0TreeLemur

Regarding ATL, I found a post online saying that the single engine landing fee imposed is $1.52 per 1000 lb, plus signature charges a ramp fee of $39.00 that they waive if you top off with their expensive 100LL go-juice.

Did not know that. You mean that if a Mooney wants to land at the worlds busiest airport they just sequence you in with a "keep up max forward speed"? This surprises me. It seems like at the very least there would be many hours during the day when the answer would be a chuckle followed by "unable". Have you done it? How much is the landing fee?

I suspect that many of us land at a fields used by a mix of small GA craft and large people movers. What about landing at a field that is normally VERBOTEN for GA? Any of you furloughed people haulers have any suggestions?

Maybe for you guys that get paid to do it for a living, sure. But for someone like me, I might pay the fees once just to say that I did that.

I read that the FAA is waiving slot use requirements because airlines are cancelling large numbers of flights. With airline traffic down, I am wondering if this creates unusual fly-in opportunities. For instance, open landing slots at big airports (e.g. ATL). Any thoughts? Am I nuts? Maybe we could have a Mooney fly-in at a major? Then not shake hands.

To split hairs, I reckon that the moment of "PI" time occurred today (3/14) at 03:49:20.527Z, given that this time is the remainder of 0.159265358979 days that is not accounted for in 3/14, which was technically, yesterday in the U.S. Yes, happy PI Day!

You should test a sample. High quality vinyl will meet flammability standards.

My thoughts exactly! I started that Friday evening- replaced a bad cable between my transponder and Stratus. This weekend's project is to touch-up paint the screw heads around the new windows we've put in over the last year. Bliss.

Here's a fun photo after a night flight, returning to the nest.

I have used a tachometer app on my smartphone to test the digital tach after installing an engine monitor.

I wouldn't call that a failure. That sounds like a blindingly brilliant success!

Since acquiring her in 2017, we've added an engine monitor, upgraded that '60s panel to mid '00's six-pack with a 430W and Accutrak II, resealed the tanks, replaced the engine mounts, new tires, replaced the shock disks, replaced all side windows, epoxy painted the steel tubing with complete 208-B, redid the interior, replaced the governor, installed flap gap seals, removed all remnants of the ADF system, had her legs stripped and painted, removed the belly strobe and put on Orion wing lights/strobes, replaced the door seal, new brake pads, and balanced the prop. So, we're well along in the "fix everything" dept. The annual this year was done by Cole Aviation (MSC) and they did a thorough job including inspecting the carb heat box. That's a lot, but we've done as much of the labor ourselves as allowed. I cruise at WOT with just enough throttle to delay roughness when doing the lean-find on the engine. I like to run at 2400 rpm, which is about 73% power at 7000' and 68% at 10,000'. I'll do a cruising speed test at 2500 rpm and see what difference that makes. You have that really nice 201 windshield that we don't. That is worth a few knots for sure. Next we have to get our prop IRAN'd 'cause Hartzell is nervous about approving the ECI on 'A' hubs that haven't been internally inspected in over a many(?) years, then install the electronic ignition, it will be time for the next annual. I can have them check the rigging then. I am hoping that the electronic ignition helps. Should get more power out at the same fuel flow, which would translate to more speed, but at higher rpm.

The left mag is approaching 500 h. Our plan is to install a Surefly. Maybe that will pep 'er back up.

'03L , she won't go that fast for me... I plan for 142. What am I doing wrong?

Skip I"m curious- do the ailerons on the J extend all the way to the wingtip as they do on the C? The interaction between the aileron end and the tip vortex add to heaviness in roll. The later models of M20 put 10" of wing outside the aileron to detach it from the tip vortex. If the J has that then that will be a factor too.

Thanks to everyone. I put the pdf on iPad. Problem solved. Good to know that FAA doesn't require hard copies of all relevant Pilot's guides be in the airplane. I always assumed that this was the case. Comes from my pre-iPad era training.

So, I gather that paper copies are not required? Is that true?

We are supposed to carry a pilot's guide (PG) for all the fancy electronics that we've installed in our a/c. We have installed the JPI EDM-900, but the PG text is laid out in a block 4" W x 5.5" H, and printed on the upper left-hand quadrant of the page, single sided, for all pages, making it impossible to print double sided. I spent a little time searching the interwebs for a version of the document that is laid out for two-sided printing- no joy. Anybody have such a thing? Thanks.

FAQ: What is SB208? How does it affect a PPI?

Isn't "flugzeugschlepper" just one of the best words in any language, EVER???

Looking at the flight path, it seems that weather was a factor. The preliminary report suggests that the flight interacted with severe weather while being vectored by Atlanta approach. Scary stuff. Read here: https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20200303X93345&AKey=1&RType=Prelim&IType=FA Take home message might be: PIC is ultimately responsible for the safety of the flight. If given a vector that looks unsafe, the word "UNABLE" is the life saver. RIP.

If money can't buy happiness, how do you explain airplanes?

One of the funniest things I've read on MS in a looooong time!

A spectrum analyzer allows measurement of noise level associated with different chargers. A circuit breaker protects against over-current situations. If it isn't installed in the panel, it is not permanent. If you don't have access to a spectrum analyzer or if you want to install it in the panel, then buy one of the PMA units. Either way, problem solved. All it takes is money.

I found this photo shows the installation mentioned in my previous post. We bought three hoses and one elbow. The length of hose from the elbow to the sensor is about 6". The hose connecting the sensor to the carburetor is about 5" long. I don't remember for sure, but it seems that the hose coming down from the fuel pump was about to 16" long. The sensor and the hoses connecting to it all slope uphill towards the carb to avoid the need for an "anti-siphon" loop in the line. The trick is keeping it all near the firewall, away from #4 exhaust riser, braced, and not rubbing on the cowl flap when closed. Also, generous application of high temperature silicone to close the fire sleeve. Fittings nice and tight with no sealant. Not an A&P, just showing what my A&P IA approved. Good luck.