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Automotive and industrial hydraulic hoses use the 45 degree SAE fittings. Aircraft use the 37 degree AN fittings. They may bolt up, but they are not interchangeable. Another thing to consider is this, if ANY of those hose ends come loose in flight, best case you have a forced landing, and worst case, you are dead. There are fourteen hose ends on an M20J engine hose set. I've seen some terrible advice about using non-firesleeve hoses in the fire zone, reusing hose ends and doing it yourself, and having an automotive shop crimp your hoses. Its 800$ for the best hoses you can buy. Its half that for a homegrown solution with no data tag. With people routinely dropping 20-30 grand on the fanciest new panel mount gadgets, paint, and interior, it is amazing someone is willing to compromise safety to save 400$. Because thats what it is, less for less, but it can kill you faster than that dual magneto. The other thread about engine failures reminds me of some of the causes of engine failures. most were caused by faulty accessories, systems, or maintenance. I can understand why. Further, consider this. Those hoses fall under TSO C75, C53 and C42, which are heat and fire ratings, and have a pressure test to twice working pressure ( 3,000 PSI) done on them before they are tagged and shipped. Now, is a NAPA hose shop, an A&P, or an owner capable of certifying they conform to the TSO and pressure test?

Where are you from , I have a 2004 Cadillac Deville 52K miles I would trade for it...

Mike -Years back when I based at Caldwell and Lincoln Park NJ we would get 2' snowfalls from time to time. The Mooney never tipped since there was always more snow on the wings than on the tail. I'd just go brush it off after it stopped. So don't be to concerned but do get it off when you can..

There is snow and then there is snow. It would be a function of the water content of the snow. The better question would be how much weight would it take to drop the tail. You can figure that out by hooking a baggage scale to the tie-down.

Let us know..........

After 35 years the repair has probably had all the kinks worked out. Are you coming to Sebring tomorrow, Nick, and please consider telling us about both the plane you're considering and yourself.

Yeah, I think we're going to have to experiment with this Benadryl you speak of.

Tie breakers. Vacuum, dual electric AHRS with separate backup power supplies. If I don't get it right in the clouds, Darwin was correct about me...

What I have set up now is not necessarily my final setup. I am just using my old iphone 4 and a bad elf. No iLevil. I might get an iLevil. I am not sure. I would most definitely get an iLevil if I was planning to use this thing as a backup attitude indicator. I have currently a vacuum gyro with a backup electric vacuum pump, and a second attitude gyro which is electric, and i have a rocket which in my opinion has a better setup than a dual alternator system in that it has two 35amp batteries which can run the electrics for quite a while. Plus I still have my turn coordinator. So I feel I have enough "keep my wings level" instrumentation with redundancy. So why get Xavion for me. 2 reasons. -secondary reason I admit is for situational awareness. It is nice to look at a displace in imc and see that the terrain is far away - even though the same information is in all my other instruments, gps, gps with terrain, and so forth, it is one more bit of easy to understand situational awareness. Okay ...this one is the excuse. -primary reason. It is very nifty gee whiz. I always found the notion of svt to be cool, and this is bar far the best most beautiful I have seen. But there is more - this guy built a really super data-assimulation computational engine into his software running behind the scenes. You know how garmin 396/496 has its patented inferred attitude indications from the gps ground tracking? I always figured that someone could make a higher quality version with even a low quality accelerometer. See data assimulation is one of my areas as I am a mathematician in that line of business. Well, this guy did it and did it beautifully. Using the iphones built in accelerometers, it is assimulating two different kinds of data streams (gps ground track and also the low-quality built in iphone 3 axis accelerometry) to filter a rather higher quality model of attitude despite low quality instruments. The result is impressive. So see it floats my boat to see a beautiful implementation of this concept. When taxiing on the ground, the indication of attitude is incorrect, but in flight, I have never seen anything but attitudes that are anything but perfect as compared to my two certified instruments and also me view out the window. Very impressive. If it were not showing good indications I would either try to disable the attitude indications or buy a iLevil since while I am only wanting it for situational awareness I figure it could be confusing to see an incorrect indication rather than no attitude indication. Still I may eventually get an iLevil, though I can say I don't like the idea of too many things plugged into my lighter. Maybe the solar version of the iLevil. Anyway, I am convinced this thing could do the job of keeping yoru wings level in a pinch just as I have it now. Can't wait to show you guys the cool way I mounted my iPhone. It is so simple and so convenient. Its a surprise. Its a blizzard today so I won't drive the 1 mi to the airport but maybe tomorrow. I just hope it isn't so much snow that the snow berms become to high for me to taxi to the runways! That has happened before.

