1964-M20E

Well too bad Mooney closed or you could get a cool $1M and get you a new Ultra. You can't forget the lawyer's cut.

looking forward to seeing the new venue

Drive 40 minutes to airport and then fly 15 minutes to another airport for free doughnuts. Oh and passing directly in front of 4 doughnut shops to get to the airport.

I thought about carrying a spare tire actually 2 of them. I did have a nose wheel flat and it was only 15 minute flight from my home base it was late on a Sunday afternoon. There was a mechanic on the field and he supplied new tire and tube. It was expensive but I was on my way in about an hour.

swapping transponders not so easy anymore with ADSB out.

just go for it and get an Ultra

OK when I had my 64E it was the narrow deck. My 67F I believe is the wide deck????? I asked my mechanic year ago ho to tell the difference but now I can't remember. How do you tell the difference between narrow deck and wide deck?

How long before the hangar move and how certain are you of it? Do you know how to weld and do yo have a welding machine? Find you local metal roofing supply warehouse they should have the 2" square tubing available and should come red primed. Put an additional coat of paint on them. Measure where your current verticals are and weld a short 12" piece on the long piece of tubing to line up with the verticals in the hangar. Place the new horizontals tubes on the ground and use some jacks to lift slightly on the structure then weld (or drill and thorough bolt with 5/16" or 3/8" bolts) the 12" verticals on the new horizontals to the existing hangar verticals. This should shore up the structure. To provide additional anchors through the asphalt may be more challenging. Maybe some heavy duty circus tent anchors driven though pre drilled holes in the new horizontals every 3 to 4 feet would give you enough down force. You could use a hammer drill with the largest drill bit you can find to drill thorough the asphalt first to make driving the stakes easier.

talk about efficiency and range of the Mooney. I wonder ho many times he used the tube?

This adds plausible deniability when some asks why you flew here or there?

I'll take it PM me on how you want payment.

You're right however it depends on your power setting if at 10000 feet and 65% of a 310HP is 200HP. I'd love to have 200HP all the way up to 11000 feet and the higher cruise speed once I get there.

Yeah that 's because the clock was connected to the big fan up front. Now we have much better rubber bands.

Some are slow. Some are thorough. Some are neither. When I was getting my helicopter the CFI, a good friend of mine, was always wanting to run through the checklist fast he had it memorized. I told him I know I may go through the check list slow but when I a m flying a different aircraft that I do not fly often I take my time and if I burn little more fuel and an extra 0.1 on the Hobbs so be it. I am faster with my plane and that is because I have many hours in it. Usually about 15 minutes from opening the hangar to ready for take off. I will drive to my destination if I am in that much of a hurry. Sometimes I realize when I go too fast I do miss something. Usually nothing critical but missed. I have noticed some who will sit on the ramp engine running for what seems like an eternity. To each his own.

George's sound is good but you need to listen to Johnny Paycheck for the better earlier version.

Agreed you made a good choice if you felt you were getting fatigued. No I do not have a maximum. The longest I have flown in a single day has been about 9 hours. Lots of other factors fall into place: where are you going? when you need to be there? (if the need to be there is that important leave a day earlier) what is the weather? time of day you get started? when the last flight will end? are you gong to a familiar airport? any other factor important to you

I have been to the museum and eaten at the restaurant but I haven't flown in.

you can always blame a padded fight time on a better tailwind.

I would love to see an STC for a 200HP on all C to J models but I'm not holding my breath. Placing a 200HP turbocharged/supercharged engine on the front that can burn Jet A or diesel would be good. However even for experimental I believe the FWF is north of $65k and would probably $75k+ for certified and that would be equal to or greater than the value of many pre-J models and fast approaching the value of many older J models. You would need to save a lot of fuel to pay for the difference between an overhaul on an IO360 and a Delta Hawk. Even at 2 gallon per hour savings over 2000 hours to TBO this is $20k savings in fuel. Now (warning this is pipe dream) if they could get the FWF price in the $40k range then I think you would see some interest in all markets M, P ,& C especially if you could get most of the models up to 200HP.

Congrats on the plane I remember my first solo flight in my E model after being a new airplane owner. It was only a 1 hour XC and before take off my leg was shaking like thumper. Once I pushed th throttle forward my leg stopped shaking and all was good from then on.

Placement of a temperature probe and the temperature it measures, in this case an EGT probe, is sensitive to its location. Move it up or down the temp will change with the exact same engine settings. Move the probe around from say a 1o'clock position to a 3 o'clock position in the tube the temperature measured will change. How much change that is unknown to me. One day I would like to temporarily place 12 EGT probes in the same tube at different heights and locations to record the temperature differences in temperature on a single cylinder just to see how much the temperatures can vary due to probe location.

yes summit was wonderful. A big thanks to the board who puts the summit on. y'all did a great job again.

We just went over this at the summit. Next year we should have an hour session on just this.

Arghhh for ye scawolags who will wake up late

Aye it be a good morning at the summit