Mooneymite

Hmmm. I really don't want to start a long discussion that usually ensues on this subject, but under certain installations/conditions, it may be legal to shoot a GPS approach as long as the individual approach in your database is current even though your entire database is not current. Some installations are quite specific that the entire database must be up to date. Is anyone familiar with an accident attributed to shooting an approach with an out of date database? I can't recall one attributed solely to approach data.

I'm seeing quite a few accident reports where accident aircraft are located by triangulating on the owners' cell phone signal. This is more prevalent near population centers where cell coverage is not a problem. If you fly in remote areas, 406 is the way to go.

True. I don't think Britain does the actual overhauls. They send them out.

Over the years, I've discovered the tricks for the "dripless oil change" on my 'C'. However, cutting open the oil filter and inspecting the filter media is still a mess, even after letting the filter drain for days prior to opening it.

My POH specifically says for IFR flight: "Clock with sweep second hand". Because I am a total scoff-law, I am still using the Davtron digital clock/timer that was installed in the yoke when I bought it 17 years ago and haven't "up-graded" to a "second hand clock". I haven't been able to get the Davtron to sweep yet, either. Oh, I also use 8 ply tires on my plane! Don't tell the feds.

So....your copilot has a loose screw? Yeah, mine too. I agree, from the picture, it looks like something out of the instrument panel.

Absolutely true!

As you know, the GS receiver is not located in the KX170B, it is located inside the KI214 indicator. The only function of the KX175 with respect to GS signal is to tune the KI214. There is no actual "up-grading" with respect to the Nav-com itself. Used KI214's are readily available, but they need tweeking every few years, so add in the cost of alignment when you buy one.

Well, hurry up and get it flying! You'll love it. Here's one that's about ready to fly.... http://mooneymite.com/sales.htm Here are some pictures of the one I used to own.... http://mooneymite.com/articles-monthmites/monthmite2003-10.htm

Clarence, is it an M-18 C, or L? Either way, it's one of the sweetest flying airplanes I've ever flown!

Unless this pilot was flying a Mooney, this subject has little/no relevance to this board. Carry on....without me.

I started with a C, expecting to eventually move up to something "more". However, at this point, the C does everything I need a plane for.

Don is reliable and prompt.

S. FL?

And an "armstrong" crank.

Anyone who's flown a Mooneymite knows that the flaps are lowered by the trim crank! Ingenious way of keeping the plane in trim at all flap settings.

That all depends!!! Last week flying at FL430 the prevailing wind was 150 kts on the nose...our groundspeed was so low, I thought I might be flying a blimp, but the fuel flow was about 200 gallons/hr. Wind is a fickle friend.

I'm not a good instructor and I have done very little primary instruction, so mine is probably not good technique, but back when I did teach primary, during various maneuversI would continually ask the student to let go of the controls to make the student aware of what the aircraft was trimmed to do. It didn't take long before the student was trimming as a matter of habit. The downside of this technique is that some students would want to "fly" with the trim tab. I don't like the C-150 and did very little instruction in it, so I would have to defer to those do instruct in this aircraft for "best technique". It's interesting to hear that some folk discourage trimming the 150.

I hesitate to reply. As far as I can tell there are many iterations if the gear warning system. The warning system on my 74 C isn't anything like yours. When you take your Mooney to a shop, make sure they have the schematic specific to your serial number.

I just looked at Van's current price list. The empenage and wing kits are now a little over $6300 not including shipping. I bought mine quite awhile ago and paid a good bit less. Make me an offer I can't refuse and come and get 'em!

Actually, the Mooneymite can be built as a plans-built plane. However, as inexpensive as the factory built models are, I only know of three owner built Mites. I started building an RV-4, but about half way through the wing kit, I realized I could buy an already completed, flying RV-4 for less than half what it would cost me to complete mine. After buying, flying and re-selling an RV-4, I ended up about making about $5000. Enough to cover what I had invested in my kit. Anyone need an RV-4 wing and tail?

After takeoff, I've rarely been sent directly to DHP.....always given a heading to either intercept the radial to WINCO, or just direct WINCO. Probably because my plane is so fast....

The ones my teenage daughters used ran for years without stopping! :-)

Is this to replace the doghouse found on some models?

I live in Georgia and have practically no Mooney cold weather experience. I was wondering if anyone had tried one of those hair dryers like your wife uses to wake you up at 0530. Seems like they put out a fair amount of heat and the nozzle looks like it was made to fit in a piece of scat tubing. Might not be enough heat for the great outdoors, but probably better than a 100W bulb in a hangar? Anyone?