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Hank

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Everything posted by Hank

  1. 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).
  2. Still won't keep every Tom, Dick and Harry from googling my N# and being given my name, age and address . . . .
  3. 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).
  4. 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 . . . .
  5. And that's the part that bothers me!!
  6. 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.
  7. 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 . . . .
  8. 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.
  9. @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!
  10. 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.
  11. At one point a few years ago, they did advertise the ability to finish off the last one or two from near the end of the line. Maybe the year after the shutdown when Beijing cut funding?
  12. Because it lets the FAA decommission many VORs and save all that money on maintenance and repair. Instead, they have shifted the burden to aircraft owners, using weather broadcasts as the carrot, and limiting altitude to 10,000 msl and requiring advance written permission to fly within 30 nm of Class B airports as the stick. It also permits billing of ATC and airport services based on ADS-B location, along with whatever future fees the administrative state decides to implement, and they don't have to depend on you to self-report, they just pull up the daily ADS-B tracking report and auto-generate bills to send to the recorded address of the N-number owner (no new headcount required, just a bit for coding and server maintenance). This is just part of why I am not equipped. Besides, I hardly ever fly within 30 nm of Class B fields; the only one I want to fly near with any frequency is ATL, and they've yet to give me clearance to transit the Bravo in 17 years of asking, and no, I don't want to overfly their 13,000 msl ceiling in my little C--I'd have to buy an oxygen bottle, and the climb would take a considerable time to achieve. Charlotte, however, is nice, and recently directed my to transit West-to-East directly over the field, so yes, it's really just an ATL thing (must be too many damn yankee controllers!).
  13. Thus is quite a surprise to me, I thought the E would significantly outperform my little C. We're much more comparable than I imagined! At 7500 msl, 2500/21" the E is faster but the C goes farther . . . The important thing is that they're both Mooneys!
  14. Owner assisted annuals are the best, but are not an option with my new IA. They let me see everything, and participate in decisions, sometimes pointing out things to watch or to plan for next year. Now, I just have a thorough preflight, checking everything external and under the cowl carefully. Inside, I make sure my seat locks in place, then check the position of every switch and button in the cockpit. Then I make sure to.hit every item on every checklist from Pre-Start to Takeoff. Make one lap around the field, then a landing to full stop. THEN I fly home, all of 15 minutes from wheels up to pattern entry. Followed by a walk around and leak check.
  15. Someone here has VGs on their Mooney. Seems they also have FIKI. Who is it? @aviatoreb?
  16. Talk to your broker, there may be steps in value that incur significant increases in premiums. Then you'll just need to decide to stay below that value, or go over it at higher rates. @Parker_Woodruff was able to raise my hull value last year due to rising valuations for no change in premium. Thanks, Parker!
  17. Glad everything went well! You're now ready for summertime flying in the Appalachian Mountains. I've been flying on a CAVU day, no clouds for hundreds of miles, and had total whiteout on descent for several thousand feet before hilltops became visible through the murk, then suddenly visibility came back. Haze is real! My only western fire experience was missing the chance to go flightseeing over Yellowstone due to Fire TFRs. Flying in that much smoke sounds unpleasant.
  18. Around here, ive rarely seen above 60°F = 15-1/2°C at 10,000 msl, even when it's 100°F or more on the ground. Waiting for traffic still 5 or 6 miles out on approach, with temp near 100, humidity in the 80s, plus the extra warmth radiating from all the concrete, is extremely uncomfortable, and also totally unrecognized by the folks in the nice air-conditioned Tower who think I can't take the runway and get away in less than 60 seconds, so I sweat and wait for 10 minutes . . . . . Just one more reason to limit my exposure to Towered fields.
  19. My 1970 C, same age as the OP's E, makes book speed (165 mph) at 1000 msl on a fall morning, with a Hartzell 3-blade prop.
  20. It's an STC, plus labor. Is it available from LASAR since they moved?
  21. If you have AC, crank the engine then start AC to cool off the interior. Add "AC--OFF" to your Pre-Takeoff Checklist after control checks and before the actual runup. I really don't need AC in cruise; just fly higher and you won't either. My wife uses a blanket and half cabin heat at 9500 msl in July and August. Even 20 minutes at 6500 can be a blessing on shorter trips. Practicing maneuvers and doing pattern work? There's just not a lot to do . . . .
  22. That looks good. Much better than my little built-in flat light.
  23. I hit mine with Tru Flow every now and again. Keeps them from getting difficult to move, and weeps down into the o-ring a bit, too. Blue fluorosilicone lasts longer, but a bit of lube won't hurt them.
  24. Some people read the manufactured year as the model year, despite the J being introduced in the 1977 model year.
  25. Bbb-bbb-rrrrrrr-rrrr!!! Lift is good in cold weather, but preflight and taxi out suck!! Fortunately I no longer have to deal with that very much. Although Christmas before last, it was innthe teens when I took off, and a whopping 20°F with wind in the teens at my destination. Thankfully it didn't last very long. But even when the temp is 96°, and it's much hotter on the runway, it is often comfortably cool at 7500 and up; my wife has sweated out departures with me, then turned on the heat in cruise. And yes, I always turn it back off during descent!
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