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  2. Confession

    Sure appreciate all the confessions in this thread, I've made similar errors. Worth remembering if you're ever on the verge of air rage about "that idiot who didn't even make position reports in the pattern!" Might be an honest mistake on their part, and might be you that has the frequency wrong or the audio panel mis-set or whatever.
  3. I would not put MMO in the fuel tanks, don’t know what effect it would have on the sealant.
  4. Stopped by the Mooney factory today.

    I'm pretty sure that one was at Clarkson, the other at SUNY. Farid died a few year ago, Sylvia is retired. I saw her last at our grandson's memorial service last Spring.
  5. @Shawn26 I own an 84J based out of San Diego and/or French Valley, CA. I'm currently at French Valley for the weekend, so if you want to come check mine out I can meet you at F70 around noon tomorrow. That's when I plan on flying back to San Diego. Otherwise we can meet up at Gillespie field (KSEE) in the future. I agree with all of the posts regarding the price of the J. I acquired mine for $82k. It had a new GTN-650, but everything else was stock and the engine was mid time. The selling point for me was the fact that it flew 384 hours the previous two years. Since I bought it, I had to replace the propeller when the hub started throwing grease, overhaul the governor and troubleshoot an intermittent autopilot problem. The prop was $7k, and the autopilot troubleshooting added up to $3.5k... My two annuals have run around $2k and I help out with panel and interior removal/replacement. I do my own oil changes and have replaced a tire and landing light. I've upgraded the transponder for ADS-B in the form of a GTX-345 and installed an FS-510 in the GTN-650. I also installed an EDM-900. The combined cost was around $11k installed. The EDM will hopefully tell me when it's time to overhaul the engine. At 1200 hrs, I've still got a long way to go before that happens. The EDM is telling me that my engine is healthy and I'll have that data when it comes time to sell. I know I'm going to get pennies on the dollar for the upgrades but I certainly wouldn't sell my J for under $90k today if I were even remotely interested in selling. Good luck in your search... The J is fantastic but I don't think you'd go wrong with a good E or F. Regards, Jon
  6. Looking for Narco MK-12D w/GS

    Ah I see. I’ve had good liuck PM-ing them for things like this.
  7. Newly Overhauled Engine, No Existing Logs?

    It depends on the writeup but if the IA said windshield to milky and hazy in the discrepancy list and you found an A&P who agrees with you that you think that it’s not, he could write inspected windscreen found OK for continued service and sign it off and then it’s done. Same with TBO engine, Inspected and found airworthy condition, OK for continued service. Sometimes there are cracks in. Non-critical areas such as ribs. And maybe the guy who did the annual wants to open a wing up and replace the rib. But you can stop drill the crack. Same thing.
  8. Newly Overhauled Engine, No Existing Logs?

    The only thing that makes it rare for an IO360 to make TBO is the cam and lifters. Aside from that they probably will run 4000 hours.
  9. Should I or Shouldn't I

    I did notice that plane and thought about getting additional information on it. For the difference in price, which is +$150,000 I could do "lots" of upgrades! Thanks for the suggestion.
  10. Newly Overhauled Engine, No Existing Logs?

    I apologize for starting a discussion that wound up mostly about TBOs. I intended that only as an example, because I couldn't think of a better one. My original thought was what if an IA believed a discrepancy existed, which most A&Ps would not consider a discrepancy. If the IA hands the owner a discrepancy list with only that item listed, and the owner takes the plane to an A&P to have that discrepancy resolved. If the A&P doesn't think there is a discrepancy at all; thus nothing to repair, what would he, or the owner do? Ignore the discrepancy list and fly on? Naturally the smart method would be to have the IA talk to the A&P, preferably before making the discrepancy list, and come to some resolution. Or is this too crazy a hypothetical to even be discussing.
  11. Today
  12. Should I or Shouldn't I

    If you're Mission is 1-1/2 hours each way, this airplane should fit the mission for a lot less money and will get you there at the exact same time: https://www.controller.com/listings/aircraft/for-sale/22934371/1997-mooney-m20r-ovation It has the 310hp STC. It has WAAS so it will do GPS approaches with vertical guidance It has SVT. It has Air Conditioning. For $100,000 or more less than the 2008 it will get you there just as fast and your avionics won't be tied to the Airplane's type certificate so down the road you can upgrade to the latest and greatest at that time.
  13. Confession

    Experience might not but a big dose of FLY MORE is never a bad thing. We get rusty when we don't fly often. So go more often. Fly. Fly some more. Go even when you don't have a reason to go. Fly, Fly, Fly
  14. Yesterday
  15. It used to be about $250 per year to access everything the CMI had, ATP charges more and its harder to access. Lycoming has gone the same way with ATP, they soon will be the only source for manuals. Clarence
  16. Confession

    I wish I could say that experience would cure this problem. It lessen the frequency of stupid pilot tricks. But never seems to compleatly eliminate it. Any pilot that tells you they are too good to do things like that is probably about to do it. We can only learn from our mistakes and try like hell to never do it again. If we were perfect we wouldn't need an airplane we could just fly like the angels.
  17. SB's and AD's

