zaitcev

I have a 1969 "Chapparal" M20E and it's nowhere near a 150 kt airplane. I can only do that much at sea level and 2700 rpm. Mostly I cruise at about 132 kts, give or take, and somewhere between 4.5 and 12.5. The higher I go, the slower it gets. The horsepower falls off quicker than true knots overtake indicated. I used to blame my upright windshield, but I talked to a guy at OSH23, who has almost the same model and he touches 150 kts. My gears retract normally (I took a video in flight). At this point I'm blaming rigging.

I visited Reklaw, but in general I avoid grass. In Texas grass often means chiggers. In other places it can be gophers or worse.

Although not as busy as Denver Centennial, Albuquerque Sunport has a T-shaped runway configuration, with 9-27 being the main runway and 3-21 being the stem of the T. It is pretty common for smaller airplanes to circle the pattern on runway 3 while airliners use runway 9. Tower reminds not to overfly 9-27.

I am fond of saying that the only reason why I'm flying a Mooney is that I'm poor. However, I noticed that Cirrus is less friendly to tall pilots. I am 6'7" tall and I am comfortable in M20E. In a newer Cirrus (G5 and above), I cannot look forward. The seat is too high for me, so I am looking above the windscreen. I have to crane my neck in many airplanes and it's not great. So, make sure you like that Cirrus and you can afford it. Then go for it.

I saw an accident with a different pattern. A solo student flew a Cherokee into a steel hangar. He hit between two beams and ripped wings clean off. They were laying outside. The fuselage proceeded inside where it missed everything and slid to a stop at the other wall. The engine did not separate. He walked away with bruises.

It's exactly as you say. Because Earth rotates under the orbital plane, orbit's projection moves. And, there's only so much cross-range that a capsule spaceship can eke out with its pitiful L/D. Shuttle used to land in the same spot because it had a wing.

The TFR is there for the splashdown of Dragon with departing crew of 4.

Two reasons. First, it makes no sense to rush setting up a tent right after arrival. There will be plenty of time to do so after the expo winds down at 5 p.m. Second, the picture was taken around 9:30 a.m. The grass is still wet at that time. It's much better to let it dry and then lay down the tarp.

Pictured: A field repair of a Mooney at SnF with tools and parts bought at SnF.

Four Mooneys

It was more like what Hector said than Carusoam here in Texas. All aviation events are booming, because people are sick of the stupid pandemic. I'm planning on camping in SnF. That means I probably cannot park at FBO, the campground rules appear to say that RV or aircraft must be present to reserve the spot.

I have a 69 E with a dead ammeter too, in a block of Rochester gauges. I heard from someone that it's fairly easy to clean them. and most likely the coils of the metering unit itself are fine, just the needle is stuck. But I never got around to taking the Rochester block apart, even though I have an old upright windshield and a hatch.

Why no love for GYR? Worked great for me.

Regarding the afternoon turbulence, as you surmised it's a summer time thing. Even then I never hit severe turbulence in NM. In fact, not even moderate. My primary flight instructor told me that he's taken a smack upon a canopy in Diamond once hard enough that it knocked him out. But that was in Oklahoma, not in New Mexico. I learned quickly to steer to the upwind side of mountains, in order to avoid the orographic turbulence. But you're going to be high enough for that not to matter. Except for the wave, of course. As far as navigating to Scottsdale, I don't see just why that is a problem IFR. I only visited Phoenix area VFR and thus I had to be on a sharp lookout for the Class Bravo versus the rocks. But if you're IFR, all you need to do is to slow down ahead of time, so that you can lose altitude without gaining speed, right? I fly an E with electric flaps, so if I get under 120 mph indicated, I'm golden: as soon as the airplane is dirtied, I can dive as much as I want. About the survival, make sure you have water and trash bags. Most of the route is mostly flat. Now, coming up to Phoenix the terrain gets inhospitable: steep slopes, woods, reservoirs. That area is unpleasant, and the city itself is better only marginally. But it is what it is.

Do we happen to know the gentleman who flies a Mooney in this livery? I actually shook his hand, but being an idiot that I am, I forgot his name.

How comes you guys aren't discussing a disabled Mooney blocking the only remaining runway today in Austin, Texas (KAUS)? I saw a picture on FB with 9 airliners stuck on the taxiway. I would not be surprised if it's a gear-up landing. I went flying today and it was rather uneventful. Checked the gear on base and final.

I bought the new case from Superior. The case itself was $800, but the work was $3400 and mandatory replacement parts from Lycoming another $7100. The shop also offered to zero-time the engine for some additional charge, I don't remember how much. If one can find an engine shop that ignores Lycoming's bulletins and re-assembles the engine using old parts, the whole operation probably can be done under $5000. I don't know enough about engines to make that call, so I took a path of least resistance and spent $11300.

So, do you think the lawnmower chain came undone right when they needed to use it? I should probably test mine at annual.

Worn-out locking block? Or not even locked properly? Bad over-center tune at annual?

Good for you. I was quite lucky to get upper wing stringers in September, mine rusted through. Fortunately, Mooney didn't change anything in their wing since 1960s, so they were able to sell me a set. I noticed some people bring up the old warbirds that fly without any factory support. Well, yeah, if you want to get FSDO permission in order to fly anywhere. Most of them have Experimental Exhibition certificates. The gentleman who repaired my wings has a lot of experience in restoring WWII warbirts. The question is in the paperwork.

We're getting a little away from Mooneys, but the moonclip is one of those accidental things, like penicillinum or collapsible stocks on ARs. Since the .45 ACP came to dominate the competition thanks to the moon clip, shooters of conventional revolvers started to machine their cylinders and clip .357 into packets. In a similar vein, Russians scoffed at the collapsible stock as a workaround for the AR's buffer tube. Just 10 years later, The Kalashnikov Concern offers AR buffer tubes on AK from from the factory.

https://www.amazon.com/Moon-Clip-Unloading-Tool-357/dp/B01MYU3U4V/ The important part here is that the difference: a de-moon tool has only 1 tooth, but a Mooney tank switcher has 2 teeth. Other than that they work on the same principle: it's a pipe that increases your leverage for turning something.

First, the whole problem is a pile of nonsense, because your pre-landing checklist should include "Fuel Selector: ON FULLEST TANK". Do it when you push the prop forward and drop the gear and you will not run out of gas in the pattern. Not to mention, if you're in a pattern, you're within a gliding range of runway. Second, it's not that hard to switch tanks. I just reach between my legs and do it. Older pilots with reduced hand dexterity sometimes devise a crank that helps switching tanks while continuing to look outside. It only takes a piece of a PVC pipe: like a demooning tool for a .45 ACP revolver, only bigger. Or, you could buy an Ultra, which has the fuel switch on the center console.

I didn't see any fuel at KLOL when I visited it by car and took a picture of a rotting MiG-15. Glad to hear that they have some. As for the BRC Airport, it's not that far out. I saw a Mooney at Soldier Meadow resort (NV05), which does not have 100LL either. I would imagine that Stead is the nearest reliable airport for Burning Man.

https://www.kolotv.com/content/news/Plane-crash-at-the-Re-558374571.html N78988. Apparently returning from Burning Man. Not sure what's up with that, possibly ran out of gas. Or maybe high like a kite and didn't sleep for 3 days because of the booming music non-stop. Stead is not on the way from BRC to Colorado, so probably giving a lift to someone to Reno.