moodychief

What is an autopilot?

One other thing I forgot to mentioned. Practice dancing as you will need it on gusty crosswinds.

Oscar, I routine fly in windy cross wind conditions. One thing nobody has mentioned in this thread that was discussed at length in other threads is don't use flaps during really windy/gusty conditions. In the video it appears you have some flaps applied. Land with no flaps and adjust your speed as mentioned for the wind/gusts. Depending on the headwind component you may not use any additional runway due to the decreased ground speed. I have many landings in my C model with crosswinds above 20 knots. The worst was when I landed at Wilmar for tank reseal. Fifty degree crosswind, 21g29. Don't try to rush anything...just hold it off and let it settle in naturally.

Is the aircraft current on IFR certification?

FYI for anyone flying through Arkansas. As a side note the horse races are going on until mid-April.

I saw one airplane where they had USB ports fabricated into the ashtray.

The controller may have been training on a new position in which a supervisor would have been monitoring all communications and providing corrections to be recited. Only if an urgent transmission was warranted would the supervisor break in on the freq to provide direction. In today's environment, depending on the locale, roughly 45-55 % of controllers are seasoned...the rest are in initial/upgrade training. To help our local tower, I will call and ask if they have any controllers that need qualification training in any procedure that is seldomly used. Since I am flying anyway for VOR check, currency etc. I might as well give everyone the biggest bang for my buck. This also gives the supervisors an opportunity to prepare for the special request. You might be surprised how appreciative they are for the offer. Many times I have learned as much as the trainee since the procedures usually aren't your every day procedure (radar approaches, etc).

Without telling you, they may have picked you up on radar again. The primary and secondary radar sites that cover that area are at Russelville and Little Rock. If one is out of service they rely on the other for partial coverage. When the primary radar went out during the government shutdown it impacted the Radar coverage between Little Rock and Springfield. Center couldn't see anything below 8,000 between Harrison and just north of Morrillton. This one possibility.

Don't have any pictures because I was too busy flying in the clouds. Last Friday we left the Little Rock, AR area at 9:00 am. Landed in Atlanta 2 hrs 55 minutes later. Had lunch with my brother then headed to Valdosta, GA (1 hr 35 min) to spend two nights with my son and his fiancé. This was our last chance to see him before he heads off to USAF Basic Training. Returned home on Sunday with a stop at Meridian MS for cheap fuel ( Headwinds at 4,000 ft, 2 hr 35 min with ILS approach 600 OVC) and 1 hr 54 min to home. Total drive time would have been 27 hours over three days. Total flight time just under 9 hours (despite sucky winds). This gave us an additional 18 hours of quality visiting time that wouldn't have been available if we drove. Transported two of us for about the cost of one return trip airline ticket. By the way, most of the small airplanes flying in the system on those days were Mooneys. At one time there were four of us being handled by the same controller.

Jeff Skiles. If you go to OshKosh you might have seen him since he now works for EAA. He also writes for the EAA magazine.

At OshKosh the Whelen Rep told me the landing light and belly strobes are direct replacements for my existing lights. However, he said the LED nav lights and position light require an extra wire to be routed from the bus.

1700 mag check, 1900-2000 cycle prop 2-3 times, 2 pumps flaps for takeoff, Climb WOT, 120 IAS for climb and cooling, 1 pump flaps downwind, 1 pump base. 13" and two pumps of flaps trimmed for a 85 IAS descent usually maintains glideslope. No flaps in strong crosswinds for takeoff or landing. Adjust no-flap speeds for wind component. Slowly reduce power when crossing threshold and gently flare and try to hold 2-3 inches off runway and let it settle onto runway naturally. Don't rush anything. Short field landing, 75 IAS final, two pumps flaps. I was taught by a bush pilot to never use more landing flaps than those used for soft field TO. In case of flap retraction failure you can still go around if necessary.

You may want to double check the damage history.

The ad says no exterior damage however it was involved in an accident in 1989 where it collided with a runway sign during a loss of control during a botched touch and go. During PPI, make sure the logs are checked for proper repair of wing.

Bodie, Just to make sure, you may want to check around your muffler. I had a similar situation and couldn't find anything. I removed my side cowling and saw some discoloration on the muffler shroud. The weld on the muffler developed pin holes and chunks of the weld were missing. This in turn burned some of the cabin heat scat tubing and a strong smokey smell filled the cabin momentarily. I ended up having the muffler rebuilt (only had 250 hrs since last rebuild) and replaced scat tubing.

Bodie, Did you by chance get the munchies after you smelled the smoke???

Skew-Ts truly changed my IFR planning and flying. Not only to know where to expect the tops but also to know where you can expect to be between layers and where the icing temps are most likely.

We thought my problem was the gascolator gasket because air was getting into the bowl. Spent a lot of labor checking and replacing it more than once. Check the fuel line mentioned in my previous post as it can mimic a bad gasket.

I had a similar incident on my 63 C model that kept getting worse. Mainly showed in the climb but was okay in cruise and descent. After months of replacing items we finally found the culprit. Inside the cockpit in front of the doghouse there was a small section of fuel line that goes from the gascalator through the cabin then through the firewall. The line had a small crack in the top where it had rubbed against part of the aircraft structure. You couldn't see the crack because it had abrasion tape around it. Anyway, with the electric pump on it would push fuel fine but when the electric pump was turned off and the engine pump was pulling fuel it was sucking air through the crack. I'm not saying this is the same thing but may be worth checking that small run of fuel line to make sure it isn't the culprit. This line is accessible through the pilots side at the front left corner of the doghouse.

Has anyone bought anything off this site to give a review. I clicked on all the current ads and the newest was two months old dated 7-2014 with the oldest being 12-2013.

The post/update date was April 2014. Unless they have a large fleet I would think there are slim chances of still having any at this price.

Be cautious as those drivers are not regulated like the taxi drivers are. Did you here about the Uber driver that take a customer on a high speed chase a few months ago in Virginia?

It depends. Is he walking LOP or ROP?

Don't forget, the three bladed prop doesn't have an AD.