    There are cases where the AD say that you must comply with SB # such and such, then the manufacturer revises the SB. The AD is now having you comply with an obsolete SB Unless you had the presence to keep a copy of the original SB you may have some difficulty complying with the AD in the future. Clarence
  18. Mystery light in pilot footwell

    Yeah, those of us with later-model F's just have to Fumble around in the dark. [emoji848] Sent from my XT1585 using Tapatalk
  19. LED Landing Light - AeroLed Sunspot

    Hi everyone. I’m reviving an old thread with my recent experience with a switch from the Whalen Parmetheus to the AeroLEDS Sunspot LX Par 46. A couple years ago we got rider our GE incandescent landing lights on out helicopters, at my place of employment, and replaced them with Whalen Parmetheus Plus landing lights. I think everyone was a little disappointed with the brightness compared to the old incandescent lights. Last week we switched to the $650 dollar AeroLEDS Sunspot LX and wow! What a difference! The Sunspot provides much more light and on final more of the runway in illuminated while a focused beam still illuminates the center of the beam. All of the pilots are in agreement. I’m going to get one for my plane in the near future. I highly recommend the Sunspot.
  20. Does the Annual Inspection log entry include determined to be “Airworthy”. I’m curious because it’s not something we have to to attest to here. Normally an aiplane is determined to be “Airworthy”(meeting its type certificate and supplemental type certificate(s) when it’s C of A is being issued at manufacture or for us during import. Other than that we are stating the maintenance meets the applicable standards. We can release an airplane after completing the Annual Inspection, together with details of the work completed, and a list of outstanding deficiencies if there are any. This list goes in the journey log book so that any pilots may review the list and determine if the airplane is fit for flight. For example, one could say the position lights don’t work, fine for day VFR flight. Or the left wing spar is cracked at station123.5, the pilot then knows he can’t fly the airplane in that condition. Clarence
  21. My AP/IA recommended MMO for valve issues, and another AP that worked on my airplane indicated that putting it in the fuel rather than the oil was a bit better for valve problems. If you put it in the oil it definitely takes the carbon out of the internals, which can be good. As a practical treatment it seems to come recommended from a lot of pragmatic APs. I had some in for the last oil change and a LOT of black stuff came out. When I bought my airplane it was having a frequent problem fouling the bottom plug on the #2 cyl. I found it'd be fine checking it at the end of a flight, but then the run-up for the next flight would reveal the plug to be fouled. Don Maxwell told me to keep ground idle above 1000rpm, which I did, and which is also in the Lycoming Service Letter cited above. Putting the fine wire plugs in the bottom cured it, though.
  22. Confession

    So there are humans among us.... I have had had the audio panel set for manual and have it set to the wrong radio. Awesome after landing to have your CFI drill you on stupid.
  23. I like the image of your instructor calmly pointing IMC is MUCH different from working under the hood. On the one hand, when under the hood you still get subtle cues about your orientation--shadows moving, the horizon out of the corner of your eye, the motion of glare from the sun, etc. On the other hand, in IMC, you do get cues, but they are often misleading--false horizons, reflections from clouds, and having to move your eyes from inside to outside as you go in and out of VMC. I'm "lucky"--there's no shortage of actual IMC out here in the Northwest for much of the year, so I actually did most of my dual time in IMC. When I started doing hood time in VMC, it felt kind of like cheating. Realistically, of course, training in actual IMC is important because you have to get used to looking outside the window as part of your scan, which you don't have to under the hood. If IMC is forecast, try to collar your instructor any chance you get.
  24. Newly Overhauled Engine, No Existing Logs?

    Its a myth that a plane must be airworthy (real or in the IA’s head) to be signed off. Signing the annual just means you did it. If there are airworthiness issues those are listed as part of the annual sign off. Those discrepancies can then be cleared by someone else (not necessarily an IA). So refusing to sign that you did the inspection would be a very odd way of addressing a concern -Robert
  25. It’s suppose to prevent stuck valves. I use MMO before each oil change, Busch will tell you there is no evidence that works either. But he will tell you camguard works, because he use it in one of his engines...I would not call that evidence either. Actually there are YouTube videos where they use MMO and then compare before and after, it does clean the engine.
  26. Confession

    Going to FXE to get my tanks resealed, I was flying IFR in VMC but was too far away to hear ATIS, so I just turned down the volume on Com2. Vectored out over the Everglades, I started hearing "noises"! Unhappy pilot! Something made me check the radio after a couple of minutes, turned up the volume and found the source of the funny noises--ATIS was strong enough to break squelch. Living at an uncontrolled field, I sometimes either forget to hit the flip flop or miss it. It happens . . . .
  27. I am occasionally randomly screened for baggage, pat down and once heading for a cruise was wiped down for "explosive residue". Middle aged male Caucasian, frequent flyer, etc., too cheap to buy Pre-Check but get it sometimes anyway. At ATL, the regular line is sometimes faster than the Pre-Check line, just not on Monday mornings.
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