Leaderboard

Statistically speaking, we are ALL dead men. No one escapes alive. Looks like my time will be up this summer when I've flown out my allotted hours. Seriously, though, I've only been to one airport restaurant that will hold 75 people, the rest of them are much smaller. If GA is six times as dangerous as driving, then the next time you're somewhere with 450 people, at least one will die on the highway. Actually, more than that will die because we all seem to spend much more time in cars than in planes. So maybe the next time you meet 75 pilots in your restaurant, two or more of them are goners, one in an airplane and one or more in their cars. Not how I prefer to go through life, thinking things like this. In the US, it is illegal to fly VFR over "densely populated areas" at less than 1000' above the highest obstacle within 2000' of your flight path, regardless of how many engines your plane has. Except, of course, for taking off and landing. The definition of "densely populated" has been taken by the FAA to mean three persons in a 100-acre field . . . If memory serves, the plane in this thread was being vectored to an instrument approach, in the clouds, so the exception applies. He was also more than 1000' and I think more than 2000' above ground. Very few planes in the US fall out of the sky and hit buildings of any sort, thus the media attention in this case. Statistically speaking, about one plane a day has an accident; my memory says only one every few years hits anything besides dirt, fences, signs and trees, and few of those injure anyone on the ground.

Yup. I believe any type of component work requires a FAA CRS #. They are often limited in scope though. The guy that does my ECI is not an A&P/IA but owns a workstation with FAA CRS #. However the station is limited to non destructive testing.

A few years ago I installed a "Bitchin Betty" that is wired into the normal gear warning circuit. I consider it one of the best "bang for the buck" items I have purchased. One doesn't miss her repeated "check gear" warnings, nor confuse it with the stall warning horn. I think the only down-side is that I tend to rely on it more than I should. Last year, I had distractions coming in to land, and the gear warning throttle switch failed at the same time. I would have done a gear up had it not been for the tower telling me to immediately go around. I now work harder at double checking the floor gear down indicator.

Which shop is this? Did you ask them if they did such a good annual last year why the 5 grand extra in repairs this year?

They demonstrated this several times with Camguard, yet PTK insists its a scam, a marketing hype with no solid evidence it works. I say the same thing for Corrosion-X, no conclusive proof it works. No double-blind peer-reviewed studies and no ten year 200 airplane study. Yet somehow he endorses it, But I fail to see the difference between the two.

It might be the exact opposite. Based on his apparent rejection of the effect of distractions on human behavior, PTK might simply be convinced that he has insulated himself from such things and can't understand how others are affected. He is absolutely correct, though, when he says There is no excuse. There are reasons but there is no excuse. The proof is that it happens to some but not to many others in similar situations.

One of my high school cheerleaders drove a Volare wagon, purple-maroon with fake wood panels. But hey, it had the rear spoiler to keep the back window from getting too dirty . . . Those were the days, hot chicks and sh!tty rides . . .

Peter, I have seen you take this tack a number of times on this subject. You are begging for fate or God or whatever other forces are at play to show you just how it happens. I know of several smart folks (some even post here occasionally) that have managed to screw this particular pooch.

You're thinking of Fowler Flaps, which is a subset of Slotted Flaps. The displaced single hinge is typical of slotted flaps. Simple flaps would have a hinge within the airfoil section that simply droops the flap element, vs. rotating aft & down.

After meeting this group of misfits in Yuma I can second that. This group could make a smelly back alley into an entertaining place to spend an evening. Bummed I won't be joining you all this year.

I haven't checked today, I'll go out to the airport later and see if they are still down.

Maybe you could go half on fixed costs and pay a per hour wear and tear fee if you won't be flying much. kind of unorthodox but may be something to consider.

Another thing to consider in the debate of equity vs. non-equity or rental agreements is the value of a twin these days... I believe the prices are still dropping, so if you buy in today (at whatever percentage) you will likely face further declines. I like the idea of renting initially to see how schedules work, maintenance/upgrade philosophy, etc. if the owner is willing to do that. Just make sure you get named on the insurance.

Marauder, have you considered renting from him instead? I think this makes the most sense, given how little you'll be flying the plane. It's also a good way to "try before you buy" in case you decide to become partners later. I have a good friend with tons of M20K time who wants to fly my Acclaim. Neither of us was ready to jump into a partnership for various reasons so I'm renting it to him instead. It's working out well for both of us. One nice thing about the Baron is that it will better accommodate your girlfriends.

