1964-M20E

Glad to hear you figured it out. Don't worry the oil will find a new place to escape it hates being trapped inside the engine. Oil likes the view from the bottom of the plane better.

Congratulations. If I remember correctly I soloed Christmas eve 1986 a nice Christmas present. The climb rate of hat C150 without the instructor I thought I was flying a fighter jet. I'd have to look at my log book to see when I soloed in helicopters.

probably about right. Fly early and fly often the more you fly the cheaper the insurance is per hour. The more hours you have the cheaper the insurance will be next year.

glad pilot was OK. I wonder how long it stayed afloat?

OK so that is what I have been seeing of in the distance as I have been flying to Indiana. I figured it was some type of pyramid building but didn't' know what it was. I've never been close enough to see it good just see the sunlight reflecting off of it.

Yes I could have gained 10kts at 5000 but it was light to moderate chop continuous and solo or with passengers I will take smooth over speed any day also at 3000 I probably would not have had continuous radar coverage and I doubt it would have been any smoother than 5000. It was all VMC weather. .

Agreed but I needed to be at some meetings Friday an Saturday. However, if the front would have been right on top of my flight path with no good way around bad weather i.e. thunderstorms, extended areas of LIFR, and icing I would have postponed my flight or scrubbed it outright. So a slower flight in good weather worked for me not ideal though.

Well I had an adventurous weekend flying. Flew up to Indianapolis for a meeting this weekend and was met with 50 to 60kt headwinds the entire way up 7.5 hours of flying for what should have been 4.5 hours. Stopped in MO to get fuel after 5 hours of flying and then continued to Indianapolis. I chose to fly on the back side of the front that just went through late last week knowing I was in for serious headwinds but with mostly VMC weather. I could have flown further east and went further distance with less headwinds or even some tail winds but I would have been in worse weather lower ceilings, rain etc. Just wondering if others have done the same thing? This was the first time I got saddled with that much headwind when making a decision like this..

I did the same thing took 15 years off from flying. About 5 hours in a 172 got me back in the saddle and bought a M20E a few months later in 2010. I know how you felt when I took my first flight by myself in the first airplane that I owned. I was going to a fly-in breakfast the weather was beautiful but my leg was still bouncing uncontrollably before takeoff. Once I had my takeoff clearance and opened the throttle the shaking went away and I started flying. The only other time I sat for a minute contemplating my flight was when I had just gotten my IR and was heading home the flight out was VMC and there were many clouds in the sky. Again once I started dealing with ATC and clearances and releases the training kicked in.

yeah the bad weather is here in New Orleans now but predicted to be much better over the weekend.

Ladies and gentlemen please keep you hands and feet inside the vehicle at all times and don't stop flying until the plane is fully at rest. Good work only minor injuries. Also notice that was pretty big power line he plowed through. Maybe he passed between the HV lines at the top and the distribution lines lower on the pole it is hare to tell form the angle.

good work. I noticed the change in the title on the chopper footage as well. I was going to ask why they were reporting it as a crash. I look a this as an emergency landing. I really hope the insurance co fixes it. Landed on its belly in a soft field.

A little high yes but your partner was on his way in a couple of hours. I had a nose wheel flat away from home and the mechanic was already there on the field $600 +/- and 1.5 hours later I was on my way. We changed the the tire with the plane on the taxiway. We weighted the tail with sandbags took off the wheel went to shop and did the tire.

Eat one less cheeseburger, fires and shake a month and gain 5 lbs of useful load back over a year. Seriously though I would not worry about 2 to 3 lbs. Yes we are always looking at useful load and every pound eats into that. I generally fly under gross simply because of my mission. Rarely have I been at gross but then how many of us weigh every item we put into the plane and do a W&B? I have done W&B with general numbers usually adding 5 lbs to the weight any of my passengers tell me for themselves and 5 lbs to their bags. I rarely have more than 1 passenger in the plane with me. Either way you are getting a new clean tinted windshield that will make flying more enjoyable.

I'd put the thicker one in since you are already doing it labor difference will be minimal and material costs is minimal as well.

well I have about 1350 on my engine 450 of those I put on it. 6500+ hours TT on the plane. I believe that this is the original engine since new maybe with some new jugs over the years but I do not have the logs in front of me. I do not know how the previous owner ran the engine. Couple of years ago we had some of the cylinder off to put new base o-rings on the bottom and they looked fine.

I know that before takeoff I need to either wiggle out of the shoulder harness or unhook to to close and lock the door and to change fuel tanks. I can't have the shoulder belt hooked. Other than that no issue what so ever with the fixed belts. You just need to adjust you routine to accommodate them. I generally hook the shoulder belt right before takeoff.

Maybe in the 70's or 80's when it was done there were more FAA people who know what they were doing and had less bureaucratic tendencies.

seems we use the topics as a chat room

A while back (years ago) someone on here was asking bout these.

Good information in a couple of weeks It looks like I will be going to KFNL or KCYS as a stop on my way to Idaho. I want to make the highest crossing early in the morning but that may have me arriving in the afternoon to KFNL. I can always stop shorter if WX gets too bad at KFNL.

Saw this toady. Very neat I questions its practicality at this point but neat none the less. https://www.linkedin.com/pulse/decisive-moment-niklas-zennström?trk=v-feed&lipi=urn%3Ali%3Apage%3Ad_flagship3_feed%3B6mZ1%2FuY%2BScW7cWTN2l9TzA%3D%3D

When working on the accessories at the rear of the engine has anyone thought of supporting the engine with an engine hoist loosening the 2 bottom bolts and then removing the two top bolts that hold the engine mount on. You could then let the engine sag down a coupe of inches. Some things to keep in mind. 1. Bottom cowl needs to be off 2. you will need a tail stand to hold up the tail when you remove the top bolts. 3. watch engine control cables and wiring so as not to cause damage. 4. when replacing certain wires etc keep this procedure in mind when routing new wires, hoses etc. I've never done this but it seems reasonable and might give you the angle and a couple of inches of room to make magnetos, vacuum pump, fuel pump and governor easier to replace.

It depends on where I've landed, what time it is, where I'm going next, when I'm going and the price of fuel factors in. Generally I will top off the tanks when I'm done flying.

Sensationalism at it best or worst whichever way you wish to view it. Oh and after the almost crash they flew around for an hour burning off fuel.