Skates97

Both my parents are in their 70's, I haven't been to see them since this broke out. My oldest sister has a son with Trisomy 18, the doctors here should know what that is, they also should know it's a miracle that he celebrated his 8th birthday. My sister commented to me that her and her husband are out of work and it is extremely difficult, but not as difficult as if they had to bury their son. Every flu season you aren't allowed near their house if you haven't had a flu shot, he usually ends up in ICU at some point anyway. This thing I think would take him quickly. If my parents got it, I would probably lose them too, it's not kind to older people. With that said, I don't think 26 million people should have lost their jobs to save my parents or nephew. Does that mean I love money more, or that I'm not Christian? Hardly, and what a ridiculous thing to say. Are my parents and nephews lives more important to me than the 26 million unemployed people? Yes, they are, but I bet those people's lives and livelihoods are more important to them, so what makes it right that they suffer so that I might not have to? There has to be a middle ground somewhere, and the one size fits all lock down of everything doesn't make sense. In urban environments should there be more restrictions? Probably. In the rural counties, some in CA that have yet to record a case, should there be less restrictions? I think so. I don't think seeing everything in terms of absolutes is helpful or productive. Calling names, even less productive, with the potential to fracture friendships in this community that I have been grateful to be a part of for the past almost four years.

$17 case from Amazon https://smile.amazon.com/gp/product/B073FK6HY3/ref=ppx_yo_dt_b_asin_title_o03_s00?ie=UTF8&psc=1 Maybe something like this would work with your camera? https://smile.amazon.com/Garmin-VIRB-Ultra-Cage-Protective/dp/B01K4C3VWM/ref=sr_1_4?dchild=1&keywords=garmin+virb+case&qid=1587941035&s=electronics&sr=1-4 Oh, and not sure about how the Garmin VIRB works, but with my Hero 3+ if I plug the cable in I can't then start recording for some reason, however if I start recording and then plug the cable in it will power it and also keep recording.

I have two similar to this handlebar mount which work well. One is pointed forward and one is inside. The one pointed inside I also have hooked up to the audio so that I can pick up all the radio transmissions. For the radio transmissions I have a cable that both charges the camera and picks up the audio. The only camera I have that is an actual Go-Pro is the old Hero 3+ which records the audio. The rest are Go-Pro knock offs that run about $30-40/ea and I honestly can't tell the difference in the video quality on a computer screen, maybe if it was on my big screen TV. The knock offs also come with a couple batteries and a charger, batteries last about an hour. I have a sticky mount on the glareshield, but it picks up much more vibration than the center post. In the background you can see a third camera that has a suction mount and a short ram-mount arm. The mount also doubles as a key hook. Mount https://smile.amazon.com/Bicycle-Handlebar-Seatpost-Adjustable-MiPremium/dp/B07RZQM8RF/ref=sr_1_12?dchild=1&keywords=go-pro+mount+handlebar&qid=1587935535&sr=8-12 Cable https://smile.amazon.com/gp/product/B00OP8RYY8/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 Suction Mount https://smile.amazon.com/gp/product/B0061QO332/ref=ppx_yo_dt_b_asin_title_o08_s00?ie=UTF8&psc=1 Arm https://smile.amazon.com/gp/product/B005KWPJ04/ref=ppx_yo_dt_b_asin_title_o09_s00?ie=UTF8&psc=1 Adapter https://smile.amazon.com/gp/product/B081NLL8WR/ref=ppx_yo_dt_b_asin_title_o08_s01?ie=UTF8&psc=1

