Hank

I would expect the weight variation to be differences in paint schemes--number of stripes, size of numbers, metallic content, etc. But I would not have guessed 50 lbs!

That would be an unusual place for an ELT switch . . . Mine is near the right edge but up high in plain sight, not hidden at the edge of the panel behind the yoke.

That's why I fill up before I go to the Big City, and refill after I return. Gas here is $3.35 full serve at Tuskegee, and $3.56 the last I saw the self serve pumps at KALX. One is 10 nm, the other is 18 nm. If it's too far for a round trip, I stop somewhere enroute, the extra stop won't cost me $4/gallon for 30 or more gallons.

So what was thus thread about before it became your two's personal pissing match?

Gus, I have a spare button a friend gave me when cleaning up his hangar several years ago. If you want it, it's yours. I need to look at the spring, there's no doubt the orings need to be replaced . . .

Plane Covers are great, and they fit much better than all others I have seen.

Ziploc bags and Sharpies. Big stuff gets tape and Sharpies.

It would be interesting to carve one and out a blind nut in the bottom. I have some nice, dry ash, apple, magnolia and Holly,which should all be pretty light-colored. The ultimate "owner produced" part! what's the thread size?

Lucky you! Mine's on the front of the firewall. AND I have a heavy, metal Hartzell 3-blade prop. Speaking of which, it's time to think about a new one. This one was installed in Dec 2010 (A&P wrote it on top in black marker), and I've not flown much in the last year, lots of sitting in the hangar in the heat. She's turning over slow, but still cranks reliably, even in hot starts, but I used to could taxi with the starter . . .

Still $3.35 ay 06A. Full serve only.

Dalton has good BBQ too. May have to rethink the IMC Club meeting in Lower Alabama tomorrow morning.

Nah, they ferry them over. One pilot wearing an exposure suit, and a huge bag of fuel where the back seat should be.

On our group breakfast runs (up to five regular planes), we were often on the ground for over an hour. Life was good . . . wish there was somewhere to fly to for breakfast / lunch on a weekend here . . . .

And then a pilot so you can sit in the back with her . . .

Yeah, I have to do that ^^^^^ to my C about half the times I take the cowl off . . . Only takes a few seconds to do. This looks like a nice plane! and should make someone a happy owner & pilot.

Wow! Quick work! I thought you'd be down a month or so . . .

Wonderful! That's not how I understood you above.

Husky-- A little clarity: all Mooney models beginning with "L" are long bodies. Bravo is an M, and turbo just like the K. R = Ovation (1, 2 & 3); S = Eagle; all normally aspirated. K (231, 252, 262, Encore and Rocket) and Bravo are turbo, as are Acclaims. You can tell a long body by the super long cowling covering the 6-cylinder engine, the nose up attitude on the ground, and the divided back window on both sides where it goes across a structural steel frame piece. All models alphabetically through E are short bodies; only E models are fuel injected with 200 hp, the others (like my C) have 180 hp and carburetors. You can tell us by looking in the window while parked, the front seats touch the back seats. Mid-bodies are F through K; the Ks are all turbo'ed; only the Gs are carbed, the rest are injected. Some Fs have aftermarket TurboNormalizers, and a few Fs have aftermarket TurboChargers. Any of these will do well, but many are suggesting to avoid the turbo models until you get some experience flying around with an Instrument Rating. But some R / Ovation owners are suggesting you can move directly into one of them. Just get one without the G1000, since upgrading them to WAAS is apparently not on Garmin's To Do list at all . . . Sadly . . . Whatever you do, whichever brand you buy, have a mechanic who knows the type do a thorough Pre-Purchase Inspection. in the meantime, stay sharp and wow the DPE!

I was often told by the nearby D with radar to keep my squawk to the ground. On food runs, they would often say keep the squawk for the return; then callup would include the squawk too.

Because RPMs increase as turbine diameter decreases. We had one in the aerospace lab in college, a tabletop unit, that ran 30,000 RPM. it was bolted to the table, not a huge heavy one.

My C has 970 lb. useful load, which is 660 lb. when I leave 1/2" space above the fuel for thermal expansion [important this time of year, we'll be pushing 100º all week].

I'm not sure what year my transponder was last turned to anything other than "ALT," except for the occasional in-the-air recycle.

They are available for model airplanes, just not as popular as pistons because the modelers don't understand how they work. A purpose-built aircraft Wankel would probably be very nice.

So if I can't find a part for my Type Certificated before 1980 aircraft that weighs less than 12,500 lbs [i.e., my 1970 Mooney], then I'm just SOL? That is certainly not the intent of the regulation! Parking airplanes just because a part is difficult to find is what the regulation was designed to stop!

That smile says it all! Going all those new places on your own is such a liberating feeling of accomplishment!