Hank

I guess that's one response to all ofmthe meowing . . . .

And about double that for 400-series. That's why one is magnetic, and one isn't. Pand why one can be hardened, and one can't.

That's why I like it--spray on, wipe off, done!

It's shocking how infrequently I drive my car since taking early retirement on 31 May. Poor Carfax keeps telling me that I'm overdue for an oil change, but I still have another 1000 miles to go (I change the oil every 5000 miles in the car and every 50 hours in the Mooney). Guess I'll keep my eyes out for car trouble, but next month I'll have had my truck for 36 months, and it's only got 17,500 troublefree miles. Guess I need more 18 mile trips to the hangar!

I remember back when I had an iPad. To get a GPS chip, I had to buy the cellular model, $689. Since then (gave it up ~2016), I think I'm on my 4th Samsung tablet--all wifi only, all with GPS chips, and I haven't spent that much combined. Aware is free; you can download any form of data for free--WACs, Sectionals, Low & High Enroutes; Approach plates, rtc.; and after several years I've about got it figured out; the approach plates are geo-referenced; and it automatically switches to geo-referenced airport diagram when you land. I've also had three company iPhones--4, 5 & 7. None were as good or as flexible as my Galaxy 3 . . . But the 7 was notably better than the 5. Looks like my fellow fliers have all drunk the Kool-Aid so deeply that they don't even know anyone else makes a tablet . . . So sad. But I'm not overpaying for substandard "brand-name" equipment any more.

I use Aero Cosmetics Wash n Wax, Red, on the belly. Spray on, wipe off, almost zero effort. It easily removes both oil and exhaust residue.

In my first job, we used a lot of moly-disulfide grease. I ruined a pair of jeans every day of the first week . . . I had a shirt with a dab of grease on the shoulder that I washed twice a week for four years, and it was still clearly visible. Moly grease is good stuff, just be careful with it. No, ive never mixed it up, just used it straight from the can, but be careful and wear gloves. It will eventually come off of your hands after a small exposure . . . .

Long term, my C runs ~9gph, less up high, less when shooting multiple approaches. But I have to run ROP due to I efficient distribution after the carburetor.

The last I bought was $5.60 in Lower Alabama. It seems to be less expensive on eastern NC.

I'm an engineer with two degrees that say so, and for a short period was also lame. But two months of physical therapy got me moving properly again. Sorry, no, I work(ed) in manufacturing, not on airplanes . . . .

Amen! I know another veteran who refused to follow up and treat his prostate cancer, and I don't want to end up like that. My first biopsy was not long after I found out what his trouble was, because my PSA went from 3.7 to over 6 in less than a year, around age 50. All good then and now. PSA is quick and easy, as painless as anything beyond a tongue depressor (it's just a blood sample). If needed, the followup MRI is a big nothing, I think I fell asleep during the last one because they now play the radio through your ear plugs (very much like wearing my Halos in the Mooney). And if needed, a followup urine test takes no time and has fairly quick results. The good news is that prostate cancer grows slowly, and many more men die with prostate cancer than die from it. Odds are about the same as a woman getting breast cancer, 1 in 8 of us will likely have it. I can't say the biopsy is unpleasant, because I was out of it, just make sure you get good pain meds with the antibiotics. Have a couple or three days to lay around the house afterwards too, and you'll get your results before you're walking right again. The last time I had complications, and used the cane I bought when I blew out my knee, just something to think about (the cane was $50 at walmart). Plan on a month without flying to save your life if the PSA results are poor, the MRI says "probable" and the urine test comes back with a high result.

