Hank

This looks interesting, but it belongs in the Trading Post / Vendor Forum. It would be nice to see a comparison of the three different offerings to do this that I remember reading about here.

That's an awful lot of "no flying"!!

Maybe @Parker_Woodruff can shed some light on this. @Oscar Avalle lives / lived in Central America, he may have some relevant experience, too. Enjoy your trip, it sounds fantastic!

The factory-style tie downs were in both wings when I bought my Mooney in 2007. I know I've taken them out briefly once or twice between annuals (maybe?). I've not seen my jack points in several years, but found a socket head cap screw works pretty well--the jack goes right into the hex hole.

I've been driving since 1977, and have never knowingly been through a light like that. Need to find and update my spreadsheet listing states visited and driven around in, it must be > 40. But haven't driven in Kali, either too young or just taxi and walking around downtown SF before it went awry. If I had $1 for every light I've sat waiting out the timers to make a left turn with zero traffic going the other way . . . . Yes, even between midnight and 0500.

And The Learning Channel is to education . . . Or Music TV is to music . . . . .

The Atlanta Bravo goes to 12,500, so crossing it VFR must be done at either 13,500 or 14,500. So that's 60 miles wide, plus a buffer on both ends to guarantee that you don't clip it. So at 150 knots it would take 70/150 = 0.466 hours, or 28 minutes. At 13,500 the pilot is required to be on oxygen after 30 minutes, and this calculation includes zero time climbing above 12,500. At 14,500 the pilot is required to be on oxygen immediately. My C has no oxygen, and I'm not sure it would make 150 groundspeed over Atlanta both directions on a trip, so I comply with ATC's instructions to "stay out of the Bravo" and fly the extra 20-30 penalty minutes in each direction (quite a bit when dorect would go over the field and take 90 minutes; what is safer than above the field and 45° to the runways?). Because in 17 years of flying past ATL, their instructions have changed from "remain clear of the Bravo" and I have yet to be allowed inside the sacred space except when driving my car . . . . And my little C just doesn't have the legs to make it over. If only the ATL Bravo was only 10K! If only ATL controllers were as nice as Charlotte, who let me transition through regularly, and once directed me to fly over the field at 5000 msl headed almost due East . . . No penalty box there!

When my tanks were resealed, both were full to the caps and the bill was for 52.4 gallons. Close enough to 26 per side for me, I still plan for 2:30 per side with knowledge that there's actually a bit more. But I don't like going much over 4 hours, but sometimes head winds and reroutes happen . . . So far, two flights at 4:45 landed with 11-12 gallons left in one tank, good for 1:15-1:20 more.

@Matthew P, your E and my C both have a total of 3.4 lb = 0.567 gallons of unusable fuel. At a weight of 6 pounds per gallon, this comes to 36 ounces per wing. I flight plan for 50 gallons, because it makes the math easier. I also leave ~1/2" of expansion room when filling up, since it gets hot here in the South and I hate to see fuel dripping out the overflow . . .

When filling my weedeater and backpack blower, what supports the towel that the gas can lays on? The 2-1/2 gallon can that I have is larger then the combined engine and fuel tank in both pieces of equipment. I cannot hold 15 pounds of gas in the pouring position with one hand beside the pouring spout, and don't know anyone who can (including my neighbor who owns and operate several gyms).

This means to polish an area about 6" x 6" for your scratch. Polish deeply around the scratch, and fade it out to at least this size. EDIT: back when I used to polish steel, each grit would cover a larger area (to eliminate the "edge"), and for a 1" long scratch, the final polish was often nearly a foot long and several inches wide. This should work for your window, too.