I wouldn't hire people back just for the forgiveness part of it. However, having the funds available to help offset some costs of employees that we have retained is invaluable. I don't have any expertise in medicine, but I have some experience with this side of things as the controller at our dealerships. I think the biggest factor in whether you received a loan or not is who you bank with. Some banks were helping their customers and others weren't. Wells Fargo for one basically kicked everyone to the curb. Some of the other big national banks only helped their big customers. I read about a number of businesses that worked with small local banks that were successful. There is really nothing financially in it for the banks, just about helping their customers. I was able to secure PPP loans for all three of our dealerships. We are fortunate that we do not bank with one of the big names, we are with a smaller bank with branches just throughout Southern California. Having a long relationship with a smaller bank I think was a key. We also got way ahead of the game. From the first announcement, before it was even passed, I was working on it, gathering all the information I thought they "might" need. I was also telling everyone that was a business owner about it because it was not getting much press. Given the amount of money they were allocating for the program it was obvious that it was going to run out very quickly. The application period was to open Friday April 3rd. One Tuesday the 31st I had filled out the applications and sent them in to "be at the front of the line" so to speak. Late in the evening on the 2nd an updated application was online so I filled those out again and resubmitted to the bank on Friday the 3rd. On Saturday I got an email from the bank that they needed additional tax forms so I dropped what I was doing and drove to the dealerships to scan and email the additional information. For those looking to get a PPP loan or know of businesses that are trying to get the funds, time is of the essence. Additional funds are getting allocated but those will dry up fast as well. Get your application in and hopefully you have a good working relationship with your bank because that will be key. On the forgiveness side of it there are a lot of different requirements in not only what can be forgiven but what is required to show forgiveness. I have seen different worksheets from multiple CPA firms as well as law firms. Parts of the worksheets agree and parts of them don't agree. Even the bank that we received the loans from don't have everything figured out on what kind of documentation the underwriters are going to require for the forgiveness aspect. They have given me some general guidelines but so I am gathering documentation, but I don't have final instructions or even a worksheet from them. It appears that the individual banks have the guidelines but are interpreting paperwork requirements differently and the government is leaving it up to them to determine the amount of forgiveness. To your comment Rich about the company your wife works for, I think there will be a lot of fraud in this whole program given the size/scope of it and the fact that the government is not very good at oversight. Thankfully, the dealer that I work for is very much about following the letter of the law and our CPA is as well. It is a lot easier to just do it right and not worry about getting caught at some later date for doing it wrong. There are some things that can be done to help on the forgiveness side of it. The biggest thing is that it is actual cash out and not accrued, and it is an 8 week time frame from the date the loan funds. A company could help itself by paying attention to the date of the funding and if necessary pull a payroll ahead by a few days so that it falls inside the 8 week time frame for forgiveness. Accruing the payroll amounts doesn't count, it has to actually be paid out during that 8 week period. If anyone is interested in chatting about it or has questions feel free to send me a PM.

The Thunderbirds posted this on their twitter Monday, a great little clip of them doing the flyover mixed in with videos from people on the ground. There are a lot of other clips on Youtube but the little kid at the beginning of this one makes the whole thing. "What are you waiting for? Airplane to fly!" https://twitter.com/AFThunderbirds/status/1252307224187322369?s=20

I'll be that guy We did fly CA to NC and back this summer, no autopilot and not even positive control. They didn't put it in the D's. Mine does fly nice when trimmed out. I will tell you Paul is right, when you are flying 3 hours on the same heading and the same altitude, you will wish you had an autopilot, I did. However, when I was buying my plane for the money I had it was a choice of buying a nice plane that had been flying regularly but did not have a auto pilot and also wasn't IFR, or a ratty who knows what at the bottom end of the price range for one with maybe a functioning auto pilot and IFR but old avionics. I chose the nice plane that was flying regularly and we have enjoyed many adventures. That was a little over three years and 350+ hours ago. Do I wish I had an auto pilot? Absolutely! Am I just as happy that I own a Mooney and can fly it? You bet! Everything is about trade offs, just figure out what is the most important. The thrill of owning a Mooney still hasn't worn off, and I won't be selling my plane for one that has an auto pilot. I will be putting in avionics this year to get set up and begin my IFR. Hopefully I will be able to put in a TruTrack auto pilot as well, but that remains to be seen. Regardless, I'll still be making my regular 3-500nm trips from CA to AZ and UT to visit family and enjoying all of it, even if it's hand flying.

Sometimes the best thing after a day at work is to fly nowhere in particular. Squawking VFR, just cruising along outside of everyone's airspace so no stress, only you, the Mooney, and the air around you.

