skydvrboy

Try this. file:///C:/Documents%20and%20Settings/Mark%20&%20Angela/My%20Documents/Downloads/MAC1700Radio.pdf If that doesn't work, do a google search for "mccoy mac-1700 vtx nav/comm manual" and follow the short-wing piper link. I’ve really come to like this radio. You can store and recall, in order, all of your departure and arrival frequencies, plus a couple in-route if you wish. Same for the Nav frequencies if you still do VOR routes. The one drawback, it does have a lot of additional features (timers, etc.) that I don't use because they aren't intuitive.

Maybe a dumb question, but did anything get stuck in front of the bar? I’ve seen this with carpet, the center console, and even a pee bottle once... fortunately empty!

In Kansas City, the Beechnutz teamed up with the RV guys and did a flyover of all the area hospitals. Perhaps some of our regional Mooney Caravan groups could do something similar? https://www.kshb.com/news/coronavirus/hope-flight-aims-to-lift-spirits-amid-covid-19-crisis

Thanks for sharing this story with us and the entire aviation community. Like so many here, my dream was deferred but not forgotten. When I was a kid growing up in rural America, anytime I heard the crop duster flying nearby, I'd sneak off from my chores and climb up on the barn roof for a better view. That big yellow plane was so majestic, the way it would climb, turn, and then zoom in for another pass. Sometimes the pilot would see me on the roof and give a wing wave as he passed by, but the real treat was the time he buzzed the barn on the way back to the airport! I forced my parents to take me to the (free) local airshow every year so I could check out all the airplanes and watch the flying. There was always a plane giving rides and I wanted so desperately to go, but the answer was always the same, "That's just too expensive for a such a short flight." Once I left home, no one could stop me. The flying club was still outside my financial means, but the skydiving club was just barely within reach, so my first GA flight ended we me jumping out. It wasn't until 20 years later when I started my PPL that I first experienced my first GA landing. Now that I have my license and my own plane, my favorite use for it is giving rides to people who have never flown. I'll plagiarizer Rick and say there's nothing like the look of joy on someone's face when they experience the wonder of flight for the first time. You guys would be amazed how many people there are (not just kids) who have never been inside an airplane and those are my second favorite passengers. Nothing beats taking an elderly pilot for flight after they've been out of flying for many years. You get to watch the years melt away as the flying skills return and they become a kid again!

As long as your whiskey is 140 proof or higher, it would be a great choice. Lower than that and there are no guarantees about the effectiveness.

I created a very simple exponential model early on that tracked reality almost perfectly for a little over a week. My exponent was 0.32. However, once people started taking this seriously, things closed, hands were washed, things were sanitized, etc., the exponent dropped and my model started greatly exaggerating cases and then deaths. Last I checked, which has been a while, both were still climbing at an exponential rate.

I'll take it, text message sent. Thanks!

What years was this logo in use? It is my favorite and I'm putting it on my '67 F even thought I'm pretty sure it's not period correct.

#1 thing I would add... flown at least 75 hrs per year for the last 3-4 years. Engine Monitor - Some will say not to worry about this because you can then add the engine monitor you want. To me, the engine monitor is some reassurance that the last guy managed the engine properly. Six pack panel - Expensive to change and you won't get your money back. Same goes for any avionics you want. If you are OK flying just VFR, then the avionics don't matter much. But if you later want to fly IFR, it will likely mean a different plane or a lot of money you won't ever see again. I bought mine thinking I would just fly VFR, but when you have a plane that can fly half way across the country without refueling, you realize how useful that instrument rating is.

If you are really 6.5" tall, you will have a hard time reaching the step, let alone the rudder pedals or seeing over the panel... even when standing in the seat! Of course we all knew you meant 6' 5", but I nearly snorted my drink out my nose when I pictured a little man about the size of a G.I. Joe action figure trying to fit in a Mooney. There has to be one in every crowd who takes things too literal... and now you found him!

I can't complain too much as the cost of all these little repairs has been quite reasonable. It's been the timeline, and subsequent loss of use of the plane that has been the most frustrating. Well, that and the fact that the items causing the longest delay were all maintenance induced failures.