Had 2 engine failures. First in Skyhawk XP with fresh engine overhaul, had to shoot ILS to 0/0 in Charlottesville, VA. Second was loss of left engine on a Seneca 1 with 6 people on hot day. Came around pattern and landed without problem.

What are you looking to trade into......What do you need , Thanks Alan...

The guy was in trouble and too embarrased to admit it, just plain stupid....how do you prevent that? Keeping one's cool under pressure is a critical survival tool, both in flying and in life. Instead of the doom and gloom, how about this survival story. There are many like it that aren't caught on video, in the media, or written about. http://www.latimes.com/news/nation/nationnow/la-na-nn-911-tapes-hudson-plane-crash-20130129,0,6963754.story

Place a call to Gerry at Brittain and describe what you need. They are always helpful. (918) 836-7701

I did this [bolded above] in my Mooney. Rolled over 100 hours total enroute to a MAPA PPP, after transition training, complex endorsement, insurance dual and a couple of 300-nm XC trips. What matters is not that I was doing that in a Mooney, a Cirrus or a Skyhawk; I see no benefit to "flying local in a Skyhawk" vs. flying XC in my Mooney. It's all about the individual, his own competency and attention to detail. Some people have gone straight into Turbo Mooneys at the same level that I bought my C; some folks are over their heads in a 152. Legislating "rules" based on the lowest common denominator does not promote safety. Requiring everyone to get "a few hundred hours flying local in a Skyhawk" will not make safer XC pilots flying complex, HP aircraft. It will, however, reduce the pilot population significantly. It would definitely have run me off as soon as I found out about it. Some people obey rules; some people make a habit of disobeying rules; some people want to do things their own way. All of us make mistakes sometimes. It becomes an issue when personal decisions to flaunt the rules, whether VFR into IMC, IFR into icing, or driving too fast on the highway, causes problems/loss for other people. Fly VFR into IMC if you want to, and if your estate can handle the loss of the aircraft, but don't do it with passengers and don't damage anything on the ground. Too many knee-jerk liberals want to prevent anyone from doing the same, making it more difficult for me to make legal IFR flights or purchase insurance for my aircraft. Some of it comes down to flight instructors not embedding respect for the rules into students; some is the fault of the FAA for promulgating too many rules that cannot be enforced, causing disrespect for all of them; part of it is squarely on the person who decides that a particular rule or group of rules can be ignored, and that cannot be legislated away. Since I graduated from college in the mid-80's, it seems that personal responsibility has disappeared on the part of people doing things, and accidents have disappeared on the part of people to whom things happen. Sure, it's a conflict, but I didn't set out to kill us both, it just happened because the airplane crashed not because I flew when I shouldn't have. The engine quit in the clouds because the air intake iced over, not because I shouldn't have been there, but due to such a poor design on the part of the aircraft manufacturer, the engine manufacturer, the propellor that spun the icy air into the intake, ATC who didn't vector me away, and the FAA who certified such poor designs.

How could any rule or law have stopped him? 91.155, 91.13, and 91.129, were already broken during the flight to name a few. Most of the videos/discussions start with the pilot being over the airport in the clouds. But if we rewind back a little, there was a point at which he made the conscious choice to enter them and continue flying in them. He was very very far behind the airplane (and quite likely wasn't even adequately familiar with available systems). If he waited a few hundred more hours and built experience flying local in a skyhawk and continuing his education, he would have at least known how to talk to the tower, seek help, and been less distracted with the mechanics of flying and been able to dedicate more attention to the EMERGENCY and treated it as one rather than brushing it off as "not wanting to get stuck."

As Forrest's mama said, and as the title of this thread suggests, "Stupid is as stupid does."