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I just bought a used gear set in excellent condition for $140.00. It is the 20:1. My M20F has 5000 hours and the gear is still in great shape, so with the spare I think it will last longer than me. The key is to lube them with the proper grease frequently.

Top and bottom panels installed without using dome nuts. That’s a challenge. How did they put that together? Anyone? Can you access through the fuel sender hole in the cabin? It’s not very big, but I think less challenging than the filler neck on top of the wing. In the end, you may end up with the suggestion by @Aerodon and cut access holes in the panels. I’m thinking the panels would have been made on a fixture so the hole pattern ‘should’ match.

Ah yeah I remember now. It had the highly detailed engine compartment. I always wondered how that all worked out.

I guess that would mean the VNE, true airspeed wise for an acclaim should be around 300 KTAS and a 252 should be around 310 KTAS at 25000ft and 28000ft.

I think Eric’s point is that on a DC motor, there is no “positive” or “negative” wire. If you connect one wire to the positive terminal of a battery and the other to the negative terminal, the motor rotates in one direction. If you reverse the connections, it rotates in the other direction. If you just want to test the motor, try it and see for yourself.

That seems to be a positive development. I hope it winds up being broadly applicable.

Many civil forfeiture cases were seizing cash merely because somebody possessed it. The assumption seemed to be nobody would carry more than $10k in cash unless it a criminal activity. My understanding is that in this case there were multiple cases of beer but the pilot said he was only aware of the six pack. There's still a lot of momentum from those old "zero tolerance" policies.

Because one of the concerns with Vne is flutter, and the onset of flutter is a function of both indicated and true airspeed, not just indicated. A decent article is available at https://www.kitplanes.com/wind-tunnel-36/

Ya, gonna be great seeing that the gear was over a grand in 2008. Right there with the no back spring would be my guess. Great thread about coughing up that money for an SB that may or may not be a problem. Likely 1.5 years to get and bend over. Ya, definitely gonna be great.

Wow. It is YOU that is not listening. I don' give a flying $uck which way it turns. I simply asked for the color that is positive and the color that is negative. Too tough to give a straight frigging answer. Scott, Negative wire is blank color. Positive can be either blank or blank. I am just seeing if it friggin works. Lost on you both apparently. Have fun believing I am dim though. Right back at you?

I could see if it was bud light…..

We are not but he was la gang member... Also this is the plane that you helped me identify

https://www.aopa.org/news-and-media/all-news/2025/september/04/swift-earns-astm-approval-of-100-octane-unleaded

I've never seen something impounded over a misdemeanor. Most forfeitures I've seen in Florida have been for drug trafficking or RICO.

This is *very* confusing, why Vne would be given in TAS. Perhaps someone with serious aeronautical knowledge can explain? I thought the amount of lift (for example) on the wings would be the same at the same IAS, not same TAS. Wouldn’t then stress on the airframe also be a function of IAS?

It’s like getting a parking ticket, and they confiscate your car because you used it to commit the crime.

I would buy a used electrical component only as a last resort - who knows how much life is left in it? The Safran catalog still lists the 6041H53 (p 26). I might contact them. I replaced my 28v 6041H220 relays with Safran parts. SE&P_Relay_Catalog.pdf

at some point just destroy the removable panel for access and replace with a new one?

+1 for Peerco 321. It was a little slow acting but did not eat or damage any paint and mostly smelled like oranges and I felt no need for a respirator or filtering mask.

lol I don’t think he’s listening. Maybe if you say it a third time.

The hardware is the same in both wings, top and bottom. The last tank re-seal in the logbook was the left wing in 1989. Nothing noted for the right tank. The biggest problem we're having is just getting access. You can't pull the panel if the hardware just spins. That's our main issue. Other than that, I agree with your assessment.

Food for thought, I had an intermittent issue with gear going UP. I tapped on the contactors and voila! It went up! I replaced both for good measure. And then, it still didn’t work right. Long story short, the light tap of a hammer in the general area created enough vibration to break loose the real problem, that turned out to be a limit switch actuator. YRMV.

But a $95,000 forfeiture on a $6 purchase??? Seems a little whacked to me.

My TAS is usually in the mid-140s, and I plan my descent at 500 fpm; coming down from 9000 msl to pattern at 1200, I may start down ~50 nm out, depending on my groundspeed. So 7800' would be 15 minutes, plus 2-3 minutes to level off and slow down; at 145 knots, 18 minutes is 43.5 nm, so winds aloft will make a difference.

Seems consistent with typical civil forfeiture over the last forty years or so. i.e., bad.