Tom, if/when you write your book I will be on the pre-order for it. Pilots and Paws is fun and rewarding. Consider the size of dogs you will transport. We've done a number of flights, mostly small dogs in soft side kennels. We did do one large dog that we had clipped into the rear seat belt. He did well for most of the two hour flight from AZ to CA, but got nervous right at the end and had an accident on final. Nothing quite like short final and the smell of dog poop... He was the last big dog we transported, easier to clean the inside of a kennel than the back seat. I signed up for Angel Flight West a few months back and all ready to go, then the current Corona Virus hit and between much more time required at work with reduced staff among other things and also not wanting to possibly spread it to those I would be transporting I have yet to do an Angel Flight. Looking forward to when I can begin.

The majority of them are home and unemployed...

Congratulations!

Will have to look into that. That would make sense, they look like they are retracting at the same rate, just the left side gets there first.

Something I recently noticed, but has possibly been happening as long as I've owned the plane, is that the left side retracts slightly faster than the right side on the ground. It is maybe two seconds faster in retracting. I'm honestly not sure if it also does in the air when there is air pressure pushing against them. Normal? Not?

A very smooth flight after work through the LA Special Flight Rules, over KSMO, past the Hollywood sign, Griffith Park Observatory, Dodger Stadium, and a lap around LA.

The other thing that I have found that works (most of the time) is to open it up in a photo editor and crop it just a little, for some reason that usually resets it.

Mine (65 D) is two for take off position and 4 1/2 for full flaps which is also what the POH says.

Installing the shoulder harnesses in my plane was a "minor modification" only requiring a sign off in the logbook by an AP because it just used clamps and did not require drilling into the plane or welding brackets on. This is the justification they use, which is from a section on shoulder harneses, but I wonder if the lamps were mounted using clamps in a similar fashion to the Amsafe shoulder belts if they could fall into the "minor modification" category as well. MINOR CHANGE STATEMENT - AC43.pdf

When we flew coast to coast we saw a couple similar to that. One was KPVW, Hale County Airport in Plainview, TX. The other was at KPBF, Grider Field, Pine Bluff, AR. They are a little taller than the on the OP shows, but both were abandoned. We asked the guy at the FBO in Plainview about it and he said that it was an operational tower up until Reagan fired all the controllers that were on strike in 1981, after that it was never operational again. I think there are still a lot of these abandoned towers scattered around the country that suffered a similar fate. I took this picture of the one in Pine Bluff. This picture isn't mine but you can see the one in Plainview is similar in size.

I have a really good friend that would say "Buy the best and cry once."

If you are only seeing 15 I don't know if it will solve everything but my experience makes me believe that if you either had the carb overhauled and that bulletin performed, or swapped it out with the 10-4161 it would help your cooling tremendously. Any idea from your log books if there was done to achieve the 18? That flow I think is what has your CHT's so low. If I could get another 1-2gph I believe mine would stay under 400.

What is the spacing, center to center, on your breakers?

Happy Easter everyone!

Southwest has the schedule opened up far enough out for us to schedule our flights today. Will be arriving 3:25pm into KTPA. Looking forward to seeing folks from last year and meeting new ones too. Still pretty amazing that for under $400 a person you can fly round trip across the country.

Here you go Brice, the numbers and info from my double carb replacement experience.

