Hank

Bama has both. State ABC stores sell only liquor; beer and wine in grocery stores, Walmart, etc.; beer at gas stations. Also independent liquor stores, but I haven't done price comparisons since moving back in '14.

Talk to LASAR, see if you buy theirs, can you return them if they don't fit. The only other choice that comes to mind would be to buy some sheet PC and bend your own set. Vacuum molding is pretty inexpensive.

Seriously, do people still do that? In the 17-1/2 years I've been flying my Mooney, I push everything forward for takeoff and leave it there until I level off and accelerate; sometimes I lean a little in the climb, above 5-6 K. Reduce throttle or RPM? Never! Must be a turbo thing.

It used to be a fairly common STC for many Pre-J models. A previous owner put them on my C.

If people aren't willing to pay an additional $1/gallon for unleaded fuel [at 100 hours, my C will require an extra $900 for this], how many do you expect to pay $100,000 or more for a new engine? What about the many, many airplanes whose total value is less than the cost of the new engine? New engine technology may work out for newly-built airplanes, and for late-model planes already in service. But very few [if any] pre-J Mooneys are valued about $100K . . . .

That's weird. I didn't have tomsign in, just hit the Play button.

If it's just the two of you, a good C or E can be a good choice. I sometimes fly 4 people in my C, useful load is 969 lb or me, full fuel and 469 lb. Either way, have fun! Life is too short . . .

Nice! If I get a second plane, it will have a second wing, and annual will be six months from the Mooney's.

Is nothing available at KJGG, Williamsburg? Norfolk isn't too far away, either. It may be beneficial to fly in and talk to people at the airport, that's how I found a shared spot at my last two bases. Actually, I've owned my Mooney since 2007, and except for 2 years, I've always shared a hangar with at least one other plane. Box hangars are nice!

LASAR and GLAP come to mind. When I lost one of the two Chicago bolts out if mine, LASAR sent me a new set with four (4) much smaller bolts and insisted that was correct (it is for an Ovation). Verify your bolt pattern before ordering, and check details on the latch, too; it's been before July 2019, so the details have faded, it may all be one big kit.

Because of airspace restrictions, FRZ, etc., is my best guess. These things make good sense to the bureaucratic hive mind.

Just remember: Short body Mooney = A, B, C, D, E Mid-body Mooney = F, J, K The J model is just an F with improved aerodynamics, and is newer because the J replaced the F (and is therefore priced higher).

For a "both" idea, look for C/E/F rather than a J, then you will have budget left over for a tailwheel purchase. (What is your budget?) I love my C, and have traveled from Niagara to Yellowstone to Ft. Lauderdale. Houston to East Alabama averages a little under 4 hours, I'm a Mooney hour due north of Panama City; an F model should have a little longer range, but honestly after 4 hours, I'm ready to stand up and walk around. Enjoy them hunt, get a pre-purchase inspection by a knowledgeable person, and fly safe!

I just figured everyone was distracted by the whole DCA mess . . . All forums.shiwed the most recent post as 22 hours ago the last time I checked, then new post slowly began to appear.

Check with Joey Cole in Dalton, GA, KDNN. Hes a bit closer to you than Atlanta.

Even KLAL uses different frequencies for the two runways during Sun n Fun (two runways means the large, fast planes use the runway, and us little folk use the taxiway).

Complete with I think 14 dzus per cheek; and 5 rear dzus, 4 front screws and 2 rear screws on the top cowl, right?

Wow, you guys are great! I finally got cleared into the ATL Bravo flying on Christmas morning, but had the pleasure of "staying out of the Bravo" on my return flight several days later. So in 17 years, I have ONE clearance into the ATL Bravo, and LOTS of experience staying out both to the south and the north sides (usually crossing SW-NE). Other Bravos typically let me in, it's just an ATL thing. I hope you get a route or two down there in Florida!

Depends on what you call "pipe." Galvanized pipe, maybe; black gas pipe, probably; electrical conduit, definitely not.

Five minutes to remove, maybe six to reinstall. There are four bolts at the front and two at the rear of the top, then a whole bunch of quarter-turn dzus fasteners. Five at the back, and what 12 or 14 on each cheek? Quick, quick, quick. Reassembly is easier if you put both cheeks on, and leave the top fastener on each side open until after fitting the top. I've spent much of my career working in or with industrial maintenance, I've never spent more than one minute to remove a single #8 screw like is on the front of our cowls. Even though these are Philips and not socket heads, they come out easy.

I landed at KRAP with just over 100 hours in my 1970 C, winds were in the high teens gusting into the mid 20s, 50° left of the runway. Just recently, I landed 18, winds were 260@8G14, Variable 240-320. Fun times! Sometimes it's just mental. When I was first dabbling in IFR training, i was out with a CFII who arrived an hour late, and we got home as the storm was approaching. Tried twice to land on 26 (3000 x 75) over the trees and couldn't hold centerline due to strong gusty wind from the left. So we hopped 4nm across the river to use the crosswind runway at the local Class D, and made it. Eased the plane into a community hangar for the night, pushing the tail between two Cessnas. Anyway, that runway was wider, and I found out when I looked closely flying out that it was also 26 and 3000' long. But it was wide, wide, wide with an open approach. Didn't notice going in, the CFII did the radio work and I just concentrated on flying the plane.

There are four busy reseal shops; in geographic order, North to South: Weep No More in Minnesota Don Maxwell in East Texas Houston Tank Specialists in Houston Wet Wingologist East in Ft. Lauderdale (Edison did a great job on my tanks in 2009) If you're on the Left Coast, there's an MSC in Oregon whose name escapes me right now (Troutdale, OR?) who may do tank work, or know someone else who does.

Your F is a little different from my C, but here goes my take on this. Look for other F & J types to have input too. 1) There's no need to lean on runup unless you're at high elevation. I did lean for takeoff in Cody, WY once, but in 17 years that's the only time outside of training that I did so. What does your Owners Manual say? Nevermind the purchased, not made by Mooney checklist. 2) Constant speed props run at a constant speed unless you move the prop lever. Lean by EGT. Lean to touch, richen to smooth is fine. 3) Many people fly their Mooney with IO-360 at WOT, and use RPM and mixture to set power. I have a carb, so can't help you much there, other than to point generally at the Performance Tables in your Owners Manual. 4) Again, look at your Performance Tables and see what works at various altitudes. I run my O-360 at 2300 below 4000 msl; at 2400 from 4000-7000; and 2500 above 7000. 5) Probably not, if you've only flown it that way a little bit. Talk to who did the overhaul and get their written engine break-in instructions and follow them! Proper break-in is critical! 6) Look at your Performance Tables, it is one of the figures given. Or a modern engine monitor will calculate it for you (is this part of your upcoming avionics install? 7) Can't help you with the turbo. One last question: every Mooney I've ever seen or discussed has a redline at 2700 RPM. I hope your mention of runup at 2800 was a typo for 1800? If you've been flying at 2800, there ain't much anyone can do for you. Good luck, have fun, fly safe and let us know how it goes.

Back up to 45.21(a), which gives permission to use 45.22, instead of 45.23 through 45.33

Or take your old floor mats to most any upholstery shop or car restoration shop and they can make new floor mats for you.