0TreeLemur

I want the prop you have. Our C with Hartzell Top Prop trues out at 140-143. Has for years. Did that with the original Hartzell prop too before the forced upgrade three years ago.

Don't look at my hangar mate's Turbo Arrow.

The inner small frequency knob on the NAV side of my KX-155 suddenly decided to fracture last flight. I wasn't using it when it did. I would have noticed that. Seems to represent a case of spontaneous decay. Anybody have one on an old KX-155 on the shelf? Long shot I know. Gotta ask. If anyone sees such a knob at OSH, get it for me unless over about $10/gram. Thanks, Fred

I've noticed a trend in the past 10 years or so towards less attention to detail in the press. Also, many things that used to be common knowledge aren't. e.g. Did you know that there was a thing called a "Cold War"? Get off my lawn!!!

Nothing wrong with a carburetor. Lot less expensive and relatively trouble free compared to a set of fuel injectors and a fuel servo. The carb on a Lycoming is bolted to the oil pan. Doesn't often make ice in my experience.

Reminds me of that Myth Busters episode where they put divots like a golf ball on a car and it got better mileage.

Yes, a friend of my brother's did paintless hail repair on cars, including one of mine. MAGIC is what that guy could do. Not perfect, you could still see many of the defects under the right light, but they were not super obvious. In some ways, Aluminum sucks though. It has behaviors that don't make it very springy. Ever seen an aluminum spring? Aluminum deformed enough to make a dent is too far gone to spring back I think. Maybe I'm wrong, not an expert, but it seems unlikely. Good luck.

^^^^ Add to this list: sagging engine mounts, magneto hours since overhaul, carburetor years since overhaul, damage history, metal in oil filter, condition of air induction system, does the prop hub have the 100 h ECI inspection requirement, condition of PC system if so equipped...

Not a B expert, but if it has wooden wings, I'd suggest you take it to a Mooney shop with experience inspecting them. This moves you up the food chain to more specialized shops or Mooney Service Centers.

The sky is the limit: https://picclick.com/?q=e6b+flight+computer

Curious how you diagnosed that you need a new cylinder? Compression test? Did you scope the valves?

I pick a time when I need to limber up our C and fly to Peachtree City. There I buy as much oil from AS as will fit into my cargo area with a couple more cases in the back seat. Last trip has lasted me over 2 years. I'm down to my last two cases. It's about 1.2 hours each way for me. Pricey shipping for sure, but a fun mission.

I'm gonna Uber or Lyft it.

Good eye noticing that. That's pretty subtle.

Airspeed indication of 100 mph with stall buzzer going off, I'm assuming in a 1-g wings-level power-off stall with the nose held high and <15" manifold pressure, indicates that your airspeed indicator needs an overhaul.

Just made a reservation at the Floridian Palace. Easy walking distance from the venue.

This week I flew our C to a meeting in the D.C. area. The meeting started at noon Monday, and ended at noon on Wednesday. A co-worker went with me. Because we don't live near a major airport, had we flown commercial we would have had to leave Sunday, stay at a hotel Sunday night, and stay at a hotel Wednesday night to return Thursday a.m. Instead we left Monday morning, and returned Wednesday evening. Yes, and I only get reimbursed for the cost of the government contracted air-fare, but that more than pays for the fuel.

If I recall, we were both indicating about 120 kts (138 mph).

You gonna write up a HOWTO on this trip? I'd like to do the same trip in early 2023.

Took @jwaviator to get his plane from the shop today. On the way back we had a drag race at 21" and 2400 rpm down at 2500'. He took this outstanding photo of our '67 C from his '64C. The paint job on our C looks really good from that distance! High speed too! BTW- it looks like I'm winning?

Renting is always cheaper than owning unless you fly a lot. At 100 hours per year, I figure that our C costs us somewhere between $200 and $220 per hour to fly, which includes fuel, insurance, hangar rent, annual, and pro-rated overhaul costs. Fuel is about 1/3 of that assuming 10 gph average and $6.50/gal. And that's a "lowly" C. Throw in the occasional 1 to 10 amu surprise (tank reseals are up to $12k I read), and the strong desire most have to upgrade the panel, and it's a pretty serious expense. Nobody owns an airplane to save money. Most people own airplanes to save time. Some people own an airplane just because they love owning an airplane. I'm more-or-less in the latter category. Although, now that I work for an employer who reimburses for travel by personal aircraft, I'm using it occasionally to save time. Good luck!

Took the training. I will arrive from the SW to CGE, so I'll never enter the SFRA. I'll probably file IFR just to keep it all straightforward with regards to all those restricted areas and MOA's in the area. Thanks to all of you who pointed me to the training. Odd that it is hard to find on the FAA safety www site, but I guess non-surprising given that the contract that created that training is long over.

The Crimson VOR (LDK) near my home drome has been switched off for years. It is physically still there, and by golly if you file an IFR flight plan without it in there, the FAA will almost always amend it to include it. It does appear waypoint in the GNS 430 database.

Betcha he's talking about finger strainers. When he resealed the tanks on our C in '19 we needed one. It was badly corroded, covered in old sealant that fortunately held it together because it was about to fall off. Actual photo from then. Alternatively, it might be the riveted fitting that holds the tank drain plug. Ours was corroded as the photo shows. He had an A&P on the field rivet in another. Edison's shop did good work in my estimation.

Next week I may fly to attend a meeting within the Washington D.C. SFRA, in Cambridge, Md. The current VFR navigation chart says in an inset box: "Washington DC Metropolitan Special Flight Rules Area/Flight Restricted Zone (CD SFRA & DC FRZ) (see description in Atlantic Ocean)". The end of the description in the Atlantic Ocean says: "Special Awareness Training for the Washington DC Metropolitan Area 14 CFR Part 91, Section 91.161 requires any pilot who flies under VFR withing a 60 nautical mile radius of DCA VOR-DME to complete the 'Washington DC Special Flight Rules Area (SFRA)' training. This training has been developed and provided by the FAA on its www.FAASafety.gov website. See NOTAMs." I went to www.FAASafety.gov, and searched for this training by clicking on "Search FAASafety Website" button. No combination of search terms yielded success. The "See NOTAMs" at the end of the note is ridiculously vague. My destination lies in the 30 - 60 n.mi. ring from the DCA VOR. The requirement in that ring seems to be airspeed below 230 knots below 18,000 ft is the limitation. That shouldn't be hard at all in our mighty M20C. Does this training requirement still exist? Anybody point me to this online training? Thx. '03L