Yes, and all messages, posts, and other indications are giving me the news I didn't want to hear. Take it off and send it back. The plane has been down since January for the annual and it's been one problem after another. I was hoping to finally get to use it again. I'll call the mechanic and get this process started. The sooner we start, the sooner it will be done.

As part of my annual, my prop governor was leaking, but otherwise working fine. So we sent it in to be resealed. The prop governor shop got it and said there were other problems that had to be corrected in addition to the reseal, but I'm not sure what all they did to it. I picked the plane up today from annual and during my run up at 1800 RPM, the prop would not cycle. I radioed back to the mechanic that I was returning and he suggested I try to cycle it at 2200 RPM. At 2200 RPM it would cycle down to about 2000 RPM, but no lower. He then suggested I try to cycle the prop at red line. At red line, it would cycle down to about 2200 RPM. We decided to do a test flight and the prop would adjust to my normal cruise settings, but in flight, I could not get the RPM's to drop below 2100. On takeoff, RPM's were right at 2700 or just a bit higher at 2750. Any ideas on what might be going on here? Before the governor was sent off, I could cycle the prop at nearly any RPM. Obviously, it's very frustrating to take off a functional, but leaking governor, pay to have it fixed, and end up with new problems.

Hmm... No one has mentioned Air Safety Institute. https://www.youtube.com/user/AirSafetyInstitute I think I watch that one more than any other.

Our airport advisory board sets the hangar rent policy, which is in our contract. They adjust rents every 3 years according to the change in the Consumer Price Index. I just happened to get my hanger 2 months before the scheduled adjustment. I wasn't too disappointed when it went from $89 to $93 a month. I suppose it's all regional though, as around here for $750 a month you can rent a pretty nice 2 BR house in a good neighborhood.

I'm not sure about the model you have, but the Sensorcon is sensitive enough that you can move it around the cockpit and find the source of the CO. Mine will show low (<50) readings when in taxi, climb, and final if the winds are just right. One thing to check, turn your heater on and see if the reading goes up or down when you put it in the airflow coming from the heat duct. If it goes up, even a little, you have a problem. If it goes down, you are getting CO from some other place, which is not as big a concern, but should still be found and fixed.

My older brother did that on a camping trip once. Let's just say he stopped itching long before I stopped laughing!

Oops, I overlooked a decimal point. I may need to rethink my career options! As for the presentation, I prefer to match up the age bins, though the author may not have had the raw data set to work with. I'd also either make the cutoffs where the rates change or put an equal number of years in each deepending on what I was trying to show.

As someone who works a lot with statistics, these graphs are a terrible presentation of the underlying data. However, if you line up the age ranges, it looks like CV has roughly twice the mortality rate until you get over age 65. Then all bets are off. Given I'm not over 65 and am healthy, I won't change anything. I'll try not to get sick, but if I do... oh well.

Have you looked in the baggage compartment? I know Mooney put the hrs meter there for some models (others will probably know the exact models and years).

Based on 3 of flights, I seem to be roughly 60% XC, 30% giving rides to friends, family, and strangers, and 10% training. About 80% of my flights have at least 1 passenger, 50% at least 2, and 25% have all 4 seats full. Now if you look at it on a per hour basis, it's closer to 85% XC, 5% rides, and 10% training.

I don't believe so (others on here could probably answer this better). Part 91.409 states: (b) Except as provided in paragraph (c) of this section, no person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter or has received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. He would not be carrying a person for hire or providing flight instruction for hire. There is no language that I'm aware of requiring a 100 hr inspection that specifically mentions leasing aircraft.

I like to only include true consumables (fuel & oil) in my variable cost to fly the plane. Everything else goes into fixed costs. That way I can tell my wife, I'm already spending $3,000 a month just to own the plane and it only costs $40/hr to fly it, so we might as well fly it every chance we get!

I don't think you can even start to answer the dry rate question until you determine what it will do to your insurance. If it causes your insurance to go up $6k and he only plans to fly it for 50 hrs while getting is IR, then the cost of the insurance alone is $120 per hour. The total dry rate would need that added to all the other costs that you wish to share (annual, hangar, maintenance, etc.).

Hmm... I bet one of our salvage guys around here would be more than willing to offer you a 2 for 1 discount at that price!