Hank

I use Air Hawks on the nose because I was based the first 7 years at a field without taxiway, so every takeoff and landing had a 180 turn. In 17-1/2 years and 1000 hours, I've replaced the.nose wheel three times, and the mains once. Note that none of them were new when I bought my Mooney. Mains are Goodyear Flightspeed I; the -II and -III are designed for much higher weight and runway speeds well above Vg, and they cost much more, too.

And in the age of multi-gigabyte data transmission speeds, get rid of the 1920-era teletype abbreviations and use complete sentences written with whole words.

That was my first thought, right after "missile."

My C shows 24.5" at 5000 msl, and 22.5" at 7500, so then WOT at 6500 would be 23.3". Not sure how similar the intakes in an E are to my C. Fallout with altitude should be the same, but the starting point is likely different (28.0" at Sea Level for me). Was Ram Air open? That would boost MP some, but not to 25".

My wingtips add 12", from 35' to 36'. How wide are your wingtips???

What do your Performance Tables show for fuel flow at 6500 msl and this power setting?

That looks nice, but it's not what most people post from their glass panels. And your Turn & Bank / Ball is missing, I use it when turning in IMC (standard rate is nice). But wait, some marker probably appears there on your big screen when you start a turn . . . .

The pretty screens are nice to look at, and can display a dizzying amount of information. But even the basic display takes more than a glance to interpret. A round altimeter should point straight up when IFR and straight down when VFR, but with that fancy digital display, you can't give a quick glance because it doesnt point at anything, and even when changing it doesn't ever move--you have to look, recognize the number and decide if it's correct. The VSI appears and disappears, but I like seeing it point at "0" rather than reminding myself "if it's not visible, then I'm between +50 fpm and -50 fpm," so my altitude will only change slowly--watch the number and see if it changes to stay level." My plane easily goes 500 nm with factory fuel gages and the wind-up yoke clock. I've recently made three round-trips, KALX to T41, 505 nm each way; longest flight with unfortunate headwinds was 4:40, the shortest with great tailwinds was 3:00. Easy easy, no mental stress about running out of fuel, and no need for a 10K instrument upgrade first. I had high hopes for Dynon, and was planning to install Skyview and AP to replace my aging Brittain AccuTrak and AccuFlight, and enjoy some time with the pretty TVs. But they shot themselves down by canceling the Vintage Mooney fleet, so now I'll just see how much longer I can nurse the Brittain along. New boots all around should get at least another decade. And I won't have to worry about relearning to fly with a standard VSI after almost 18 years with my lovely IVSI, which has really spoiled me. To each their own. The beauty of owning your airplane is that you can truly make it your own, in ways that were never possible with ground vehicles in the past, and are certainly not available now. And I'll put my steam gage C up against anyone's glass C, and the difference in flight time and operational workload will be minimal. I'm not worried about selling, as a freshly retired engineer, I'm in for the long run, looking forward to UFO status in a couple of decades. Yes, I do now use my tablet, because it's so difficult now to get (real, paper) sectionals and approach plates . . . I'm on my second "flying" tablet since replacing my first-and-last overpriced iPad mini with quality Samsung tablets and no-cost EFB.

You can get a 4-1/2" die grinder on sale at Harbor Freight for $10, and a grinding wheel for another $2-$3. Then you just need to put the tire on the wheel, mount it on something away from the plane, and let it spin while you grind away.

Just be sure to do a retract test if you mount retreats, they are often a little larger OD, which doesn't matter to our fixed gear friends.

Who was it that flew their M20-E from San Diego to Savannah non-stop a few years ago, without a ferry tank? I remember it took him 3 tries to get the right tail winds; his comments about ATC when he diverted from Albuquerque to his hometown in Kali were pretty funny! Jonathan Paul? Maybe it was almost ten years ago now, time goes by faster every year . . . .

Last I heard, it was 70. But @Parker_Woodruff can give us the official word.

In the video, it looked at lot like a missle coming down. Anyone know where in the Lear the CVR is installed? Cockpit or rear avionics bay? Regardless, 8' under a road or parking lot is pretty deep, meaning a large amount of kinetic energy.

@patriot3300 and @corn_flake, that is probably what I have. I have their guppy mouth closure.

I'll dig through my files and see what I can find.

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.