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it'd do just fine, so fine in fact it'd be right back up in the air and flying immediately after the bounce.

Just buy a new plane with a nice interior :-)

The reason is simple... the $100 is a recognition that they screwed you already on the USA package and only want to screw you a little more...I paid $700 CDN for the year which is outrageous. Yves

Hi Mike, It looks like it was meant to be that it debuts at the Mooney Summitt and not Oshkosh after all. Looking forward to the trip and hoping no other issues jump up. Thanks, David

My understanding is that the locations are worked out during the test flights at the Factory and is used to balance the stall characteristics.

Can read what you wrote. Don't have my quadfocals on. Sent from my iPad using Tapatalk

It's good to hear you are a young man. Unlike a number of us who drew Sopwith Camels as our kiddie-art. [emoji83] Sent from my iPad using Tapatalk

Hi all For those of us who can't make it to Oshkosh this year, would the attendees be willing to report back on any worthwhile OSH sales, deals, or group buys that you can find in this tread? Really anything you think might be useful to the group and in support of the CB club members who are stuck at home/work. Thanks! Brad Sent from my iPhone using Tapatalk

Shame on all of you , Peter Garmin did a double blind study of corrosion X on his patients amalgum fillings , and guess what ...... They all went blind......I guess it works.... Back to the original post , Lancaster Aero is doing a treatment on one of my Beeches this week .... Lets see what they charge.....

That is the windlace. Aero Comfort in San Antonio sells leather replacement kits for both doors.

Come on guys, its all ball bearings these days, Now prepare that Fetzer with 3 in 1 oil and some gauze pads. And I'll need some anti-freeze - Prestone, no no, make that Quaker State.

Hi Mike, looking forward to the Summitt and meeting you. Thanks for all your generosity. Carusoam, I was really hoping to have some performance numbers by Osh to share with everyone who is interested, but delays in getting parts kept me from completing it. I'll show anyone who's interested in seeing the main parts what they look like and listen to any suggestions offered to improve my project. Thanks, David

4.5 hours after Abe stood the registration site up, we have 80 registered pilots of our 95 capacity.

Got it on my cell phone [droid], but it was all one the home page.

Hi Robert, I don't believe paypal takes anything from your donation amount, but if one would prefer, snail mail your donation to Mooney Summit, Inc, 1334 riverside dr. Tarpon Springs, Fl. 34689 Thanks again for you kindness this year as well as last year, Robert! Mike

I didn't make myself clear, Mike. I didn't know if the online donations went through a system like paypal that took a portion of the proceeds. I'm willing to mail a check if it means more money goes to the summitt.

It 532 am in austrialia, so I think Tommy went to bed, and we are beating a dead horse. We won't get any pictures till Im ready to go to bed.

Pics or the responses get funnier... Or search for 'interior panels' You may want to mention the budget... Best regards, -a-

Ross, Possible ideas for home grown test methodology... Typical polymer physical test... Tensile test. Make a sheet of the rubbery material. Cut it into a nice rectangular bar shape. 10" X 1/2" x 1/8” Hang it from a clip at one end. Use another clip to hang a weight. Measure the extension of the material compared to the weight. If the material doesn't stretch, add more weight until it starts to stretch (yield). The official test for this uses an ASTM standard and expensive machines...constant strain rate and constant stress. A really interesting test would include the adhesion strength between to pieces of aluminum... Using two pieces of aluminum glued together with an offset. Hang the assembly by one piece and attach the weight to the other piece. Add weight and temperature (and fuel?) until the sealant fails... X polymer guy, not much of a tech writer... Best regards, -a-

It looks like Body Filler. There was a mod shop several years ago that used it to smooth in around the front window.

$45K seems a bit high for a Warrior though not sure what you have for radios and what not, how are you getting that valuation? For $45K I would really look at C's which you are going to find much better candidates. By all means look at E/F's as well you could get lucky. I would retain the $15K for first year repairs, again can get lucky on that but usually first annual is addressing a lot of deferred items. Pretty much all single engine GA airplanes are easy enough to fly and a couple hours with somebody who knows the plane is all you really need to master it. Money's have their quirks but it certainly isn't rocket science to fly one.

To be fair to Cessna the old spring steel landing gear was famous for it's ruggedness. My dad (a bush pilot) told of seeing a 180 land so hard that the steps plowed little furrows in the grass strip and the gear came through OK. Nose wheels not so much and my dad's last rebuild project, an older 182,ended up wiping out nose gear on a gravel bar in Alaska. Tough and hard aren't the same thing and you need a little give to be tough and last through abuse. I do believe that sharp, sudden, flexing of the wing can loosen up sealant in our wet wings. The plane we used in our seaplane service eventually needed an airframe overhaul (you don't see that talked about anymore) and that included drilling out and replacing rivets that had worked loose. A seaplane has no shock absorbers per se and depends on the squishiness of the water which can get kind of hard at take-off speed. A little dark ring, showing up through the paint around a rivet, is a tell tale for this. I looked for that when I was shopping for my M20E. It clearly had had an easier life than the old seaplane.

