Bob_Belville

I suspect looking out the windows is a lot more useful for avoiding other planes. With birds, not so much. Absolute trust in the plane's instruments is essential to flying IMC when your body will lie to you. And when the examiner starts killing components being able to calmly aviate with what you have left might save your bacon someday. Thank the nice man.

Our archives have lots of info. Some of it is actually true. For interior materials, carpet, leather, headliners... a local custom auto trim shop might be an option you'd want to consider. Automotive materials seem to be built to more stringent flame spread standards than GA. Flame spread is the only standard to pass for these non structural, non airworthy components. And car guys do not think in AMUs. (aircraft money units) Talk to your A&P for guidance on what work that you do he will be willing to sign off on and what no sign off is required. My A&P/IA made this simple log entry for my work: "Replaced interior fabrics (headliner, carpet, leather) with materials tested by Skandia Inc. under w/o # 249481 dated 12-10-2012 and certified 14 CFR Part 23.853 and 23-49 app F (e) and certified by FAA DER on 12-12-2012. Said documents attached. Work was performed by Dave's Trim and Robert Belville, owner."

Good tale, well told. Gentlemen do not nitpick fables. Poets have licence.

A needle nose vice grip in your bag of necessities is advised. An extra roll pin might not be a bad idea.

Keep the plane, swap the girlfriend. There are a lot more of the latter than the former. You might keep both if you call her bluff. You're welcome.

I had to tell my passengers that SnF is out for us this year. (Nancy is likely to need me as she deals with her mother's care needs so...) But... I still have hopes and plans to be in WI during the last week of July!

Hum, I used contact adhesive to hold the flange of the windlace in place until the screws through the trim pieces locked it down. It went fine. Of course this was the 3rd time I'd had it off to get it right. It took several days for everything to conform to where the door closed easily.

I went back to my records, here's what I actually bought in April 2013. (Some need to be longer when sheet metal is overlapped.) Caution, I have a '66 M20E, not a 201. Product Qty Unit Price Ext Price SK-4P3 1 $24.00 $24.00 SK40S5-6S 10 $3.19 $31.90 SK40S5-3S 30 $3.19 $95.70

I was disappointed with their 1/4 turn fasteners as used on our vintage cowl side panels. the pins were not well "bradded" resulting in them falling out. I suspect I've reworked most of them. A little pricey for what they are. I don't think I've bought and of their sockets. https://store.skybolt.com/phillips-sk27s3s-series---replace-airloc-1127009-c1202.aspx It is certainly possible they've corrected this problem. I would ask and if they claim they have never had a problem I would be skeptical of whatever else they told me.

Wow, that panel is pretty close to what my '66E looked like in '66! It has a Brittain A/P but you'll probably want to spend significant Canadian dollars to modernize avionics, instruments.

What's included in LASAR's kit? Side walls? Window frame? Leg wells? I would particularly like to get the last.

Wide Open Throttle - aka Balls to the Wall

The EGTs seem to be higher than I would expect if you're getting proper FF full rich. On TO I'd expect something like 300 ROP.

8-9 seems a little low unless you cruise at 65% power or below.

I'm not sure why you're showing 6 cyl. Is the JPI the correct model and programmed correctly? Not that that ought to affect your issues but it make me wonder. That and the installer telling you what seems to be patty cake explanations. Someone with a C can tell us for sure but I do not believe what he's telling you about FF and carburetors. Fuel injection is more even cyl to cyl but the FF sensor is only measuring total flow. It's possible the sensor is not installed properly... the tubing must be straight near the sensor.

You flew her all the way to the crash site and survived to tell the story! We're proud of you, Bob Hoover, and Al Mooney. Get well soon. (And please share the details when you know why that "bullet proof" O-360 quit.)

I agree. Sounds like it's worth every bit of $70k. My E has a few goodies his doesn't but vice versa as well. Note to the size matters crowd... his SkyOx system is 4 place. Wonder why the luggage, that the back seat is only good for, needs O2?

Yeah, N31911, a T tail Lance that I flew over 200 hours in after I sold my 1st Mooney, crashed on an instrument approach a few years after my friend sold it. Pilot and a passenger were killed. http://aviation-safety.net/wikibase/wiki.php?id=44040

When I first did mt panel upgrade, 3+ years ago, I was able to insure a '66E for $100,000. I've since reduced that to $80,000. But I paid for the plane, the panel, and the other extras out of my heirs inheritance so I did not find out if a lender would be tougher than an insurer.

I have considerable engine sag with 2 year old Lord Mounts. I wonder if re-tightening bolts is ever the answer. I'm speculating that due to mount compression that the torque value of the nuts might be lower than when installed.

I added my IR back in the '70s but I recall taking a CFII on real business trips in IMC a couple of times. I started in a C172 but bought a Mooney shortly after starting training and finished in it. I had logged 30 hrs hood time and 5 hour actual when I took the check ride. It was 6 months from start to finish. That IR permitted me to fly the Mooney about 250 hours per year for 11 years.

I've had H&H Prop @ KBUY dynamically balance props several times. It is done on their ramp at cruise RPM, takes less than 1 hour. If the machine indicates that the prop needs no adjustment H&H charged $125, about half their price for balancing. My last viisit was with a brand new Scimitar Top Prop which needed no adjustment. FWIW, PowerFlow Exhaust thinks balancing is helpful to their fancy pipes and extends their warranty if prop gets dynamically balanced. But I'll be interested in Cody's input!

I'm trying to figure out what/how he hit. Please expand on your analysis. Doesn't a stall usually result in a nose first dive?

MEK Methyl Ethyl Ketone is a pretty effective solvent and can be used safely. Methylene Chloride is a stronger paint stripper but is more harmful to breathe.

I think a lighter colored background is the flavor of this century.