N6843N

I have a friend that lives on Pine Mountain Lake, been in there many times and ate at the Corsair, loved the pics on the walls. I think Columbia will always make PML less usful then it could be. It is a cool place to land thou.

I have little or no faith in general aviations recovery, let alone the nations economy, so I would sell it. I only keep mine because it is paid for and I do ALL the maintenance, repairs, and inspections. I also have a hefty war chest saved up for those unexpected major falures. I did a 10K avionics upgrade in 04' that today is worthless because Garmin bought out UPSAT so if you keep it beware that things can change rapidly in the market. Tommorrow may bring an AD that could cost thousands of dollars to get rid of kinda like the last Hartzell AD, which happened right after an OH for me, so I will go the inspection route for at least until the economy starts to recover and then make up my mind about a terminating fix for that one.

Just got my Aug 10' issue, good overview article by Mike Berry covering Mooney electric gear.

$4.49 a gallon at KOSC.

In the 90's I had a very good friend with an early "C" that was, shall we say "thrifty". He kept his left tank filled with unleaded auto gas and the right one was 100LL. He always took off and landed with the right tank and any cruise above 75% power was also done on the right tank. I flew with him several hundred hours under those conditions and I can say he never had a problem. I only posted this so folks will know it can work in a Mooney airframe. I only run 100LL in my plane because I worry about the effect autogas would have on tank sealant.

You need to redo your poll, not even the FAA wants it in ALL airspace, so I did not vote. I have been flying long enough to remember when the same hoopla was going on over transponders. I never did install one in the bird I had at that time. As mentioned it is over 10 years away, a lot can change in 10 years. I worry more about the cost/avalibility of the fuel we require.

I still have the original alternator in my airplane, amazing what a little maintenance will do for ya. I replace the brushes and inspect it for bearing wear every 3 years. Surprized no one has mentioned the easiest and most obvious,...drive belt.

Without being there it is hard to understand what is going on from your discription. There are two models of the MA-4-5 carburator, one is calabrated richer than the other, that came on our planes. The first thing to do is determine which one you have from the data plate on your carb. The data plate can be veiwed from the right side, side, cowling when removed. I would not lean my engine for takeoff below 3K feet as matter of fact I rarely used to lean for takeoff from an airport I used to visit that had a field elevation of 6K feet. My advice to you would be to have your plane checked by Top Gun in Stockton or Lasar in Lakeport. They understand everthing Mooney.

Lycoming S.I. 1447B and your Mooneys equiptment list will give you all the info you need. Using my own aircraft as an example, item 104. lists a starter, Prestolite MZ4206 at 17.80 pounds with an arm of -18.00 inches. This consides with the weight listed in the S.I.. The new SKytec weighs 8.0 pounds. The rest as they say is simple mathmatics and a entry in the logbook stating installation IAW the S.I.

The bushing in the sender is worn so it allows the contact point of the resistor to ride off of the windings causing the gauge to "jump".

One of my sending units is kinda TU. Anyone know of source to get one rebuilt? Mooney is out of stock with a supposed July 10 shipping date, I don't think mine will live that long.

I have looked thru my owners manual and have never really seen anything that adresses crosswind operations. Have any of you guys/gals run across a number in print? I have landed my plane in some pretty stiff crosswinds so I know they do well, just wondering if Mooney Aircraft Co ever did any testing. Thanks. Mike

My 68C haas a useful load of 1017.86 pounds. Lightweight starter and a very light avionics package. All unused antennas and associated wiring/coax have been removed. My weight was determined with scales as opposed to calculations. When was the last time your aircraft was actually weighed? We used to have to weigh our planes once a year when I worked for Skywest.

Add me to the list of "can't see".

As a mechanic I have mixed emotions about the use/overuse of any of these types of products. I have seem aircraft that have had so many aplications that it makes doing a proper inspection next to imposible without first removing some or most of the corrosion treatment. I do use it but only in areas where it is almost impossible to treat with methods that are layed out in the 43.13. I have not used any of it on my own Mooney as the entire airframe was zinc chromated from the factory, I marvel at the workmanship everytime I open a panel on my bird, compared to the type "C" and "P"s I have to work on.

So here is a scenerio for you instructor types that is a very real possibility where I live. You have just touched down while landing, a deer runs out from the trees and stops on the runway, your going to fast to stop, do you try a go around? Do you just hit the deer? For the record T&G's in my Mooney just do not float my boat for all the reasons sited above. I think about the above scenerio every time I do an evening landing, yet I still can't make up my mind, which could lead to disaster.

Quote: CJSmith All comments have been very appreciated. Some more questions: On the listing in question. How can a newly overhauled engine be 0 time? No test runs or test flights? And how long will it sit with 0 time advertised? I have to assume the airplane is not being flown regularly. A lot of folks on this forum were around when a C-model sold for these prices. But in today's market? It's still a C-model. Does it really need a storm scope and S-Tec 30? The Tiger and 28-180 are good aircraft, but on my list purely because I've been told repeatedly they will cost half what a C-model costs to maintain per year. I don't have the experience to confirm or dispute this. Cheers, Chris "0" time engine just means it has been VERY recently overhauled. I have over $70K in my airplane, but times change and you have to realize that. As I said before a good C is worth 30-40K today, that may change soon. Your stated mission is perfect for a C. Most folks on here do not understand what a C is really good at and unfortunately they use them as steping stones to other models. I think an autopilot and stormscope are overkill for almost any under 350HP single, all I see is wasteing usful load. If you are willing to get involved, in a hands on way a C can be maintained for as little or less than your two examples, knowledge truly is power. Good luck with your quest for aircraft ownership, with what ever aircraft you chose.

Well you could have bought mine last sept for $35K. Mine has less airframe time and few hundred more for the engine. I replaced the radio pakage in 2004 with all new UPSAT radios including an approach certified GPS. The older short body Mooneys just do not seem to comand the higher prices their longer brothers do, the Hartzell AD does not help on the price either. I have seen a lot of "C's" for 30-40K that were real nice. Glad I got my medical back and can once again fly.

91.205(d)(2) will answer your question as far as two way comm and nav requirements go. That said you will be a very busy fellow switching freq's for cross checks. You can use your GPS any way you wish, just don't tell the friendly fed your using it for something it is not certified for. The down side of your panel is there will be quite a few approach's you will not be able to do. You could remove the "VFR only placard" but why, if your database expires you would have to put it back on to be legal. I leave mine all the time. GPS DME is slightly different than an actual DME radio the later has a slant range. the gps does not, Over a station at 5000 feet a GPS shows 0 miles a true DME will show 1 mile.

What kind of corrosion, and to what extent? AC43.13-1B chapter 6 covers corrosion, inspection and protection. You can also find acceptable repairs within its chapters. I would contact MAC before proceeding with any kind of work. They have the final word on what can be done or not done.

It would be interesting to find out what the temperature differential would be, with say half tanks, on a 110F degree day. If you or a friend have a temp gun maybe you could "shot" it and let us know. I know when I lived in KPSP there was a big difference and I was in a hanger. If you get a chance to find out post it here please.

I do not believe in the "dry out theory". But here is something to ponder. The area of the tank, top, which also gets the sun, I believe will expand much quicker than the lower area of the wing which gets no solar heating and also has, lets say 15 gallons of liquid to transfer any heat to. Even in the shade I think you have a differental rate of heating and cooling which may cause a seperation of the sealant.