Bob_Belville

Hum, that advice sounds familiar... [emoji6] Sent from my iPad using Tapatalk

KMRN, municipally owned equally by 2 counties and their county seat cities. 5500' well maintained runway. I pay $250 for a substantial, nearly new, metal T Hanger, concrete, electric bi-fold door, lights and power including 230V for my compressor is included. There is also a "community" hangar, open on ramp side, which houses about 10 planes and an "corporate" hangar, two doors, insulated, that's somewhat larger. Both are cheaper than the private Ts.

I was charged for 36 hours for the installation of my EDM 930. It was part of a complete panel redo so the shop saved some time vs. a stand alone installation. As I recall their normal charge is 40 hours. You might call @AGL for a quote even if you’re not in the East. Sent from my iPad using Tapatalk

Kris, you're no doubt correct, I was going on my memory, not a very reliable resource.

FWIW, the O&N/Griggs bladder cells used in Mooneys are quite heavy rubber - heavier than other brands use I'm told. (The 64 gallon version in my E cost me ~35# useful load.) But I suppose there would be some advantage in a crash landing.

I wonder how the risk of a 10 minute ride in a WW2 bomber compares to the risk incurred putting your granddaughter on a typical carnival ferris wheel? I suppose that traveling shows are much more likely to have cobbled together machines, poorly trained operators who probably couldn't pass a drug test, sloppy inspections, missing safety guards, minimal customer briefing... Give me the 75 year old Flying Fortress pilot every time - he was younger, and no doubt fitter, than I am.

One datum point: I have had an Aspen for 7 years along with a "steam" altimeter which is now the backup. Both are checked at least every 2 years. Neither has changed - the Aspen matches my field elevation and the old altimeter reads about 20' low. That relationship seems to be consistent up through at least 12,000'.

Agree about tie down. Aside from the plane being exposed to the weather, where would keep tools, equipment, supplies,...?

Harley, have you confirmed what you've learned about hangars with @bradp? He's based at KILM. (I too have a very nice $250 hangar in NC... KMRN.)

Bill, you do no say whether you are instrument rated. If your Aspen is primary you are not legal to fly IFR with the deviation you have. You would not want to fly an approach to minimums with an altimeter "100-150'" wrong. And of course you are only able to check it on the ground using a reported barometric setting. The altimeter check is done across the range of altitudes from 0 to the maximum altitude the plane can be operated using calibrated test equipment. The altimeter must be accurate on a sliding scale that allows 20' deviation at sea level and 100' at 14,000'

I doubt that there's anything you can legally do. Altimeter and static systems have to be tested and certified by: § 91.411... (b) The tests required by paragraph (a) of this section must be conducted by - (1) The manufacturer of the airplane, or helicopter, on which the tests and inspections are to be performed; (2) A certificated repair station properly equipped to perform those functions and holding - (i) An instrument rating, Class I; (ii) A limited instrument rating appropriate to the make and model of appliance to be tested; (iii) A limited rating appropriate to the test to be performed; (iv) An airframe rating appropriate to the airplane, or helicopter, to be tested; or (3) A certificated mechanic with an airframe rating (static pressure system tests and inspections only).

I've been flying 50 years and seldom fly any plane except my own which I am constantly working on myself so I know it very intimately. But haste is a very bad habit. I go into flying mode on the way to the airport - I turn off the car radio and turn my mind to an exercise of "what am I forgetting". During the walk around nothing is partially done, if I open the baggage door to get the fuel sampler I close and latch the door even though I'll be opening it again. I never leave the baggage door closed and unlatched. Everything else is treated in a similar manner. I suspect most of us need to be protected from ourselves.

You might try reformatting the SD card and reloading all the data files. I’ve had to do this a couple of times including recently with my FS 510. Can’t harm anything. Sent from my iPad using Tapatalk

KP, I think. (It went for more than one of the annuals...)

Next thing you know folks will trying to consign our vintage Mooneys to some dusty museum... and their old pilots with them, I guess. (My grandson was thrilled to fly on the Ford Tri-Motor at KOSH. I could not get him interested in a tour of the war bird area.)

American Airlines had a lounge in their First Class cabin... I think it was in their Lockheed Electras that I was on regularly between BNA and New York and Chicago. I don't recall if there were seat belts on the couches. (When I was flying frequently in the late '60s First Class was a pretty nominal up charge and business travelers flew first class.)

+1 for the Junkins! Thanks guys...

Happier times, John Payne is a long time neighbor and friend. He took some wonderful pictures of the B17 when she visited HKY a few years ago.

Connies were still in regular service with TWA, PanAm, and Eastern when I started traveling. Great plane. The last time I was on one was a rickety one pulled out as a second section for the Eastern Shuttle DCA-LGA.

For me the key has been minimizing carbs and salt. I took off 35#, enough to offset a good part of the extended fuel bladders.

I don't recognize the old goat in those pics... here's a better shot of Nancy and me (with Nancy's brother, George). In front of our first '66E, N9249M.

I am afraid that in my old age I am not very impressed that the engineering department has as much pull as the marketing department in businesses like oil companies. In this case I am not at all assured that Phillips, Exxon, or Shell use the best ingredients in their oils that contain additives. They have price points to hit and costs to control. (As I recall Ed Kollin left an oil company because he was hampered by cost constrains in the development of additives.) I can not back up my cynicism.

I use CamGuard (with AS W100). I've been at several seminars where Ed Kollin presented his work. I find it creditable. But most importantly, despite being retired, my plane sometimes goes several weeks between flights. Hopefully this is where CG helps prevent corrosion. SFSG.

Hank, do you have FF? Can you use flow to get close to an acceptable mixture? And I would suppose that even if the gami spread for the O360 is too great to run LOP it still would be useful to do a ROP lean find and know how far ROP you're running on the leanest cyl. My experience with carburetor'd engines is limited. I know I ran out of gas early in my flying career in a rented G. At least the way I ran it, the G used a lot more fuel that the E I had flown.