One of the things the Mooney isn't famous for is rugged landing gear. Its relatively simple to maintain if you don't mind spending a grand for a bunch of hockey pucks but its very stiff. As a short field exercise I went into an airport in Maine (Twitchell's) that I knew well for almost my whole life. I had flown a 172 there a couple months previous working toward my biannual. When I touched down I started hearing (and feeling) a bang, bang, bang. Every seam in the runway which I had never particularly noticed before. Despite my desire to show off my "flying Porsche" I've never gone back there. At the smoother airports I've been flying into I've never noticed just how stiff the Mooney gear is. So I'm sure if you start dropping it hard on the mains it's not a good idea. Despite what some others have said it probably speeds up the formation of fuel leaks. Our tough wing structure can't be completely rigid; there has to be some flex. Drop it hard on the nose and get a prop strike; you gotta set down on the mains. It's one of the things those B-plane owners trumpet about as an advantage of their utility planes with rugged landing gear. I didn't get my Mooney to be a bush plane. I wouldn't be afraid of a grass strip but I'd be very picky about which one I went into. Mooneys are for pilots.

Stored outdoors for a decade. CorrosionX on every surface. It's power to penetrate is impressive. It can seep out of rivets in the top of the wing. It looks like smoking rivets after the X treatment for a while... Not considering using it as an oil additive, yet... Corrosion would pop up in places as the paint got weaker with time. The X won't help with that either... Worst corrosion found... Areas under the rug, in the back seat on and around an import structure. Expect 'cola damaged spar' to be the title of that thread. good reason to give up the soda habit after that... My C lived a hard life. The O, lives indoors. The kids don't drink or spill sodas anymore... Best regards, -a-

Old Coot.

S'OK Cyril. I think he was just messing with you, the way he messes with me.

A BIT messy !?*%& good grief.... When you had me use that stuff on my first annual, I was convinced that it was punishment for getting in the way during the owner assist. ☺

The F104 looks good too. When I was 5 and 6 years old - that was the pointy jet I would draw over and over in my kiddy-art. I didn't know its name yet, but it was unmistakably an F104. Well as unmistakable as a little kiddy can draw.

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.

You crack me up. Which way is the wind blowing today?

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 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 mentioned above the website FighterSweep as a place to go if you want a balanced opinion of the F35. Here is another entry from today that I would encourage everyone to read, no matter what your personal opinion. (Don't be mislead by the title in the URL.) http://fightersweep.com/2698/f-35-worst-fighter-ever/

Ribbed verses Studded........Hmmmmmm.....

Looks like a band-aide approach. Is it legal? What's the reason for your problem? I'm running stock injectors WOT with no issues. None. Gami spreads ~0-0.2 gph. Deep lop.

green = sarcasm. I was just quoting an esteemed member of this community who doesnt believe in "snake oil"

Everyone knows that Corrosion-X is a scam. Its snake oil. It doesnt work. Its only hyped and promoted by the people who sell it. Also, theres no conclusive proof that it works. I saw a plane just the other day, treated a few years ago with Corroson-X that had corrosion in the wheel well. Fly it often, I say. Nothing else you can do.

I agree that knowing your equipment makes things better overall... a better command of the machine, and better judgement in terms of go-no/go decision-making. Lets face it, the regs are black and white, but to depart or not is 50 shades of aviation gray. But I believe there are no absolutes in this area. It takes time, interest, and some degree of mechanical aptitude to be a hands-on owner and if someone is not, that's OK. I am glad to know my plane to the degree that I do after years of hands-on ownership. On the other hand I fly for a living now. Its simply not possible to be hands-on with an airliner. You can certainly glean and learn quite a bit from the line mechanics (at least those who want to talk to a pilot), and with maintenance control. Yet the 121 world operates with a high degree of safety, taking airframes to 40K+ flight hours, 60K+ cycles. Back to the OP's question "Why" does it cost so much: It just takes time. With the cost of living and doing business what it is in California, the sticker price should be no surprise. But again, many of those shop labor hours are spent on grunt work, not requiring any type-specific expertise.

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.

Thanks for saying, "Well done" but in fact it was done poorly because it should never have been done at all. One thing I did learn however, is that if you land with wheels up on grass the plane stops in a very short distance as the prop still turns and digs big divots along the skid. - I told my dentist that people talk to me like I'm some kind of hero while in fact I was just trying my best to save my own rear end. Then the dentist said, "Mark I belong to that country club and over there you are no hero."

Sure there is. It's called a PC12 ;-)