Very similar here. Gear down abeam the numbers (a little sooner if faster than 100kt). Gear down on a 3 mile final at pattern altitude. It takes 3 air miles to lose 1000'. Just the other day I landed for gas in Spartanburg, SC. I turned downwind about 2 miles from the airport on the upwind side. The trees seemed to be moving pretty quick and I looked at the GPS it showed a groundspeed of 196 knots. Holding it level for the 3 miles, with power set to 20", and then 17" it slowed to 100 knots by the time I was abeam the numbers for landing. You dont have to beat up on the airplane to get it to slow down. The level segment is the key.

I just got off the phone with them. My N# is N728CP. It's my experimental. It was a previous N# of a Gulfstream G3. Anyway the broker told me there's not to many CP's available. I told them 10K. I'll let you know if they accept.

Annual = paid for licence to hunt. Caveat Emptor!

IMO, he's just worried about having a gear up himself. He's not talking about 'other pilots.' Oh, and I know several smart, and good, pilots here who've screwed this particular pooch, and don't admit it...even here.

It looks like I've run out of time for my Mooney to make Oshkosh. Too much to finish and can not rush it. With that, I plan on bringing the major parts that will make up a kit and have them as well as pictures available at the Mooneyspace gathering Monday night. I'm also available during the week if anyone can't attend the gathering to go over the parts and pictures and can be reached on my cell. My cell and e-mail are available on my website gdsaero.com. Thank you, David

I'm flying into Appleton on Saturday and will be there all week. Plan on heading out on Saturday.

Chris I have had some clients with less than 50% ownership, like marriages most broke up one because the guy passed away, the most important thing is a strong contract, what happens when you want something done to the plane either a convience or necessity and he(they) sit on there wallet, this is the only reason I'm not in a partnership,they make total sense keeps the plane flying, fixed costs spread out etc etc, but....that's the big problem...but..I think I mentioned to you Saturday I turned down a partnership request in my plane..when we were talking to Larry, the decision was easy to turn down...now I'd actually love to be in a partnership in a Baron if all would work out fairly including the exit of the partnership...

Is it enforced? If so how? It reads like a reg that is most useful to solicitors and government agencies after there has been an accident. It would have done nothing in this situation as these poor folks were on an IFR approach receiving vectors from ATC. He was cleared to 3000 ft. Soon after arriving at that altitude things went pear shaped.

Everything is negotiable! I'd bargain for a full paint job at a minimum. Sent from my iPad using Tapatalk

who owns it

3 or more I told my wife if we are ever landing and she hasn't heard me check gear down she has my full permission to bitch like she has never bitched before

Look what they've done to my Car!

Normally you would wrap the wire through them several times then snap it shut. Put them as close to the Jpi box as possible.

Been there, done that. Did not realize what wind was doing until I dropped in for a big bounce. I added power and salvaged the landing, but it was U.G.L.Y... Scary. Did you get the stall horn? I did on short final and pitched down, but was like what the hell is happening here. I should have added power when I got the stall horn and gone around... A few minutes later wind was fine... Be careful everybody. Glad it worked out O.K. for you.

$50 avionics pin extractor or $.01 Bobbie pin. Plunder in the wife's cabinet, open it up 90 deg, remove the platic dot and Magic.

Whatever works for you, Marauder. I know one person who twice upgraded planes--bought the new one, reworked it to suit him, and flew both for a while before listing the old one. 182-->M20F-->F33A. Others own half of one plane. I know two guys who are partners in four planes with each other. Just be prepared to take all of your Mooney buddies to ride! Should be a good first year for learning how the Baron handles at a variety of weights and loads. Bring it South and I'll even go to ride with you, if your landing when you get here is decent.

You ain't lived unless you owned a Matador... My wife had one in college. Would you believe someone actually stole it? And yep, unfortunately they found it. Sent from my iPad using Tapatalk

I don't think my horn would go off at all with one of your passengers...

Airlines have very few, as in zero, gear ups. It is because the gear down, landing checklist is a flow backed up by a check list. In the 201 the check list is printed on the panel. So throw the gear, make sure it lights green, put down the flaps, adjust power, trim. But that is all flow, procedure, and technique. Mine is simple as well, gear down abeam the numbers, when the Aera alerts "five hundred" or turning final, verify the gear and flaps are down, and the mixture and prop are set for go-around. That is all. the 737 landing checklist is speed brake armed, gear down three green, and flaps __ so was the 747-400.

