Hank

I recall seeing the threads about Toyota headrests, seems it was from an SUV, just don't recall which one. Like you, Oliver, I used to get headaches after 2-3 hours in the air. Moved my old FlightComm headset to passenger use and bought Halos, and voila! My flying headaches went away. Mysteriously coincident with restarting flight lessons at age 43, my migraine headaches went away, too. Flying is good for me! So it my be your clamp-o-matic headset (my apologies to Gallagher) and not the seatback. My Halo headset weighs, I think, 3 ounces, and even after six years they work great, haven't been damaged, and I still sometimes forget I'm wearing them and try to get out of the plane.

Skip that and estimate cases. Then move to kegs for 20 Jan - 31 Dec 2017 . . . regardless of the "victor."

While those power lines are taller than what I'm used to landing over, they're pretty far from the runway. Maybe I'm spoiled by learning and basing my Mooney at a 3000' non-towered field, or flying into a nearby 2000' grass field, or moving to a 3200' non-towered field with a full-length taxiway, or visiting Mom & Dad at a very bumpy, rough, uphill 2770 x 40 field . . . I've never flown in or to NJ or Sky Manor, but it doesn't look or sound difficult to me. I almost never reach the end of either of my home field runways unless I want to; in fact, I usually make the taxiway turnoff about 1000' from either end now that I'm based where one is available, with only minimal, light braking. Wind can mess up any landing. Tailwind landings are awful in my Mooney, I've done two--one when Flight Service told me which way the wind was favoring (they were wrong, now I don't take anyone's word except for ATIS and AWOS), and one when ATC offered me a different runway on about a mile final. After my floating, floating, crabbing, floating, landing at the end and cussing under my breath finally exited the runway, they used opposite direction! Ain't no fun there! I'm sorry these folks had a much worse experience. I will be at the Mooney Summit this weekend and make a contribution for their families, and extend an earnest prayer that the Summit's outreach isn't needed for a long time. what is the momentary sound, kind if like "wha--" just after the helicopter calls departure, and before he makes a mayday call for the Mooney down? A link to the (edited) LiveATC audio recording is posted at the top of P. 3.

Hey, Andrew! When's the big flight over? Right now I'm in sunny New England, and I airline back to Atlanta on Thursday so that I can Mooney down to PC on Friday. At least the work thing isn't keeping me away from the Summit! I'm planning a 1-hour flight in clear VFR conditions, and the humidity is supposed to break on Wednesday. My plane will be easy to spot, it has the most un-Mooney-like paint job you are likely to see on a Mooney. Except for orangemetal's old plane, but I've lost track of where it is . . .

We have the factory short headrests. I've never experienced trouble holding my head up. This is how my wife gets comfortable. .

A few years ago, I told my wife about www.fly2lunch.com and told her to pick out a place for Valentines dinner. I ended up taking her to the Chophouse at Arnold Palmer Airport. The waitress even understood that I couldn't have a drink because we had to fly home afterwards. Great food, the snow had been plowed and was taller than I could reach around the edge of the apron. Then there was the larger than life bronze statue of Annie out front.

Since our planes were originally certified with a 2-blade, it shouldn't take anything but a new prop and a glance at the markings on the tach. These may or may not need to be changed, depending if they changed when the 3-blade was put on. The Top Prop may have different markings anyway. The CG will also shift slightly to the rear. But I like my 3- blade, she looks good parked and climbs really well, and even though it's supposed to be slow, I still true out at over 140 knots.

I work with steel, so i searched and foundfound this, in addition to a wiki with more instructions about using an acetylene torch than annealing copper: http://steamshed.com/annealing process.html Yes, it should be quenched quickly, while still cherry red. My guess would be hold one washer at a time on a bent piece of music wire, heat over a bucket of water and dump when warm. Just be careful putting the next one on, the wire will be hot. Vise grips will make doing 8 at a time much easier. Happy heat treating, you bunch of hosers! Err, my CB friends! (what happened to the line through font?)

Man, that sucks! Came in hot, tried a go around then sounds like a stall . . . NJMP, please check in!!

I already have a propane torch at home, used to fix various plumbing issues. Since I just replied my entire house with PEX last month, this is about the only use it will have anymore. Poor little torch . . .

I second Michelin Air Stop tubes. I almost never add air to my tires, which are GoodYear Flight Custom 1 for the mains and Condor on the nose.

I have the 5.00-5 nose tire, I think 4 ply. I keep all three at 30 psi and have not had a problem. I think the fuel injected models with heavier engines have a different tire and higher pressure.

Maybe ROA isn't suitable for a 757? It's also in a bowl, surrounded by mountains.

I had a similar problem a year ago August. Retimed my mags, all better for two flights, then worse than before. Burning off made it worse. So I sent the left mag for R&R, been smooth since then. No idea what's inside a dual mag . . .

The left seat shimmy isn't hard. But unlike a Cessna, the seats are close to the floor, your legs are out in front of you and the panel is closer. But you also fly 50% faster and my C does that on 10-15% less fuel . . . For comparison, the bottom of my seat frames are about 2" off the floor, not enough room to store anything. But stuff slides under from time to time anyway, I just dug out a 2-year old sectional last night. Getting out from the right seat can also be a challenge. You do not want to lean on the door! It's easiest to just have the passenger roll right onto their knees out in the wing, facing the rear, then lean on the fuselage as they stand up. It's much easier scooting across and stepping onto the wing. The Mooney will also go much further on fuel. My plane only has 52 gallons, but I've flown for 4:40 before, into the wind, so distance isn't always great. But on that trip (deviating around ice in southern WV), I had a 68 knot groundspeed crossing the hills eastbound towards Knoxville (my plane trues around 140 knots). I went to see Mom & Dad over Labor Day, 2:05 out and 2:10 back, without refueling because there's no fuel at the field nearest them. Seems I put in about 40 gallons when I got back. An F model, flown LOP, will run about the same speed or a little faster with slightly lower fuel burn, so don't let the comments above about partial fuel bother you. But do verify the empty weight and useful load, and play with the CG to see how you will fit.

With the heater on overnight, the whole engine is warm to the touch. Winter flying is great (except the preflight!), climb rates are much better. I was in Lawrence Co., OH, for nine years and hope to never see another snowflake.

He's just trying to get ready before winter shuts him down!

Us, too. I'd like to be in Indy, though. Should be interesting having the air race at the Speedway. May have to set the DVR,

I have a Reiff heater glued to my oil pan. Worked well in southern Ohio winters. Life got better with a cell switch to turn it on (and off when I couldn't fly), saving much driving back and forth to the airport on cold, snowy nights. Bought it from Phillip in the Vendor section here, works great, easy to use. Just don't need it as much since moving back South, but it's not uncommon to be below 40° around sunrise. I've been known to out a small electric heater in the cabin during preflight.

Maybe up there in North Alabama . . . .

Hmmmm . . . Here in LA, we don't have to worry about cold weather. We're still in the 90s in the afternoon.

I don't remember if I changed from 37 to 38 or the other way around. Whatever plugs Byron received with his new engine and took out to replace with Tempest fines.

I do 0.018-0.021 (I think). The red double-ended gap set, use the smaller ones. But then again. I have a carburetor, O-360, not an IO.

Be careful putting the spacer in, it's tapered. Bsckwards makes for an exciting ride when landing!

There's an Owners Manual for 1965 C in the Downloads section. Best Glide for my long rudder 1970 C is 105 mph.