For my C, the Owners Manual says:

I despise the new gas cans, they require three hands to use (assuming you can hold a full 5-gallon can by the top while tipping sufficiently to pour into the riding mower; why did they eliminate the second handle?). Thankfully I still have an old round metal 2-1/2 gallon can to premix oil and gas for the weedeater, blower and chainsaw, I can operate it with one hand. The new cans take one hand to hold by the handle; one hand to support front the bottom while tilting; one hand to open the anti-fume valve; and one hand to hold the weedeater. No can do! And yes, i have a new-style 5 gallon can to bring avgas home for the golf cart. Using it was misery until I found a kit on Amazon to just replace the stupid spout. I'd like to add a vent for better flow, but at least now it's usable.

@AJ88V, i was in your position a few years ago, looking at a Missile that I just missed. It would have been a step up in instruments, performance, fuel and maintenance from my C, but would have been amazingly fun. Logged along another decade, and another great Missile popped up, as I was debating my retirement schedule; work ended the debate by closing the plant, and i didn't want to move to work another year or two, so I backed out of that dandy Missile, knowing that it wasn’t needed as a soon-to-be-retired engineer. I had high hopes for the Dynon autopilot, and would have done the full SkyView suite with it, but they have decided to pass on the Vintage Mooneys. And my C continues to soldier on. I'm digging into the Brittain system to get it in tiptop shape and see if I can squeeze a couple of more decades out of it, and see how well the venerable G430W holds up . . . . Let's enjoy our retirements, and our retirement rides! Aren't Cs amazingly capable and versatile airplanes? Mine still makes me smile after 17 years.

The electric flaps in my C are moved by a spring-loaded switch that returns to center when released. As long as I hold the switch over, the flaps move (until they hit the limit switches, then the motor grinds)--there is no "set and forget," I have to hold it. Fortunately I can reach the switch with a finger while holding the throttle to idle, whether on final or rolling out on the runway. I don't brake until after the flaps are up, and haven't flat-spotted a tire.

A little under 2 AMU for $80K valuation. Just over 1000 hours (~900 in my Mooney), Instruments, hangared with two RNAV approaches. Everything matters, the devil is in the details. Get a quote, it never hurts to ask.

I also use Airspeed Insurance through @Parker_Woodruff, insured with Old Republic I think. Rates are reasonable but have increased the last couple of years. There is usually a break at 100 hours Make & Model, and also with Instruments. Some companies will prorate the rest of your policy when you complete the rating, so always ask. The Mooney Flyer has a state-by-state of CFI / CFIIs, check it out. Huntsville is nice, I'm a little further down in Alabama. While I like my local CFII (retired Navy pilot), she's not a Mooney specialist but is very good as you'd expect from a long-term military pilot. Brownaero@gmail.com for information.

^^^ THIS ^^^ I'm two years into my 3rd one since 2008.

I have Takeoff Flaps down before the FAF, and drop gear when 1-1/2 below glideslope; the plane settles in and descends on speed and on slope. Then I take it to the runway and land, using Flaps as just another flight control to get me to where I want to be.

I generally take some light snacks. In the morning, I'll take the rest of my coffee and a water bottle. Later, I'll take iced tea instead--20 Oz will last longer than the flight. Only small sips to wet my mouth. And if I'm going towards complex airspace, I'll take some small candy for quick energy a little before I get there, it helps me concentrate. First stop after landing is the same as last stop before departure, to drain the main vein.

In fact, this would make a great presentation at the next Mooney Summit, if you are able to attend. @SkyBound? @DanM20C?

Me, too. If I need to add oil, I pull the dipstick up until I can fit the funnel beside it. Almost never take it out, unlike automotive use, because I never check the oil immediately after shutdown like at a gas station--it's a preflight activity, usually on a cold engine.

High level airspeed come from tailwinds. That how I came home from Houston at 170-178 knots. On the other hand, headwinds as I diverted around icing once kept me to 105-115 knots, and climbing to get past Knoxville I bottomed out at 68 knots at 10,000 msl, dodging icy cloudtops. My wife said, "glad we aren't in a Cessna!" How quickly we get spoiled!

Welcome back! Long time no see!

@Echo, changing the oil is an excuse to fly twice! Once ti warm the oil for draining, and again to check for lrajs afterwards.