To hopefully help others I want to share my carb replacement experience, even though admitting to buying two overhauled carbs in the space of less than 6 months will probably result in my membership in the CB club being revoked. I had an EDM 830 installed in 11/2017, about a year after I bought the plane. They were not able to put the carb temp sensor in because the carb was so ancient that it didn't have the spot to put the sensor. The shop said the carb would have to be sent out, drilled, and tapped in order to install the sensor so I just left the sensor on the shelf. In October 2019 I decided to replace the carb with an overhauled one for three reasons. First, the last time mine was overhauled according to the log books was 1997 (22 years ago), it would allow me to have the carb temp sensor installed, and by buying an overhauled unit the plane would only be down for one day to have it swapped out. There are two carbs that are listed for the O-360A1D that is in my plane, a 10-3878 and 10-4161-1. https://msacarbs.com/technical-data/engine-eligibility/ The carb that was in it was a 10-3878 which did not have an "M" stamped on it. There is a bulletin from Marvel-Schebler to modify the 10-3878 in Mooneys to increase fuel flow at WOT for better cooling. I will attach the bulletin here and upload to the "Downloads" section. When that is performed it is supposed to have an "M" stamped on the plate to identify that it has been done. Mine did not have the stamp and I the engine log states that it was a 10-3878 that was installed with the engine overhaul so I bought a 10-3878 and had my AP/IA swap it out. After swapping it out I noticed that I did not have the same fuel flow as before and I had to back off on RPM's to keep my cylinder's from getting too hot where I did not have to do that before. The doghouse on my plane is in very good shape, and I had already replaced the baffling around the cowl opening and the felt around the starter/generator so I knew that I was not having air flow issues from that. Also, the only change to the system was the new/overhauled carb. I kept track of the data from my EDM 830 and got in contact with Marvel Schebler. Prior to swapping out the carb the average high fuel flow at WOT was 16.2 with an average high CHT on the #3 of 408. The highest I ever saw #3 get was 420 and that was departing Chandler, AZ in the afternoon late in June 2019. (It was hot enough I had to wear gloves to pre-flight because the skin of the plane was too hot to touch). All of these temps were running full RPM and WOT with the only measure taken to reduce CHT's was climbing out at 120 mph. These numbers were taken from seven flights over June-Sept 2019, hotter months. After swapping out the carb the average high fuel flow at WOT was 14.8 with an average high CHT on the #3 of 434. The highest I saw was #3 at 453 departing Fullerton, CA in November of 2019, much cooler than AZ in June. On these flights I did have to reduce RPM and climb out at 120mph+ to try and keep the CHT's down. Had I left it at WOT and full RPM the CHT's would have climbed much higher. These numbers were taken from fifteen flights over Oct-Feb 2019-2020, much cooler months than the first set of flights with the old carb. Also make note that there are no adjustments that can be made to increase the fuel flow at WOT. I went back and forth on emails with Marvel-Schebler checking different things that they recommended. By supplying the serial number of the carb that went in my plane to them, they confirmed that it bench tested at 16.7 gph at the factory and they expect to see between 16-17 gph on that model. After research I was able to find where people talked about a "Mooney Mod" for the carb but could not find anything specific other than mentions of it and that it was supposed to improve fuel flow. Further inquiries to Marvel-Schebler about this resulted in them providing me with bulletin A11-62. It involves conversion kit 666-660 which in 1962 was $12.80 but now is $228 from Aircraft Spruce or $244 from Marvel-Schebler if you can get it. https://www.aircraftspruce.com/catalog/eppages/carbconvkit.php https://msacarbs.com/product/conversion-kit-666-660-f/ I took the bulletin to my AP/IA and asked if he would tackle it but he said no, that he would send it out to a carb shop. After considering the price of the kit, plus the cost of the carb shop to perform it, plus the week+ down-time to pull the carb, send it out, and reinstall, I decided to purchase the overhauled 10-4161 so it would be a one day swap. After replacing with the 10-4161 the average high fuel flow at WOT was 16.3 with an average high CHT on #3 of 411. The highest I saw #3 get was 425. This was over six flights in March-April of 2020. As with the flights in the first test group, nothing was done to mitigate the CHT's other than climbing out at 120 mph. These numbers are similar to what I was seeing with my old carb. I think that the 10-3878 that was previously in my plane had the modification done to it but was not noted. The increase of 1.5 gph fuel resulted in a decrease in CHT's of approximately 25° F, however this is a lower number than what it would actually be as I was backing off on RPM's to keep the CHT's down where with the higher fuel flow I was not backing off RPM's. I do not know what they would have climbed to because I was not willing to push the temps that high. It would appear that an increase of even 1 gph of FF at WOT and full RPM is probably worth a decrease of at least 20° in CHT's. If you are looking to replace the carb on your O-360 A1A or A1D I would strongly recommend the 10-4161, it is the richer of the two carbs. If you are having issues with high CHT's, I think it is worth looking at your FF at WOT and full RPM. If you are not seeing 16+ gph you are likely seeing CHT's that are 25+° higher than what they should be. A11-62.pdf

I think I've spent 50% of the purchase price of my plane on hangar fees over the last 3 years and 4 months, and it has been worth it to have it inside.