FloridaMan

Any relation to Tyler?

I'll see if I can make this one. The question is whether to fly the LoPresti F, which will eventually be for sale, or the 305 Rocket.

If you ever develop starting problems in the future, get a slickstart system.

I don't feel comfortable with how snaps hold and I believe that they can introduce unwanted aerodynamic drag. If the cover were to come unsnapped, I could see it beating stuff up with the chinstrap. I like the way that Bruce's covers fit the airplane, and I think they've very attractive covers; I just don't like the way that they attach.

Who makes the best airplane covers these days? I called Jim on the east coast, but it sounds like they're closing up shop and not taking new orders. Bruce's makes an attractive cover, but I don't like the snaps and it sounds like Jim would install a zipper to make the cabin door accessible: a big plus when you've gotten your top on and realize you forgot something and it's windy.

I had it on my profile about two minutes ago. I realized that may've been part of the cause for confusion. Technically, I still have the M20F and I think I'll hold onto it for a bit.

I have a friend who had an Acclaim and now has a Meridian (whichever one the turboprop is). I'll see if I can get his ear.

It seems that the thread has gone in a way other than answering my question. I have a Mooney 305 Rocket with built-in O2. I am not asking about refilling a portable cylinder; I am talking about servicing the O2 from the port on the side of the airplane.

The biggest “economic” issue is the same as with fueling. I don’t want to have to schedule an appointment to have an AP fill my onboard O2 so I want a tank in my hangar that I can top off, just like I do my fuel, when I’m going to take a trip. I don’t want to be restricted to 12,500 in a plane that can cruise at FL240 because I can’t get worked into a shop’s schedule.

I should have mentioned that I have two Mooneys now. I have my m20F and a 305 Rocket with built-in O2.

Maintenance shop on the field wants to charge $90 for O2 service. I think it’s something I can do myself. Can someone spell out how to set yourself up to service your own O2? FOR CLARIFICATION, THIS IS FOR A ROCKET WITH BUILT-IN O2.

News reports, which are often wrong, report that he tried to turn back.

I have to go pick up an airplane this week. The radios all work, but the intercom supposedly has issues where communication between the pilot/copilot doesn’t work. You can hear each other when transmitting on the coms with the PTT pressed. The plane has this audio panel: if we turn the selector on the right to the INT position, does that mean PTT would work to communicate with each other and can be used to bypass the intercom?

You can still do the WAAS upgrade on the 530 for $4,400. The LoPresti cowling is certainly desirable. To people who don't know Mooneys or airplanes in general, you wouldn't know it to be as old as it is. When I purchased it six years ago, it was out of the price range I was looking for, but I knew it was the plane that I wanted. I'm going to be looking to sell it, not to sit on it for months trying to squeeze a few extra dollars out of it. It appears to be a sellers market right now as the planes that are on the market either have a ton of time on the engines or are priced to the moon. It wasn't that way when I bought back in 2012. I just don't want to let it go for too little right away and may start at some price and lower it by 5k every couple weeks until it sells. I intend to not come into ADS-B compliance until near the end of the period. New transponders and avionics keep being introduced. In six years and 1000+ hours of ownership, I never once found myself in a position where I needed WAAS precision for an instrument approach with my personal minimums.

I haven't yet listed my airplane for sale. (for site staff, I have donated). I'm trying to figure out what to ask for it and I thought it's best to ask what people have paid/sold their Fs and Js for recently before I list it and people start asking prices. I'll post more photos of it as soon as I get a chance. I closed on a 305 Rocket today and now need to sell my beautiful M20F. My mechanic wants me to start at 90k; a broker suggested that it would sell immediately for 70k. Mine is a 1967 M20F with the LoPresti cowling. Paint is excellent and looks pristine and mirror flawless from about 10ft away. When you get close to it, you'll see some spots in the leading edges. There are a handful of squawks. The #2 COM just went tits up; there's a tear on the right seat and in the pilot's armrest. While I could fix all of these before bringing it to market, I'm thinking that discounting the airplane by what it would cost might be better for a buyer who wants to do panel/interior upgrades. With the exception of those tears, the interior is nice and isn't outdated, but it's cloth with leather or vinyl seating surfaces. The engine was overhauled and installed last summer by Aero Engines of Winchester. I've put less than 150 hours on it since then and it should have over a year left and 50+ hours on the full warranty. The airplane runs great and on cold days will cruise in the yellow arc at 5000ft and 3000ft on normal days. It's a 158kt "true" airplane that has had no trouble getting to 17,000+ft when I've needed it to. Other things: * TTAF just under 6000 hours. * Manual gear/hydraulic flaps * Powerflow Exhaust * GNS530 (non-WAAS) * JPI EDM-900 Engine Monitor * King HSI in a modern 6-pack panel configuration. * Polished spinner * PC Wing Leveler * Tanks resealed by weep-no-more I think some time about 12 years ago. I'll have to check. * Wing mounted fuel gauges * I'm thinking of including the Aerox O2 bottle as well. * Maintained for 20 years by Willmar before I bought it in 2012. Since I've purchased it, I've had an annual performed by Phil at Avon Park and Don Maxwell in 2015. Gear pucks were done in 2015; main tires in 2017.

Looks like I'll need a new intercom and am thinking maybe I should go with an audio panel with an integrated intercom. I'd like to be able to listen to my audiobooks while flying without ATC cutting my audio off for every transmission that wasn't meant for me -- a feature that I absolutely HATE with my bluetooth module on my Clarity Aloft headset. As a bonus, perhaps allowing my passengers to have music or audio as well would be nice. Suggestions?

I'll have my M20F with the LoPresti cowl and 150 hours on the engine that was replaced 9 months ago and is still under warranty on the market some time in the next few weeks provided my current purchase goes through. Documents are signed and money is in escrow for the new one, so it seems likely.

I landed at MDW. My landing was less than perfect having lost sight of the field, having to get assistance from the tower, and those lights being all the way up messed with my depth perception. Next time I’ll dial in the localizer.

That’s the intention. Is that why you’re there?

I predict Daley’s grave will smell of urine and coffee

I’ve heard that the loading envelope for the rocket can be challenging. Can any of you Rocket owners with long range tanks chime in and share how you would load your plane with two adults (190 and 140lbs) and full fuel? I know each plane has slight variations in loading envelopes and cg, but I’m curious how difficult it is to actually load to max gross.

Google maps was showing a train station and a $10 train ride to downtown.

No. The shop recovered the airplane, removed the cylinder and refused to give me access to the parts or photographs of the parts.

Alternator failed on my way to Las Vegas; MSC was close by so I stopped in and had it repaired. It ended up being a bad wire. On initial climb-out FOD went through the #4 cylinder.

So much in this was similar to my experience. The only difference was that I immediately killed my engine once it quit as I was low and there was a field directly ahead of me (with a neighborhood behind it), and I threw the gear down because I needed the drag to slow down to make the field. The pilot did the same thing I did when I stopped too. I called the tower and said that we were ok and started to turn switches off. After the first three switches, I say to my passenger, "We need to get out of this" because at that point I realized that there could be fuel leaking and we could have a post-impact fire. The pilot of this P51 allowed himself to be at that same risk. This brings me to another point regarding warbirds. You were the cream of the cream if you were flying those aircraft when they were brand new; there were operational losses that are acceptable in times of war that are unacceptable in times of peace; and they typically were operated and maneuvered at higher altitudes than would be visible from spectators at airshows. Now the fleet is over 70 years old piloted by people who are lucky to have experienced anecdotes from those originally selected by rigorous means from the largest pool of applicants in history.