M20F

Quote: 1964-M20E It is interesting to look at the July 1966 issue showing the M22 first small aircraft with a pressurized cabin. Notice the landing gear no biscuits.

Quote: KSMooniac Being registered does not necessarily mean they're still airworthy, much less in flying condition. I'd be shocked if any of the M22's were still flying.

Useful if the airspeed indicator quits working particularly in IMC among other things. A wise person once told me if it saves your life it is worth the expense/weight. If I could have four of everything in an airplane I would both for the safety aspect and to satisfy my personal addiction with buying stuff for airplanes. I do though struggle with technology and its impacts on aviation. ADF's were on of the best tools for teaching the impact of wind on an airplane (and mental math) now most students spend the barest of time learning anything other then GPS direct (iPads have drastically increased this). Technology is great but wonder sometimes if we fail to highlight the unintended costs it comes with and train against them.

For shelter nothing really beats a tarp, mylar, and plastic. Very light, very cheap, and warm. Below was the best overall description on how to create one that I found google'ing around. Search around for Mor Kochanski (Bob Hoover of the outdoor world) to find more. http://zombiehunters.org/forum/viewtopic.php?f=93&t=78320 Lot of interesting survival (non-crazy type) information at http://bushcraftusa.com/forum/index.php as well.

Quote: DaV8or I have found that if you ask the question "How reliable is my engine?" on an aviation forum, the answers will usually come up bullet proof, stone cold simple, rock of Gibralter, trust more than my Mother, etc, but if you ask the same set of aviators on the same forum "Have you ever had an engine out?", the same guys will tell you all about the 1,2, or 3 engine failures they've had in their flying history.

Engine failure isn't really something I worry about that much. If it fails there are only two scenarios and those are you die or you live. In most cases people are kidding themselves as to their control over which of the two scenarios they are going to end up in. While flying skills, pratice, good decision making, proper care to the airplane, etc. all help mostly what determines the winners/losers is luck. By that I mean if the motor quits 200' AGL in a heavily populated area and you are going into somebody's house, not a lot you can do skillwise on that one. The friends I have lost have for the most part been in situations which nobody was coming out of. Thus I don't lose a lot of sleep over it but I am keenly aware when it is night in bad weather and the motor stumbles a little or I hit a little unexpected pocket of turbulence the heart jumps a bit and the mind races. Be safe, be smart, and be proficent and you have nothing to worry about except the inevitability that we all go at some point.

You should check what your coverage is in Canada for ADS-B and XM, will probably make the decision a lot easier.

I try to avoid having to pull on most things affixed to any airplane including the prop. Have I done it, sure and it still flies that doesn't mean I make a habit out of it. The problem with old wives tales is you never hear the other side which are the people who always do X and then explain away impact Z. Are you wings leaking because you landed on grass 1000 times or are they leaking due to age, hard to really say for sure which is which thus anything you can do in my opinion to minimize hurt to the aircraft (within reason). In my opinion in life, flying, and owning an airplane there are few if any absolutes.

http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=1050 115 knots TAS at 5.2gph coast to coast non-stop

Quote: Parker_Woodruff

Performance details for a M20F which should give an idea http://www.cnrepperson.com/flying/9791m/9791m-enginePerformance.htm

Pondering some additions at annual time. 1967 M20F with Rayjay Turbo Looking at JPI 930 and Monroy tanks, appreciate thoughts and for those that have done either what total cost of ownership was (purchase + install). PM is fine if you don't want to post numbers but looking to get an idea on costs for both as well as pro's/con's/alternative's.

I use Wesson oil, great for my motor and frying chicken.

Quote: Immelman Guys, we're all fortunate enough to fly some the best aircraft on earth.

I really don't understand this argument. I have flown turbocharged aircraft almost the entirey of my flying life, generally we stop in the teens as the payout to go higher usually isn't there. There are times though when the FL's help the mission and we fly in them. That is why we have turbo chargers, I certainly don't view it as being reckless. As I said make sure you care a pulse oximeter and ensure you have a secondary method of getting oxygen. I certainly wouldn't buy an Acclaim S and fly it around at 8,000 feet.

Quote: xftrplt And how quickly could you get down with, say, an inflight fire?

Quote: Jamosu72 I see Maxwell's website lists All American as a resource. So not sure if Maxwell doing the prebuy on an All Amercian would be wise?

http://allamericanaircraft.com/default.htm bought my plane there and reccomend them highly. If you are a looking for a plane they can help you find one.

Normal tool box filled with a bunch of normal tools, wire, tape, etc. and a plastic case with assorted nuts, bolts, washers, etc.

Corrosion X works great as well

Quote: reuben after the aircleaner was removed,cleaned and the engine started and he could continue on his journey.

Quote: DaV8or Sadly, it is most likely the cable is rusted solid from disuse and sitting outside. If your's is like mine, it's a cheap all steal cable prone to this sort of thing. Difficult to service as the rear section is riveted. If you can get it to move at all, maybe with a friend pulling up a bit on the scoop while you turn the knob, then you could try spraying penetrating oil on both ends of the cable and it may free up if you can get it to go back and forth. You and your friend will have to be careful, as all the parts in this system are light weight and a bit fragile. To do this, you'll need to take dowm the plactic panel inside and have the scoop go up a bit. If you just can't get it to budge, then I think you'll have to have an A & P drill the rivets and get at the cable. This process will mess up the paint on the rivets, visable outside. This is why many people just give up on them when they freeze up.

If you qualify for the credit union Wings does 2.99% on a 5yr ballon for aircraft loans with 5% down. Best deal I found. https://www.wingsfinancial.com/asp/general_51.asp

Quote: jetdriven Have any of you guys ever had anything positive happen after "reaching out the FAA" ?? Or, to rephrase that, have they ever done anything about it?

I start mine the same way each time Cold - Throttle Cracked / Boost Pump On / Mixture in till about 1 second after fuel pressure registers / Boost Pump Off / Mixture cut off. Turn starter it will fire on 2-3 blades; mixture in. Doesn't work repeat process. Hot - Throttle Halfway / Boost Pump On / Mixture in till about 1 second after fuel pressure registers / Boost Pump Off / Mixture cut off. Turn starter it will fire in about 5-10 seconds of cranking; mixture SLOWLY advanced. Doesn't work repeat the process. Only difference between the two processes is the throttle position and the advancement speed of mixture. If you really screw it up then best thing to do is boost pump on, mixture full, flood it and then throttle all way forward mixture all the way out. When it screams to life push the mixture in.