M20F

I removed my battery years ago and just hand prop it, best of all worlds.

I lived in Chicago for 8 of those years of ownership. I am from North Dakota, I am familiar with cold. You do you but I see no point to a trickle charger.

38yrs never used one, if your battery goes dead you really need to fly more. In the Mooney I am on battery #2 in 15yrs.

Note the springs H-1516 and H-1516-1. One is strong and one is weak, don’t recall which is which. Needless to say if you reverse them things don’t work.

The voice of reason, man I am lazy but not $2K lazy. I honestly don't even load the route on the ipad 90% of the time, it is why I have 2 GPS's with moving maps. How many versions of the same thing does one need.

I am guessing distance comes into play here. I would be 47N to RDU or something so generally topping the B or I was coming into Odenton so DC insanity was my end game. In general though in my year plying the USEC hard core amount of reroutes were minimal. The routings were always colorful but in general consistent (what I got from 47N to Odenton was 100% the same every time even when Trump was in NJ).

What route changes? Even flying in the NE my reroute percentage is about 0. File, ingest given route to ForeFlight, stick into Garmin. I will be honest 90% of the time I only load destination and first fix because I am going to get cleared direct anyways (NE aside where again 1 minute to load).

I am always curious what exactly is the huge savings with the flight plan going to the GPS? Even I was based in 47N and would do insane things like fly from KOWD to KFME which is an insane routing it never took me more than a minute to put the route in. What am I missing?

I had to drill a hole in my mask to fit my cigar but otherwise works great.

Of course replace this discussion with part 121 moving to age 70 and you can hear every reason why pilots shouldn’t fly past 65.

I very much enjoyed his posts and teasing him about math problems. We are minus one….

5/7/2011, right behind you.

I wear special undergarments fashioned from rolled aluminum sheeting to protect my vitals.

I bought my F with a RayJay mostly just because I wanted to. It is about 10-20% practical. I fly KTOR->KLZU or KJMS->KLZU couple times a year. I can make that non-stop some times due to tail wind (80+ knots kind of thing) coupled with TAS (160-170kts at FL190). I have also beat headwinds by going up. I came out of NW Indiana once and went to FL250 and took 30 mins off my trip because 30KT direct headwind flipped to a 30KT direct tailwind (or something like that). It has helped me on occasion top some weather. You can climb over a FL430 cell but they don't get that wide, if you get up around FL190 or so you can see them and navigate around them in VMC. It will keep about a 500FPM climb all the way up to FL210 it gets slower in the climb because you have to keep reducing pitch to keep up cooling. CHT becomes a challenge. You will need to run full cowl flaps open and 1-2GPH richer than normal. I have once or twice over the years seen the mags get funky (non-pressurized) but nothing crazy. The controls get mushy at FL210, I have had mine to FL250. FL190-210 is where it generally likes to be. Honestly from a logical perspective it probably isn't that useful if you are flat lander. You need to really be going far (to make up for the time to climb) and have a good tail wind to make it worthwhile. When it works out though you can hit 260KTS ground speed. If you live with mountains it probably is more useful (KTOR is 5000' so I use it on take off as example and no issue being at MTOW).

To be clear, it’s a cigar lighter.