skydvrboy

How willing are you to look up your own answers? Below are answers for the Caravan. B2Osh uses the same procedures and accepts Mooneys in their clinics. Obviously, any pilots can get together on their own without any formation training whatsoever and do the equivalent of "hold my beer while we go formation flying." But the clinics strictly adhere to the following.

I don't believe this is the correct minimum maneuvering speed. If I remember right you fly a C model and the clean stall speed is 58 kts or 67 mph. Minimum maneuvering speed is 1.404 times the clean stall speed or in your case 94 mph. For my F model it works out to 95 mph, which I try to maintain until I am on final. However, I then slow down substantially and my approach speed is between 70 mph and 80 mph depending on loading and runway length.

You mention a JPI 900 in your list, but in the picture is a JPI 700. Are you selling a 900, a 700, or both?

Yep, if Raggedy Anne gets painted, she loses her name, her character, and her story. Heck, I'd probably lose my call sign... "Patches." Paint is the last thing I will ever upgrade on her. Only after she has all maintenance issues fully taken care of, all safety upgrades I can come up with, all panel upgrades I want, avgas to get to every destination on my bucket list, the interior redone, and I've run out of things to spend my money on... then it would be time for a new paint job! P.S. I did take her to the local paint shop and asked if I needed to paint her to prevent any damage or corrosion. He said "Nope, only paint her if you want to change the way she looks."

The damage was done four owners prior to me and repaired three owners prior, sometime back in the mid 90's. That said, the skins look to me to be custom made since you can still faintly see the material type printed on them.

A previous owner didn’t tie her down well and she got blown into a hangar. Now “Raggedy Anne” has character to match her name.

Picture of her in flight... where she belongs!

The first three that you came up with were the ones that a classmate and I each came up with. He also gave credit to the kids who said to simply observe a lunar eclipse and look at the curved surface of the earth's shadow as it passes across the moon. This is especially damaging to the flat earth theory if the eclipse happens near sunrise or sunset. BTW, thanks for humoring me and playing along.

OK, that's one... only two more to go. Also remember, this was a question proposed to 19 year old kids before the internet was a thing. Maybe I'm not the brightest, but it really challenged me to come up with three different methods on my own, which made it quite fun. One of my three answers was basically the same as yours, but I'd never heard of Eratosthenes. I said you could use a stick or a pole and measure the angle at two different locations on the same date and time.

Only if you value speed, safety, and efficiency. Not necessarily in that order. I wouldn't let the factory closing influence your decision. I've never bought a part from the factory and seriously doubt that I ever will. There are just too many parts available for less through aftermarket vendors and aircraft salvage operations.

@Cody Stallings ... and they wonder why they need a new prop when it's time to overhaul?

My astronomy professor in college issued a challenge to the class that to this day was one of my favorite thought experiments. Using only technology available to the ancient Greeks, come up with three ways to prove the earth is round. Only two of us succeeded, have fun!

In flyover country, the world IS flat. In fact, it's so flat I can see the curvature of the earth just by looking out our second story window! Now that's flat.

I do know someone who lost their life to a carb ice event in a Cessna, so I'd say carb heat would be important if applicable. I learned BCGUMPS, which added belts and carb heat.

My instructor made me repeat "gear down and locked" on every GUMPS check. He said you never know, you may find yourself flying a retract someday. I played along thinking, no way I'll ever end up in one of those expensive high performance planes. Why, the increased insurance and maintenance cost would eat up nearly my entire flying budget. Then I found Mooney!

So I went back and read the AD this afternoon, which applies to the shaft and not to the yoke itself. So technically, I didn't fail the AD, but understandably my IA was hesitant to sign off the annual with the yoke cracked. His words, "This would probably never break, but if it did..." @Alan Fox I'll send you a PM.

Almost forget the pics. Hopefully the cracks show up.

So my '67 F has a 500 hr recurring AD to inspect the yokes. The AD isn't due for another 80 hrs, but my IA knows I fly about 100 hrs a year, so he checked it. Sure enough, the tapered pin on the pilot side yoke and the set screw have been over tightened and cracked the cast aluminum yoke (I'll follow up with a pic). Anyone have a spare yoke laying around that will fit a '67 F (part number 917010-501)? The yoke shaft also has a depression where the set screw was over tightened and I'd replace that too if I can find one reasonably priced (not sure on the part number). Calling @Alan Fox @SheryLoewen, @Jerry Pressley, others?

I think for me, this would likely lead to a GU landing rather than prevent it. The closest I've come to a GU so far was during my transition training. Instead of the usual depart the pattern, go somewhere, enter the pattern, we were did a go-around. After takeoff, I forgot to put the gear up. Then at my normal point at midfield downwind, I grabbed the Johnson bar and moved it to the other position. My instructor waited a few moments to see if I would catch the error and then asked if I really wanted my gear up for landing. Now that I have a routine of putting gear down at midfield downwind, if I start putting it down 6 miles out would I at some point move the handle the wrong direction at my normal gear down point? I think I would be at a high risk for that until the 6 mile gear drop became my new normal.

Just out of curiosity, about how many AMU's was it to remove, overhaul, and reinstall the AI and DG? Just for planning purposes when mine goes TU, I'm wondering how far along that gets me to replacing them with an Aspen E5 or a pair of G5's.

In hind sight, since lead took the wrong side of the runway (upwind) this worked out well to keep him out of wake turbulence. I know this may sound harsh, but if you want to fly formation, why not get some training? The best would be to attend a formation clinic, but if that's not an option at least read about it http://www.ffi.aero/documents.htm, http://www.ffi.aero/files/FFI FORMATION GUIDE V3.1 JUN 1 2018.pdf or watch a training video.

To the guys saying no fuel, isn’t that a blue fuel stain under the left wing?

In the audio the lead pilot, N7JC, can be heard directing the flight to extended trail early, so no overhead break. Nonetheless, the plane went down on final and no one knew, so pretty sure they were #4 and out of sight of the others.

Pure speculation, but that could have been the case: $3.66 vs $4.52 at departure airport. Spruce Creek is a very friendly community. According to the pilot flying lead, he has to keep his hangar door closed when he works on his plane or he can't get anything done. Too many people will walk over and want to talk airplanes. For me, the worst thing would be having to fly back home without one of my close friends.

Also check with local aviation groups or EAA Chapters. Our local aviation group gives out scholarships to students wishing to pursue a career in aviation, as does the EAA chapter to our east and west. Ours ranges from $500 - $2000 depending on how many kids apply and are approved each year. The caveat for these three though is that the student has to be a resident of that county.