Flymu2

I just finished reading the May Mooney Flyer. One suggestion I picked up was to have a copy of the maintenance manual on my phone. A quick internet search did not uncover a source. Does anyone know how to get the manual on one's phone? Thanks, Dennis Wolf

IFR up V1 in a single is over JFK. Only one altitude allowed, 5000 northbound, 6000 southbound. New York is much easier to deal with VFR assuming the weather cooperates. The top of the class B is 7000. Definitely use flight following.

PM sent. Thanks.

I noticed a few flights ago that my Hobbs wasn't tracking my actual flight time. I had the mechanic look at it. He says no loose connections and good power to the meter. He also says that it's actuated by oil pressure, but the Hobbs time was keeping actual flight time, not engine running time. When I bought the plane it had two Hobbs meters, one on the panel and the one on the aft baggage compartment rear bulkhead. The one on the panel tracked engine time. I had it removed. Questions: What actuates the factory installed Hobbs? The mechanic said Mooney referred him to a company in California that overhauls the factory meter. They want $2K to just look at it!!!!! Not an option. Any other sources for repair/overhaul? Thanks, Dennis Wolf

I ended up going to 11.5 to stay over some icy clouds. Temp was -29C OAT, putting density altitude at about 9500. I turned around so that my feet were directly in front of the heat outlet, and even with that it was frigid. The heater output was just warm, not hot. On balance though the plane performed great. With about a net 30 kt tailwind I made it from Willmar to Farmingdale (just under 1000 nm) in 5 hours flat burning 63 gal. There's nothing else in the sky that will do that. Everything is a set of compromises.

BTDT. I flew mail in BE18's out of Moline IL in the '70's.

2000 M20S. When the temp is below freezing I just don't get enough heat in the cabin even with the cabin heat pulled all the way out. Had a recent trip back from Willmar after tank reseal where OAT was -29C. There was barely enough heat. My feet were numb when I got out. Causes? Cures? Thanks, Dennis Wolf

Thinking of having my Eagle painted over the winter. Any suggestions of where to look at pictures of paint schemes?

I don't have exact numbers, but the cost of tankering fuel is maybe 2% of the amount tankered. So, everything else being equal (which it rarely is) and $7/gal fuel, let's say one tankers 30 gal., 2% of that is 0.6 gal, or about $4.20. $0.50/gal saved on 30 gal is $15, so it's a net positive. Stepping back and looking at the big picture, though, it probably doesn't make sense. Even at $7/gal, the differences are so small compared to the total amounts we spend on aviation as to be trivial. Also, we don't value the time, wear and tear on the airplane, and the additional risk of a heavy takeoff. It's almost never a good deal to stop or go out of the way for cheap gas (ok, maybe for the $1/gal deal in Texas right now). For some perspective, I used to own an MU2. In that class of airplane, burning on average 80-90 gph, it was *never* favorable to go out of the way for less expensive gas. In addition to the down and up, it was 10 gal just to taxi in and out. It was, however, very worthwhile to consider landing at an airport a little further from the destination (another 20 min of driving time) for a large (as much as $2/gal) difference in fuel price. I routinely went to Boca Raton for vacations. The fuel at FXE was at times as much as $2/gal less than at BCT, parking was free vs $35/night, and the rental car was routinely $10-20/night less. That was a no brainer. The numbers in a Mooney are much less dramatic, but based on the same principles.

So, the rubber band worked! A bit of a pain in the neck to manage, but effective. The question now is how to replace the mixture control. My mechanic says there are two sources - the company that makes them for the factory, and another firm called ACS (I think). He says the Mooney factory model is about $700, and the ACS has to be custom made but much less, maybe $100-200. Anyone have any experience with replacing a mixture control? Thanks, Dennis Wolf

Great pic! Thanks. My mechanic suggested the same thing, but I couldn't quite figure out what he was describing. A picture is worth a thousand words.

