Hank

Byron-- SOLD! I'll PM my shipping address; please reply with your mailing address.

I thought there were only about four different Cessna keys; no idea how many Mooney variants there are. Really, if someone wants to steal something from your plane, do you want a sturdy, unpickable lock on a flimsy door with a plastic window? Then the theif would cause more damage getting in . . .

Quote: rbridges When I transitioned to a mooney from the 172 and Cherokee, I actually had to start checking my speed before adding flaps.

Recap: Stormscope accurate direction, real-time; distance not so good. XM Weather long range, good for tracking motion; old data.

Great discussion and details on the Stormscope. I'm SHOCKED that anyone is still flying with XM weather, thinking that it is current as of the time shown. That time is just when it was released, and does not take into account the time required to gather, digest and create the composite picture, thus the 6-10 minute average delay that is longer during active weather. Coming home through NC yesterday in the early afternoon, Center advised me of "heavy to extreme precip" ahead of me, just after I asked to deviate left around the buildup. It was nice and tall and not too dark, with a nicely developed anvil on top. Stormscope was clear. I deviated left around it and a few other tall CB behind it, and reported back when I could see from the side "no visible precip beneath the buildup." Nary a bump to be felt except when clipping tops. See http://flightaware.com/live/flight/N444DJ and the course shift is very visible. I think the 430 showed about 15 left of course at the max as I paralleled along. I'm not sure what weather flightaware presents; the anvil was spreading off to the east, so I took the longer way around and went left, up to almost 40º at one point. I took a picture with it in the distance, but don't have my camera with me right now. No XM, so I can't comment on what it showed other than Center's "heavy to extreme precipitation" comment in response to my deviation request. So I asked again and deviation to the left was approved as I was turning the yoke. Bases were mostly 5-6000', and tops rose from below me to 9-10,000 the further NW I traveled; this one was much, much taller. I probably could have climbed to 10K for better distance visibility, but with the temps aloft she wasn't climbing too well reaching 8000 and I didn't have much trouble spotting buildups. Think I logged 0.3 actual, usually in bursts of a few seconds to 3 minutes.

Oh, the joys of vintage birds! When was the prop moved to the middle? It's there in my 1970 model, and per the Owner's Manual, it's the factory location.

I like my WX-10, even though one of my goals is to fly in weather where very little ever shows up on it. Fronts, however, are nice to see.

I've seen prop & throttle locks that hold everything OUT; locking the prop into high RPM would be difficult, unless you drill holes and go tightly around a structural member. Jamming in a block to hold it out, and locking it there, would be very simple.

Try your local credit union. It doesn't take much to open an account to become a member.

My C had 186 on the tach when I bought it, and I did nothing special. Been flying her the same way since purchase, now ~550. What is your break-in schedule from the rebuilder? I'd make sure to follow it exactly, and once you're done and the oil changed, fly on and not worry a whole lot. Infant failures tend to happen early when they occur.

Please practice short-field landings prior to visiting Sylva. You will need to be on-speed, adjusted for your actual landing weight. Flying morning and evening will help, as density altitude will be less than in the afternoon. This is not always a viable option, but should be a target. 24A is also much narrower than AVL, so don't let the optical illusion get you. Final approach one way, the runway is at the top of a cliff; final the other way is downhill, so don't fly a long downwind or the mountain will get in your way. Half-mile away the runway should be plenty. No Air Force/airline patterns there!

Scott & co-- For a [long] while, my nose wheel would come down ~½ second after the mains; it just wouldn't stay in the air! With concentration, I was able to break the habit that had snuck up on me and now as the mains touch I apply more up yoke to hold the nose off longer. Still not like a 172, wheel up for 1000' or more, but it's better than it was. Also, I drop Takeoff flaps on downwind at 90 mph, then drop gear abeam landing point, hold 90 on base, leveling wings on final at 85, slowing down to 70-75 on short final depending on weight. I use pitch for speed and power for altitude, adding more flaps as needed to control descent angle, and pull the throttle completely closed when I either clear the trees at home or have an unobstructed field made. My normal touchdown point is the 2nd stripe past the numbers; home has 13 stripes. For some reason, when the winds are completely calm, I always land long, even with full flaps on final . . . .

I usually get extra or missing text rather than photos. Often whole paragraphs in blue will appear instead of the thread title in a single post. "Refresh" usually makes everything better. Hit the button! It resolves many strange happenings here . . .

I would like to do the same, replace my red/green Whelens with a red/green & blinky white light. But I have 201-style wingtips. The Whelen rep told me at Sun-n-Fun last year that approval was 12-18 months out. Maybe they'll be available at Oshkosh, but I will not be there to find out. Any definitive word from anyone?

Quote: Antares I have a '67 F with the LoPresti cowling. I have yet to take a cross-country flight at less than 150kts GPS Ground speed with winds (I've also cruised along nicely at over 170kts over the ground). The previous owner said the airplane was 158kts true, but I'm not exactly certain yet. At low altitude, you'll see 29" MP and the airplane will have no trouble hitting 165-175kts running wide open. As a disclaimer, my airplane also has the powerflow exhaus, GAMI injectors, gap seals and a couple misc other speed mods. I believe that most of the price of the cowling is the installation labor.

Mitch-- Apparently CA is closer to TX than WV, 'cause mine hasn't come yet.

Did some checking on the Cloud Ahoy app, and it looks quite interesting. A nice way to review a flight afterwards, complete with GPS tracking. I don't really see a need for all of its functions, nor did I check how it determines start of flight, takeoff, landing, etc., but it seems pretty neat. If only MooneySpace would let me post using my Droid phone . . .

Wow, Mitch! That's as close to "straight from the horse's mouth" as it's possible to get any more . . . < why does this site sometimes act like it hates me?? >

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<dad gum! did it again . . . at least this time it happened after "submit" gave an error message. "Refresh" and "retry" didn't work the first time, either.

Quote: KSMooniac That has always bugged me as being un-Mooneylike in temrs of drag. My J is the same. I wonder if the original, lightweight, short-fuselage M20A had the elevator "in trail" nicely with the horizontal stab, and as the weights and fuselage length increased the horizontal/elevator configuration was not updated.

Opening an app and then starting it is easier than setting the hands on your clock? Or do your fancy, newer birds not have a clock with settable red hands used to track fuel tank changes and flight time? It can be difficult to remember to write down the times when making multi-leg flights, but most of mine are one leg and not too hard to remember about when I landed. EDIT: see my comments below. Cloud Ahoy ain't just a timer! Sorry, Derek!

Mine makes five. There was a thread about this with photos of several planes at various weights late last year. I posted pictures from solo flight and loaded for Thanksgiving, if that helps you with the time. Don't recall which forum exactly.

I can't speak directly to turbo operations, but after leveling off I leave everything forward as the plane accelerates from climb speed to cruise speed. THEN I set power and lean her out. That way you still have lots of fuel flow during the high-power acceleration phase.