I have the O-360 which I understand benefits more from the power flow than the injected birds.

I proudly lived in the CB club for a long time after getting the plane, but I believe my membership card was taken away around the time I put the GFC500 in and my wife decided the plane had to be painted. And at the time that was the only 90° stem tube that could be found.

I'm not sure about the 70 degree stem, these 90 degree stems are what I have in mine. A bit pricier than the 70 degree... https://www.aircraftspruce.com/catalog/lgpages/gy_tire66.php

I've been running iFly EFB on Android for I think about 6 years now, no issues. Also never had an issue with any of the Samsung Galaxy tablets ever overheating like has been a frequent complaint about iPads.

Would love to join you but I'm flying up to Idaho this weekend.

TAF, METAR, AWOS all don't do well with smoke. They just don't see the particulates. A few years back we were making a fuel stop in Tracy, CA and it was reporting 10miles and clear skies. On approach you could see the ground and runway ahead, until you were in the smoke layer and couldn't see anything for a minute. On the ground you could look up and see bluish sky but climbing out there was again a period where forward visibility went to almost zero even though you could still see the ground off to the side. As has been mentioned, with smoke it's always preferable to stay VFR. If you fly out West (or live in fire danger areas) there's a great App called Watch Duty that sill show you all the fires, their size, evacuation zones, etc... Helps to get a picture of where the fires are and their size. That Bridge Fire that @NickG flew through is now almost 52,000 acres and when he made the flight it was already over 20,000k acres. I took a similar picture to the one he posted on my way home from work on Tuesday. Everything to the right of the fire is smoke... They really put out an immense amount of smoke that travels hundreds of miles. This was the Airport Fire in south Orange County seen from work on Tuesday. At this point it wasn't even very big yet, I think just around 5-6,000 acres but almost looks like a volcano. I have an incredible amount of respect for the guys that fly the tankers and helicopters dropping on these monsters.

You may have done much better going VFR, staying west of Mt Baldy and then east skirting the edge of the restricted areas and MOA's. The direction the wind is carrying all the smoke you went right through the worst of it. I've been watching that one and the Line Fire just east of the Cajon Pass with a trip planned to ID in a week and plan to go on whichever side of the fire is on the upwind side.

Yep, the southwest is a different animal.

I have seen that done and done it myself a few times.

Go to Santa Paula instead. Food is just as good, there is very little wait, and it's a great little airport with some of the cheapest fuel around.

Not talking false targets that just appear and disappear. There are times that you track it for miles converging and either because of ground clutter, view blocked by wing/cowl/etc they aren't seen. I those cases I change heading until I either find them or no longer on a collision course. Those are the ones that make me nervous.