1964-M20E

In the early 80s i read a flying magazine article on the RV-6 and fell in love. I've always wanted to build one but never seem to have he time. I did get a chance to fly an RV-6 before I bought my current Mooney. Glad you like the Rv8.

I had a similar issue with my 540 and STEC 30 ended up bringing it back to the shop and they fixed it not sure what they did though.

Looks great. Do the best most detailed pre-flight inspection you have ever done before you leave. I know of someone who had a 210 repainted left and when he went to land the gear would not come down. He ended up going to a nearby grass strip and landed on the belly there.

congratulations on your IR Now go out use it and continue to learn. I used mine today for 2 flights that would have not been possible with out it. I also had to deviate due to weather on my return trip just 15 minutes from my destination. Stopped ate lunch the weather passed and I continued on for the final 15 minute flight home. One other note when I passed my check ride I had to use my newly minted IR to get me and my instructor home from the same airport I stopped at today to wait out the weather. Go figure.

aw shucks a saws-all and a grinder I'll have another door in about 4 hours 8 if you want it to have door seals.

yeah sure just like everyone has 2 doors. I wonder if I can order a conversion kit for my F to get the new extra door they are installing in the Ultras.

You are right too much energy for little result. Yeah I know I should be using heading but I generally go by track when given a vector. However, the majority of the places I fly magnetic north and true north are only a few degrees off but in other areas it is significant. Similarly with NM vs SM yes there is a 15% difference but in some cases it is not enough to worry about. 3NM visibility vs 3SM vis not enough to worry about what unit is used a mile is a mile in this case.

nice I like the extra storm window on the passenger side. Did they cut it in them selves or were you able to order the window with it already there?

Sometimes it take some negotiations to get through the coast corridor with all the military bases there. You may need to go to 7000 feet to get through or higher than 13000 if you have O2 available.

Jack Edwards in Mobile, AL KJKA at Saltair has a nice crew car plenty of places nearby to eat about 2 hours in K time. Yeah Orlando would be a real stretch unless you had a really strong tail wind. I never tried the crew car but Cross City is a nice place to stop about 3:20 in K model time from HOU route TRADR DESTN PHIPS. Then you are only about 1:30 form Orlando at that point.

well you could always climb up on the table with your dog and let the vet check you for worms.

sweeeeeet

I did a similar thing last year when I went to Idaho falls for work. A 100% flat lander before I went. DA definitely will play a role when flying especially if you leave later in the day. Flying my F by myself sometimes it seamed like it would never start flying and that was at 4700 field elevation DA around 8000. Just be ready for longer takeoff rolls and slower climb rates. I ended up making it out to Portland area and over the Pacific. Yeah I've flown my F over the Atlantic, Gulf of Mexico and Pacific. To get an idea go up to 8000 feet put the gear down and slow down to minimum controllable airspeed then accelerate and start climbing. This will give you some idea of what it will be like. Looks like the route you chose will give you a nice route with no more that 10500 or 12500 altitudes. I went thorough pretty much in the same location by Rock Springs. As for mountain flying read up on the issues around it and be very cautious and always have an out when you are flying when the peaks rise above your altitude. Also keep in mind should you find yourself in a canyon that is getting narrow turn around sooner rather than later and slow down for the turn you can get a much tighter turn radius if you slow to 80 or 90mph IAS. Also you may have to put one wing tip very close to the trees before making the turn. Sit down with an instructor who has mountain experience before hand. I did go to a seminar once I was there and there was a lady from Mackay ID talking about mountain flying she was very informative. She does a 4 day class but that is teaching you how to get in and out of the backwoods strips that you will never go into in a Mooney. However, I guess that would be good training for emergency landings. Coming home I went further south just north of Santa Fe my buddy wanted to land at Telluride with field elevation of 9000. Very interesting. Good luck I'm no expert at mountain flying though I did stay at a holiday in express once and I flew within a few miles of the Grand Tetons mountains.

Where in Texas do you propose?

Very neat though no one appears to be in it for it's maiden flight. It is missing the little white smoke rings puffing out the back. I like how they promote the all electric aspect especially the no polluting part. Yes there are renewable energy sources but the majority of electricity is generated using fossil fuels. Finally with today's technology I don't see a very long range or flight time going all electric. I do like the concept though.

well I see you figured it out

Back in Nov. I flew just north of DFW about 5 mile inside the outer ring. talk about wild. We were at 11500 just out the Bravo there was big iron all over the place. ADSB was going crazy and you could see them everywhere. Though I was in a scene form WWII during a bomb run to Germany.

Well I think I just found my first volunteer. Campaign starts at Sun n Fun if it's not too late.

Dam I told Trump I would be glad to run the FAA. I would reduce regulations as fast as I could especially for Pat 23 and Part 91 I would be cautious with part 135 though. Oh and the basic med would not be needed. I'd fix the 3rd class medical right. Vote for me to be the head of the FAA!!!!!

You wouldn't have this in American measurements. We don't unerstand that metric stufffffff.

Do some searching on the internet. Let the hangar fairies look inside the radio and tell you what the part number is on the display. I was able to find the display for my NARCO radio several year ago and the had it installed in the radio. The displays are usually just plugged into the board. King radios the displays are a little harder to find.

well it is unfortunate but sounds like you got in line politely and made your landing.

I have never taken them out on my E and on my F which has the LASAR rings with built in jack point. My thoughts why cause excess wear on the threads not great I know. What could be the reason to remove them? Falling out and hitting something?? Drag??

I have a couple of them but they are old originals form a 65 E model. I'm not sure how useful they would be. Someone had posted a place where you might be able to get some replacement bellows (owner supplied part) to change the bellows out on the servos. You might want to do a search.

he also had the P-mag electronic ignition which plays a role in the equation with variable timing and hotter spark than our ancient alien technology magnetos.