1964-M20E

Yeah over the years I have made a number of flights to Talladega, KASN, for the race. The first time I was there the girl came by told her I wanted to be topped off and she handed me and my credit card with the ticket to sign $100 landing fee on top of the fuel. NO discount for buying fuel. I did go back several more times knowing what to expect then. However, the last time I went I got there after dark everyone was gone. I hitched a ride (from a generous hangar and plane owner) around to the gate for the track to meet up with some friends camping in the infield. When I returned Sunday after the race I was expecting a note on my propeller about a landing fee but nothing. So I did my pre-flight started up and blasted out of there no charge. I figured it was visit us 4 times and the 5th time is free.

That's the nice thing about having a Money many places are in easy reach in 2 to 3 hours.

I generally like to top off when I return to my home base for the reasons you suggested. Depending on schedule, time of day and weather I adjust accordingly. When away it will vary fill up when I get there or right before I leave, FS or SS??? In your case when returning to home base I would defer filling up until I was ready to go. That is until you get the seep fixed.

LOP vs ROP is a argument we have had many times here. However, above 3000 feet use WOT, 2500 to 2600 RPM and lean to your desired temp ROP or LOP. Unless you are just boring holes in the sky then you can throttle back to your desired power setting. Climb using WOT, 2700RPM and begin leaning as you get above 3000 feet watch the EGTs and CHTs keeping the CHTs below 400F. You won't necessarily kill and engine running it in the red box but for long term you may cause certain parts to have shorter useful lives.

Simple stop before the end of the runway or before you hit something. I've used a short field technique sometimes to stop before a taxi way to avoid a long taxi to the end of the runway and then back but I have not been to a field with less than 3000 of runway to the best of my knowledge. I have intentionally landed long on my home grass strip to minimize taxi but that really don't count IMHO.

I finally understand it. Those here who are overly concerned about what time to put where and how to measure it, must have too much time on their hands and nothing else to do. It is not that critical folks the tachometer keeps the time for the aircraft, you keep the time for your log book. It is your log book log the time you feel is correct for the flight. Should you put 2 hours and the actual start to shutdown was 1:45 nobody really cares. The next flight it just maybe the opposite or you forgot to put down that little flight around the patch that was 15 to 20 minutes. If you have a hobbs meter great but if you are not renting the plane out it is immaterial. KISS I have a spread sheet that keeps track of maintenance items and tracks times of components I wish to keep track of. I take the tach time once every 2 to 3 months enter it into the spreadsheet and it does the rest for me. I have owned 2 airplanes and neither has had a Hobbs meter. I have never missed it even when I had someone else flying the plane. JMHO

I have a Davtron that starts timing when the master goes on. It is good for tank switching and how long the engine has been running for the flight. The EI tach is for engine and air frame times. I go back to flight aware for personal log book times and then round to the nearest whatever I feel like it at the time. IMC time is estimated for each flight based on what I can remember. I do not keep a flight log on the plane just the maintenance logs.

if you really want to keep the ashtrays go to a hot rod chrome shop and have them re-chromed.

I've done 5 hours with my F and still had 1 hour fuel left with the 54 gallon bladders.

What about one for the Avidyne IFD 540?

just own it!! and fly it like you stole it

do you have square rear window or the curved rear window? Curved = 64 square = 65

Unless I am mistaken @tomgo2 stated in another post that they now have the Mooney airframe STC and would be offering kits in the near future. I believe they already had the engine STC. @tomgo2

While you are looking for cheaper alternatives look at the wire to the pitot tube. You may have chafing that shows up as a short when the engine is running.

I fly a turbine helicopter and we do not use full power for take off. We use what is necessary to achieve the goal hover and then transition to forward flight yes this is to prolong the life of the turbine, transmission and gear boxes. However there is more power there and available if really needed and I would not hesitate to use if if necessary. Just like mentioned above our military pilots past and present have power reserves and when necessary use every bit available to save the crew first then worry about the aircraft. After all we do the same in our planes. We have more performance available maybe not in the engine but in other areas but we do not regularly use it. We save the crew first then worry about the aircraft later.

I find $350k a little hard to believe. I do believe there are many $ in labor to form, assemble and build these planes. I know it is experimental, but material is material, and an RV10 airframe only quick build (much of the labor included) can be had for $65+/-. This is just the airframe no interior, engine etc.

Useful load, yes. Obsolete, nah no more obsolete than the engines we hang on the front of our airplanes regardless of what year they were made.

According to FAA de-registered canceled in January of this year. Looks like it could be a nice 1975 F model with some TLC.

It's called communication and being polite works real well. If someone is waiting to take off extend your down wind and tell them you are extending. They may not yet be ready and tell you to land in front of them. There are rules for landing, taking off, lower slower aircraft etc. However, if you are talking to each other just work it out. It's the ones who are not talking that muck up the works. Yesterday leaving Indy (KEYE) I had my clearance all I needed was to let CLC DEL know I was #1 for the runway. There was a citation right behind me I asked if he was ready to go. He was still waiting for his clearance and told me to go #1. Then both of us had to wait a few minutes for VP Mike Pence to exit the airspace.

I know we always like to beat on Signature. They do tend to have higher fuel prices and ramp fees etc. However, Signature in Baton Rouge (KBTR) has twice treated me well. I dropped off a passenger once a couple of years ago and again yesterday. I dd not buy any fuel and all the pax did was walk though. I went inside to make sure everything was OK no ramp fees etc. Both times I was greeted with you are good no problem. So some Signature places do treat people well.

you can do the whole plane then people will thing you have a plastic plane

Certainly the same reason why I drive a 16 year old truck.

You just need to make ans sell some more of that vodka you have.

Yes $170 wet is low but keep in mind each of the 4 partners in this scenario paid $100k up front and pay $1,100 monthly with no flying just for access to the plane. Then they pay $170/hour to the LLC for each hour they fly and at a min 6 hours flying or not to make this work. This was presented as a thought experiment just to see how the numbers work and if it was remotely affordable and similar to what we are currently doing. Operation costs are not all much different than what I currently have for my 67 F model. Acquisition cost is the big issue and yes insurance rates would be more for higher hull coverage.

silent partner