Kevin Harberg

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About Kevin Harberg

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  1. Here's a video of what you can do with two cups of white flour in a brown paper lunch bag. Here I slowed down below 90 mph and placed bag in front of wing before letting go! You Tube - Mooney Mite Flour Drop
  2. Here's a short video showing an open canopy wave at 75% cruise (2150 RPM Continental CA65). Remember sticking your hand out of the car window at 60mph? This is done at twice that speed!
  3. C-GXTR was inspected from day one as a homebuilt project, and I assume that the blueprints purchased for the Mooney Mite homebuilt, in addition to the vast number of modifications (some of which emulate the changes seen on the Mooney M20A), contributed towards the inspector's assessment as qualifying for amateur built status. I remember hearing from the AME that built this aircraft, that the most difficult part of the build was satisfying the 51% rule. I therefore doubt that your previous ponderance of a person performing an extensive rebuild of a certified aircraft would comply with the intent of the amateur built category. If, however, you are comfortable performing "substantial modifications" to a design type, and are able to satisfy an inspector's assessment as to meeting the intent of the "Category", you may own and fly an aircraft based on a certified design that is registered in the homebuilt category. As implied, once registered in this category, you have the "freedom" to perform future modifications entitled by category.
  4. Your 145 cu. in. Lycoming 0-145 powered Mite is the envy of owners of the 170 cu. in. Continental A65 powered Mites (at least as far as fuel consumption is concerned). With 15 gallons onboard, at the power and mixture settings I use at high cruise (75%), I would only get 3 to 3.5hrs in my Continental powered Mite. Auxiliary fuel systems in Mites seemed more common once Lycoming 0-145's were no longer available.
  5. The 51% Rule is difficult to quantify so it is imperative to have the inspectors involved early in the planning stages.
  6. After flying 1 soul on board for 300 out of 400hrs flight time in my father's 1966 M20 (when I was a kid), I now fly the single place M18 with no regrets. The reduced annual flying costs permit me to rent any twin most anytime I want and still come out money ahead. By the way, I have 2 spare M18 wig-wags if you want to install one (plus one for co-pilot) in your M20. My upgraded M-18 uses a gear indicator light (just like your M20). The wig-wag was introduced after Al Mooney did a gear up landing in an M18. Some older small aircraft engines lacked electrical systems, so the adapted automotive windshield wiper operates off of crankcase pressure. When you reduce power, it "wags" quicker just like the old automobile vacuum windshield wipers.
  7. I have 15US gal auxiliary tanks with 15US gal main in my modified 1953 M18C (1986 M-18X experimental/homebuilt) burning 4-1/2 to 5US gph at high cruise with a Continental A65-8F. Easy 600NM+ range with reserve at 75% high cruise (125-130mph). Stock M18's came with 12/15 US gal tanks (depending on year manufactured and Lycoming O-145 or Continental A-65 powerplants). Lycoming O-145's were more fuel efficient and were therefore often fitted with the smaller tank. The licensed gross weight of certified M-18's would not permit full fuel with addition of electrics, avionics, and large pilots. My Canadian registered M18X has its' much higher (683lb) empty weight offset by its' much higher 1025lb gross weight, thus realizing the impressive endurance (and range) with a 170lb pilot. Al Mooney flew an M18 with even greater fuel capacity breaking distance records for aircraft in this class.