I've noticed recently that after I lean for cruise the mixture control will start creeping toward rich, such that I have to readjust it every few minutes. It's a real PIA. My mechanic says he spoke with Mooney, that there's no adjustment, and that a new cable costs about $700. Ouch! Any alternatives? Thanks, Dennis Wolf 2000 M20S

Weber is at LNS. May be a little far for seller, but they're long time well recognized shop. You might also consider Winner Aviation at YNG. Not a Mooney shop but very competent. If you go there tell the shop manager TimTobey I said hello. Dennis Wolf

15-25 LOP at high power settings is definitely *not* SOP. 15-25 LOP *is* the peak of the brake specific fuel consumption (BSFC) curve. At high power settings, however, it is solidly within the "red box" as described by the GAMI people. At the aforementioned 95% power setting, available mostly to the TN airplanes, the "red box" is large, and one needs to be either about 150 ROP or about 80 LOP to stay out of it. As power setting decreases so does the size of the red box, to the point where at 65% power or less there is *no* red box, and one can do anything with the mixture control and not hurt the engine. All of these concepts are very well described by a graph that Advanced Pilot Seminars publishes. The graph shows the relationship of EGT, CHT, BSFC, power, and ICP (internal cylinder pressure). It's the heart of the APS course. You can see it at http://www.advancedpilot.com/redbox.html. It succinctly states everything one needs to know about leaning spark fired piston engines. None of this has anything to do with exhaust system life as far as I can tell. .

When ATC asks for airspeed, they want indicated, not true. The controller probably doesn't know the difference. For that matter, some pilots I know don't know the difference :-(

i'm a physician. Without knowing a detailed medical history (don't post it on the board!) it's impossible to know whether what you experienced is significant. Generally, "light headedness" can range from nothing to something major. The big problem is that if you report it to a physician you're obligated to report on your next physical, which will lead to all sorts of problems. It might be worth a call to the AOPA medical department or Bruce Chien to go over the details of what happened and get suggestions on how to proceed. I wouldn't ignore it. Good luck!

It's been a few years, but I've stopped at CPC, MKS, and ISO. CPC usually has the cheapest gas. No restaurants close by. MKS fuel price is competitve, and they lent me a car to go for food that's not far away. I was at ISO late at night. Locked up tight, as are most airports at that hour. CRE has good services and food late, but their fuel prices are high. Enjoy the trip.

Paul said he would only do a complete reseal in MN. I don't know how long the repair on the left wing will last. If I could talk him into coming to me to fix the right wing I would worry that I would end up needing a reseal anyway and the money for the repair would be wasted. Decsions decisions!

My plane is year 2000. It sat 2-3 years in the sun in Fla before I bought it. There was a significant leak on the left which Paul Beck fixed before my purchase. The left isn't leaking now. There is some brown stuff around the panels on the bottom of the right wing and some blue streaking that seems worse after I fly through turbulence. I'm thinking about a complete reseal because I'm thinking of painting the plane and wouldn't want to do paint with known fuel leak problems.

He quoted me $11K and about 3 weeks. The Fla guy quoted $10.8K for MAPA members until the end of July, then 12K. I'll ask about the fuel senders. Mine are not accurate.

When did you have yours done? How long did it take? Price? Thanks.

My time has come. Does anyone know about the difference in process between Weepnomore (Minnesota) and Wetwingologists (Fla)? Same distance from me (NY) for both, but Fla is easier to get to and back.

I used Panorama at HPN and went to OWD. Panorama was fine. I bought 10 gal of fuel at about $6.90 to avoid the ramp fee. They fueled the plane quickly and I was on my way, both in and out. OWD worked out well also. We rented a car from Avis, uneventfully. Again bought 10 gal of fuel to avoid ramp fee. The only thing that bothered me about OWD was the 8 PM curfew. The fees to get the plane out after hours are draconian. I asked the guy at the counter (whom I recognized from visits a couple of years ago) why it's like that. He said it's for security reasons imposed by Massport, and that they have no control over it. To me this is security paranoia. I just don't see how the threat level (exceedingly low in my view) justifies what I believe to be unreasonable restrictions. I guess if I want to leave later I'll have to go to BED, although I understand from other posts that a post 2300 departure incurs the same draconian charges. Makes one think about avoiding the area entirely. Dennis Wolf

Thanks for the replies. After calling around it looks like the best deals on ramp/parking fees and fuel prices will be at Panorama and OWD. Also looks like the car rental will be a little better at OWD. 6B6 sounds like a good idea, but I think it's a little further out than I want to be. This will be the first ride in the plane for my girlfriend. I want it to go smoothly and easily. If anything unusual happens I'll let the group know. Dennis Wolf

I have to pick someone up at HPN and fly to Boston on Saturday, back on Sunday. Any preferences for FBO at HPN? Three have avgas listed on Airnav - Million Air, Signature, and Panorama. Any preferences for BED vs OWD? BED is a little more convenient for my ground destination. Thanks, Dennis Wolf