SS has lots of nickel and chrome. 300-series (303, 304, etc.) have very little iron and are not magnetic. 400-series IS magnetic, and hardens nicely when properly tempered; mess up the tempering process and it is both hard and very brittle. "Steel" is iron with ~0.6% carbon for good mechanical properties and hardenability (low carbon steel has less than half of this; high carbon steel can have two or three times more). Modern steel lists many trace elements such as phosphorus, manganese and other minerals, often less than 0.1%, but they affect various properties of the steel--machinability, hardening, max hardness, yield strength, corrosion resistance, etc. In general, most SS is somewhat difficult to machine, it's kind of sticky and gummy, but the 414s harden up nicely whether through-hardened, case hardened or coated. 4130 / 4140 is good for making parts for some loading and wear uses, but other types (like particle steel developed by Uddeholm, or one of the vanadium alloys) is great for wear resistance when through-hardened. But as the alloys get more "exotic," the heat treating process becomes longer and has specific temperatures that must be achieved for particular times lest you obtain sub-optimal results. So determining the exact alloy and hardness is critical to replicating the part, but the handbooks are sufficiently developed that knowing these two items will allow the machinist to easily look up the proper hardening process. Good luck making new gears! I wonder if coating the finished gear with titanium nitride, AlTiN or even diamond black would make for both improved life (although that doesn't seem to have been much of an issue for our planes) as well as reduce friction in the system? Or would a friction reduction provide any real benefits?

@Gee Bee Aeroproducts Which duct is this? Your photo is all black. Thanks.

It's easy to tell 300-series stainless from 400-series--the 300s are iron-free, therefore not magnetic, and cannot be heat treated.

The following Mooney models are carbureted: M20 M20A M20B M20C M20D M20G Everything else is fuel injected If you know the engine model, O-XXX is carbureted, IO-XXX is fuel injected (that's the "I" in the engine number).

Still won't keep every Tom, Dick and Harry from googling my N# and being given my name, age and address . . . .

There is a fee (tax?) for the tag, paid to the county . . . And there is a fee for the tag on my car, in addition to ad valorem tax, paid some to the state and some to the county. . . There is only ad valorem tax for the Mooney, paid to the county where it is based (which is not the county where I reside).

When I was based in OH, across the river from WV, small airplane tax was $14/seat. The last few years in AL, taxes are bases on value, just like cars, and I've been paying $200. Valuation was increased this spring . . . So taxes are paid, but no "registration" per se--noplate, tag, sticker, decal, etc., to display and refresh, although my boat.and dog both have them . . . .

And that's the part that bothers me!!

There used to be a school near Huntsville, AL. The name of the airport reminded me of Moon Pies, but I can't remember it. A quick check of AirNav shows this to be 3M5, Moontown Airport, 2200' of turf in good condition. But it does not show any businesses operating there. Does anyone know if he is still running? Seems he also offered aerobatic and unusual attitude recovery training, a rare opportunity.

It's not the government disseminating the flight information. It's simply that the required equipment is not encoded at all, and Flight Aware / Radar24 or whatever it's called, and other web services, simply deploy RaspberryPi units to receive and collect the information for display. I'm not even ADS-B equipped, yet Flight Aware shows all of my non-local flights. But it's nice to have people able to meet me at my destination, and track my arrival time accurately using FA. What bothers me is that any fool can type my N-number into Google and get my name and address. Try that with a car license plate, you won't get anything back--in fact, it's illegal to provide the information to anyone other than law enforcement. P.S.--as early as 2008, I couldn't enter ATL Bravo heading 197 from KHTW to KMLJ . . . .

As tiny as the nose tires are on a Mooney, they will not add a significant amount of oxygen to the fire. Airliner tires are different--they are several feet tall, contain many cubic feet of gas, and run in the hundreds of pounds per square inch. Mooney nose tires are quite small, maybe two cubic feet of air, and they seem to come in two pressures: 30 psi or 49 psi. Neither will add significant air compared to the airflow at 100 mph.

@Conrad, it will certainly be worth your time to talk to an IA near the plane and get their opinion about getting a ferry permit. See what they need to do, what they think the FSDO will want to see, etc. Then comes the cost estimate and timing. Flying the plane out on the ferry permit is easy, I did it once, just had to wait for VFR weather all the way. My flight was just an hour, so I don't remember if there is a time limit on the permit, if it's limited to a certain number of legs, what happens if the weather changes and you have to land, etc. Some of this you can investigate online, some you can add to the discussion with the IA, along with whether you intend to fly the plane yourself or hire a ferry pilot. Good luck with this!

With an assistant, you can ground run the engine and have them wave the Sensorcon unit around and see where it is entering the cabin. This will probably be easier to do if you take out the passenger seat first. Don't think you'll want a passenger crawling around in flight doing this.