Stop it!! I've convinced myself my next plane will be a TN A-36 and you post this.

Aviation Consumer did a write-up back in 2012 and endorsed both CorrosionX and ACF-50 as effective for combatting corrosion. They didn't do any independent lab tests like they've done for CamGuard, but they provided testimonials from well-respected organization and shops about how it stops corrosion from occurring.

Once your down to the shorty 105, they are reclassified to spinners!

I'm going this year but I'm flying a seaplane in to the seaplane base for the first time. Trying something different.

I know how hard it is to keep my aluminum spinner shiny. I couldn't imagine doing a whole plane! Sent from my iPad using Tapatalk

I use the tie-down attachment thread. I had a special attatchment fitting made. One end fits the thread on the tie-down attachment on the wing and the other fits a gopro tripod mount attachment. Solid reliable attachment for the gopro (no sticky mounts, I'm too nervous to use them) and steady pictures too.

When is the last time a F16 has been shot down in a dogfight?

I looked into these once and thought I read that they reduce your stall speed but you also lose a little speed at the top end since it's just parasitic drag.

I would check for leaks in your vacuum system. You could have a chafed hose with a hole in it.

I understand. The thing is Don, you don't know what you don't know. Our aircraft log has been tattooed with several MSCs over the years. The most interesting thing I found when I started participating in my own MX was some of the half assed stuff that had been done before or stuff that should have been done that was not. Nothing immediately dangerous, but not what I'd expect from the "Pros". Lest anyone think I'm a cheapskate, I've had several annuals that ended with squawks that topped 5 figures. How does one know they are getting good airplane maintenance if they don't know anything about maintaining airplanes? The first time a participated in an annual was about 10 years ago. I crawled under the panel to replace vacuum filters. They ones I removed were from the 80s. The vacuum tubing was original. It was not leaking, but the outer layer was all dry rot...if you stretched it, the cracks would open up like Swiss cheese; only a small amount of the tubing thickness had any integrity. How do you think that made me feel about the previous year's inspection (insp + squawks = $7,700). There are real pros out there for sure, but even they have to fire lousy employees sometimes. When it's me and my IA doing the work, I know what's being done or not done. Both I and my mechanic have performed tasks that I didn't think we're as good as they could've been. The difference is that we redid them. Some guys would button it up and push it out the door before the boss could see it. It's not always about money, sometimes it's about knowing your equipment.

I just wish the year wouldn't pass so damn fast

I generally get favorable comments on my fairly recent vintage paint scheme.

First, pour yourself a tall stiff drink...

Unfortunately, NOTAMS for MSN have the south ramp and access from runways closed into August. Also, ground transportation from the FBO to the south hangar complex is challenging due to TSA access restrictions. So our advanced planning in Flight Ops determined that any consideration of south ramp/complex activities would not be advised, at least for this year. Would be great if you consider our Mooney Tribal gathering at Pedro's. Several on Mooneyspace are flying in the Mooney Mass Arrival and will be there. Come meet your Mooney brothern.

I would have to agree. We operate one and it's incredible. It's even capable of intercontinental travel. We recently flew ours from South Florida to Bremen, Germany. 2 stops. West Palm Beach, FL to Goose Bay, Labrador to Reykjavik, Iceland to Bremen, Germany.

My sons, 7 yrs/60# and 9 yrs/75#, are growing fast. My wife & I have discussed the idea of getting "something more comfortable." Having a nice J in the hangar that's paid for is hard to give up, especially when the new ride will gain nothing over my J except more payload...maybe. At nearly 1000# payload capable, the J is magic. It's exactly what my bride & I will want when we're empty-nesters. So, rather than find a temp fix band-aid along the lines of buying someone else's problems, we've decided to stay with what we know and love. We find the J very comfortable, capable and efficient...the true sweet spot of GA. It goes without saying that staying fit & trim (healthy), mods to increase payload, reduced fuel and fewer bags will be our reality for the next few years, but the boys will be grown and gone before we know it. There are alot of hidden costs associated with giving up one airplane for another and every airplane is a series of compromises. There is no one airplane that will fully meet any pilot's needs for his/hers lifetime. One fix is to buy a different airplane every few years (very costly IMHO) and I think many folks follow this path. Another possible plan is to buy an airplane that covers the bases best for you and your given mission...then stick with it and avoid the temptation to eyeball that "greener grass" across the fence. This is the plan we've chosen and we feel the J is the bird for us, although, in our case, an F or a J would work nicely for us.