Skates97

I'm not sure, but it has been there for 400+ hours without any issues.

It's just straight aluminum 1/2" by I think 1/8". Twisted to go from the lower cowl to the back of the baffle support. Utilized existing holes in both the lower cowl and baffle support. I had ordered the actual brace from LASAR but couldn't figure out how/where it mounts so talked with my IA and put this in instead. It is solid and doesn't allow the baffle support to move back which it had been doing prior and would allow the lower baffle to slip out of the groove it is supposed to sit in.

Mine was missing it too which allowed the bottom part of the baffle to slip out of the groove it should sit in. I made one out of a piece of aluminum, rock solid now. I went through pictures but can't find one of it. I'll be at the airport tomorrow and will take a picture. It was there with the generator and still there with the alternator.

Great story! I've always been partial to low-wings, just like the way they look. I had never heard of a Mooney but a friend had a 1961 M20B and took my son and I for a flight, I was in love with it. When I shopped flight schools I chose one that did all their training in Cherokees. Right after I got my PPL I bought our Mooney and have loved every one of the 900+ hours I have in it. I know almost everyone has a ton of Cessna time from training, but the first time I even sat in one was a flight in Maui when I was at almost 300 total hours. The CFI that we took along for the flight couldn't believe it was the first time I had been in a Cessna. It flew well, but confirmed in my mind that I love low wings and especially the Mooney.

Mine is at the top of the stack, not because of ergonomics, but because it is a much shallower instrument and fits there even with the angled supports behind it. You can't put a deep instrument at the top of the stack because of those supports.

I have only used the ones compatible with Android so no experience with Foreflight, but I can second Ken's recommendation. After using the different ones I settled in with IFly EFB years ago and have been extremely happy. I will throw in a plug for DroidEFB's weight and balance app. It's free to use and Very user friendly.

I'll talk with my IA for his ideas and may add them when I do my annual next month. Should be easy for me to add and him to sign off.

Agree, even if the differential only gets you into the 50's it is going to be much better than starting from a cold soaked engine.

Perhaps there was old wiring or something rubbing before? I would say mine move freely, but I don't have anything to compare it to. As Ross said, I believe they all have a rudder aileron interconnect as well. I know mine does and it's a 1965, it would be the same as your 1966.

Silly me seeing unread posts in this thread and thinking there would be some sort of insurance discussion... Perhaps there should be a different thread to debate EV's.

Agree, there wasn't much discussion in my IFR training about visual approaches and we never flew one in training. The first time I received one it threw me for a couple of seconds. I had been descended and then held at the same altitude for quite a bit, Approach asked if I had the field in sight, I responded that I did, and got "Cleared for the visual, contact tower" response. For a second I thought can I start descending now, do I wait for tower? Then I remembered a discussion about visual approaches on the Opposing Bases podcast and realized, yep, just fly and land like I would do if I was VFR. Began the descent, intercepted final, and landed.

Thanks! I wish I knew you were there, would have loved to say hello. I don't know why I was thinking you were based out of SMX. We stopped in to visit my wife's cousin and her husband who are spending a couple weeks there to escape the colder weather up in Washington. Went to Wooly's up in Pismo, the carne asada fries were amazing.

Back on the original topic of insurance quotes, this has gotten so far off the rails I can't remember if I mentioned my Dec 2023 renewal. Same coverage as 2022, same premium. Maybe the market is stabilizing a little? No new ratings, flew 155 hours, inching close to 1000 total hours.

Um... We sell a lot of EV's. They are all charged and we are happy to sell them. They provide a decent profit up front and because they are far from the perfect vehicle we do very well in service on the EV's. Most people don't keep EV's much past the warranty. Most are leased, not purchased. I can assure you that our Service departments are doing very well with the EV's we sell. It may be warranty work but that is passed right back to the customer in the cost of the vehicles. If it wasn't for the government subsidies for EV's they would go away. Between our three Dealerships we sell 40% of the GM vehicles in Orange County. As CFO of those stores I have what I would say is a good grasp on the financial side of the equation and the EV's are hardly the death knell you make them out to be.

Has anyone added tie-down rings in the cargo area of an old Mooney? I would love to add some.

We keep a lawyer on retainer for the corporations that handles most of what we need for a flat monthly fee. Some things fall outside the scope of our agreement with him and we get billed hourly rates for those, but the vast majority falls under our monthly retainer.

My old one was N78878. When I bought it I thought it was a great number, rolls off the tongue easily, especially the 878 for subsequent check-ins. ATC struggled, even my home tower would mix up the 7's and 8's from time to time. I would slow it down, try seven double eight seven eight, ATC would still botch it. New number when I painted the plane is N1015E which works "most" of the time, except when they come back with one zero one sierra echo...

Many years ago my dad was on a cross country flight with a student in a T-38 with the student under the hood. At one point at cruising altitude when they were in the clouds my dad told him to take the hood off to see what it looked like. After a few minutes the student asked if he could go under the hood. My dad said "I guess he felt better under the hood thinking I could see outside."

It eliminates the muffler/heat shroud with the welds that can break/crack and allow CO to enter the hot air flowing to the cabin. Instead, there are solid pipes with no welds that the air passes by to be heated. One of the pipes would need to crack to introduce CO into the cabin.

Great story, well written. We had the opportunity to fly there a few years back on a coast to coast trip. It was an incredible experience, and while I was expecting to feel excitement and awe at being there, I was actually surprised by the level of emotion I felt. Your article's title of "On hallowed ground" sums it up perfectly. Here's the writeup from our visit. https://intothesky.com/2019/07/09/coast-to-coast-mission-tour-day-6/

Power flow weighed 2.5lbs more than the stock exhaust on my O-360 so I didn't lose much. Like you I saw benefits. With over 800 hours in the plane with an engine monitor before installation I have a pretty good base to work from. Stock exhaust I saw 166 mph TAS on 9.8-10. gph, with the power flow at the same fuel flow I see 170 mph TAS. I can lean it out down to 9.1-9.2 gph and still see the same 166 mph TAS. In the climb from 100' MSL up to 9,500' I average an additional 300 fpm which gets me to cruise faster. I have not seen additional heat issues. The additional cost during annual isn't a factor because I do owner assist so it's my time not the mechanic's time to disassemble and add anti-sieze to the joints. I also like the reduced (almost completely) risk of CO poisoning.

We have one and fly at 9,500-11,500 with it and similar experiences. On a level 3 if I am solo it keeps my sats at 98-99%. Just to test it out I was at 9,500' with a pulse ox on and the O2 flowing and I was at 99%. I removed the cannula and kept the pulse ox on, within about 2-3 minutes I was in the low 90's, replaced the cannula and in less than a minute was back up to 98%. When my wife and I are using the splitter I keep it at level 6 and plugged into a 12V that I had installed in the baggage area. After a 4 hour flight the battery was still full.

Just to the bottom of the crossbar of the yoke.

I do the same, I have two bungee cords, reach in and run one from each rudder pedal on the right side to the bottom of the right yoke.

I've found flying at night under foggles helps reduce the amount of visual cues you get. It's still not the same as being in actual, but it is much better than daytime with the foggles. Going up tomorrow evening to shoot three approaches.