tlandrum

I didn't think anyone liked the flap bar on the cherokee!!! I love the hydraulic flaps on my 67 F, much better than any electric I have ever used! They are so easy to do with out ever looking at them, just grab and pump! The Johnson Bar for the gear is fine, electric there would be nice, but at least the bar you don't have to unbuckle you shoulder belt and reach down to you heals to pull it up to you like in the cherokee!

Where is this fuel "ring" or "drain", and where does the fuel come out? Also do other flyers of m20F's have the same problem of not being able to monitor at all below 1/3 of a tank?

I have now been flying my 67' m20F for a few months now... love her. The fuel measurements are quite different than in m20C I had a few years ago, most notably when it gets to the bottom of the fuel range. I think most of this group has found the same thing I have, but I want to make sure. When I have less than about 10 or 12 gallons of fuel in a tank I don't get any on my dipstick. So I am not able to accurately measure anytime I have less than 20 gallons?!?!!? I know this is true with any tank, but this sure seems to be a lot of variability where it counts the most. It is 1/3 of a tank! Any thoughts on this... or can everyone at least confirm that there is no fuel below the fuel cap when you are down to a third of a tank.

OK, so on the other side of that coin you have a plane which weighs X... for 40 years your have been flying it on the assumption that it weighs X, you often fly it at it's max gross.... so why do you now say that some scales are right and u need to take 3 hours of fuel out of your tanks now? 40 years of flying say one thing.... why are you going against 40 years of flying. Margin you say... well call your useful load 250 lb and now you have only an hours worth of gas to worry about when you crash. I'm not saying fly unsafe, and im not saying skirt the rules... they r there for your and all of our protection... but 40 years of sucess is hard to argue with. Should you take that into account next cross country... sure, along with the temperature, runway, clouds, pressure, TBO, due point, fuel burn.... but isnt that why we fly? Fly safe, it's good for us all.

Allsmiles...l was not referring to anything about you or anyone for that matter... That you was referencing you before and after you... Before and after it came to light that there was any question of what the weight was. No reference to anyone person. But I see how it could have come across as such. Also.... Why does the F get a 150 lb Higher gross??? Is that just margin from the E??? It's basically the same plane only 10 inches longer!?!?!

If my useful load all of a sudden was 800lb I sure would want to do something! I know plenty of people who will fly overweight (have not, would not), but if one peice of paper says I am within weight, and the other says I am not... well... I likely would use the one that says I am. Is that unsafe? I don't know, it isn't any more unsafe as the flying you were doing.

If my useful load all of a sudden was 800lb I sure would want to do something! I know plenty of people who will fly overweight (have not, would not), but if one peice of paper says I am within weight, and the other says I am not... well... I likely would use the one that says I am. Is that unsafe? I don't know, it isn't any more unsafe as the flying you were doing.

If my useful load all of a sudden was 800lb I sure would want to do something! I know plenty of people who will fly overweight (have not, would not), but if one peice of paper says I am within weight, and the other says I am not... well... I likely would use the one that says I am. Is that unsafe? I don't know, it isn't any more unsafe as the flying you were doing.

If my useful load all of a sudden was 800lb I sure would want to do something! I know plenty of people who will fly overweight (have not, would not), but if one peice of paper says I am within weight, and the other says I am not... well... I likely would use the one that says I am. Is that unsafe? I don't know, it isn't any more unsafe as the flying you were doing.

Quote: jetdriven Wheeling it on the scales for a cursory look might pay off, you dont have to log it unless it benefits you.

I figure there has got to be a lot of random wires back there after 40 years of life & swaping one thing or another. But, just to make sure I hear you right.... Gained 76, or gained 76 or useful load??? Because I have been told that planes do just gainweight over the years even without changing anything!

There are a couple I am looking at. One is about 900... I know the three blad prop on her is heavy. Another is about 930. I have said 950 was my floor, but trying to decide if 20 min of fuel is worth it... or if there is a really a chance to help her loose 30-40 then I will be very happy with it. But I don't know if this was just some guy talking, or if it is realistic.

Has anyone even tried to put their plane on a weight loss plan? I am looking to buy, and found one I really like, but she is a real fatty. I had a guy tell me they could likey find 30, 40, or even 50 lb of weight to loose. Any thoughts on doing something like this? Possiable? Outragiously expensive? I know the original weight was listed as well under 1600... but I sure haven't anything near that! Anyone got an real numbers on cost and weight reduction on this?

That looks just like the plane I want... and for the right price... but this forum certantly has made me think again about that!! Has anyone here actually bought a plane off Ebay? It looks like you bid and buy, not chance for an inspection... is that how it works, or do you get a chance to inspect a plane?