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Seriously, I can tell by his posts and the help that he's offered, Jim is a genuinely nice guy. Also, Hank is an Auburn graduate and isn't illiterate. That's 2 stereotypes busted right there.

Looks like a good excuse to come to California. 1.5 hours from vegas.

some might say he was the source for the knowledge to make those 2 ibuprofen work in the first place...

I don't think all this taking place in one day is going to happen. Him fly the plane 300 miles to you. Open the plane up and perform the detailed inspection Close everything back up Agree on what need fixing Complete the transaction Fly him 300 miles back home. You fly the plane 300 miles back home. Your looking a a few to several days not one.

Just think about a coupled approach. The autopilot stays on glideslope with pitch adjustments and the pilot controls airspeed with throttle. It's the same when you hand fly an approach.

Why not NOT enter a box canyon?

Weber installed new lords mounts. Sag is fixed. There's about 1/4 in diameter difference around the entire spinner to cowl.

So many fish in the sea... If you knew the particular fish already and wanted to put up with the extra hassle it would be worth it. If you don't know this fish or its owner... Consider it the one that got away. Especially if you haven't seen it with your own eyes yet. (That would be step one) As for cutting losses, you don't have any real ones yet... The next real step is paying for the PPI. And then contention begins... You don't like what you find out and you no-longer want the plane... Then the question comes up when do you cut your losses! Buying a plane 300 miles away is a challenge. There are at least three trips involved. (1) to see it. (2) to close the deal, trade papers, or whatever you call it. (3) the delivery or shipping the owner back. It is unlikely to do it in less trips... It's not your first rodeo, buying 50 year old cars or houses 300 miles away isn't much different in terms of time and work or preparation and expense... If it was easy, everyone would do it. Best regards, -a-

I've asked that question to several controllers I know and the answer is always the same... FILE IF YOU CAN. I file EVERY flight where I'm going someplace that is 50 mi or more. First it is good practice and second I'm getting better and better at understanding their fast talk. On nice days I've even been put to work "training" new controllers.. Did a PAR once into Florence SC. The rookie did quite well. The seasoned controller asked me if I would mind doing a training approach with a new controller.. I said "Bring it on!". . Was a good experience for me as I'd never get a PAR again I'm sure... (FYI PAR = PRECISION APPROACH RADAR, you basically do whatever the controller asks). Bill

To the original question, seems to me the buyer is proud of his plane, regrets selling it and is in his comfort zone with legal issues that will allow him to waffle a bit. If you think it is a good plane, get it done. 99% of plane purchases are for shit planes. If you are certain it is a great bird....see it through.

Great idea! I hate to think of you keeping your Mooney out of the hangar, though....

It's because we lawyers keep you on the straight and narrow!

John's response above is better than mine... Take his ideas and share them with your mechanic.... My thoughts, -a-

The door is held on bay a piano hinge. It sounds like one side of the hinge is cracked. Pull the wire (pin) from the hinge, separate the 2 halves of the piano hinge. Then, buy a replacement similar hinge (they are mostly standard). Remove rivets to take off the broken side and install a new 1/2 hinge to replace the broken side. Be sure to align the hinge so it fits into the other half when the door is closed. Not too difficult a project. John Breda

JPI 830 is a great piece of equipment. I love mine. This is a good deal for someone looking to upgrade or install and engine monitor. -Seth

It is actually Meyers. My name is spelled the same way, and I say that he stole my name, even though hes a few years older than me. He and my sister are actually friends on facebook (she's an actress in CA). He's got my younger brother's birthday (though a good decade older), went to college with my older brother, and has my name. I do own voteseth.com, so if I ever decide to run for office, I'll see about getting Seth Meyers to endorse Seth Meyers - Vote Seth, "The Name You Know!" Anyone remember what movie that's from? Seriously - it was a great time seeing everyone - I try to post some pictures later. Alan - your Bonanza's new paint looks great. -Seth

The regressives are at it again. http://www.huffingtonpost.com/2015/01/13/regulation-stealth-attack_n_6465900.html Please jump in if you believe I am wrong in any of these assumptions, but lets say for argument sake that for the past 40 years we always had a GOP president, House and Senate, would any of the following regulations have been passed? CAFE standards for automobile mileage Acid rain Waterway pollution Unleaded gasoline Food labelling ADA

First, salt waters conducts electricity, that's why the strange behavior when under water. Second, corrosion isn't instantaneous process, a better test would be to some cheap metal parts and leave it exposed to the air. My understanding is ACF is waxy like, so it will probably stand up to direct exposure to rain, of course interior parts are not directly exposed, Corrosion X is supposed to seep into the crevices where corrosion would be hidden, so is more liquid like. In the real world I think C-X is the best choice for joint protection, ACF probably better to protect the inside sheet metal...JMHO

As for the chicken or the egg question, which came first: Y that can't come without X, or X that can't come without Y?

Be sure he is using the newer install manual for the 830 when comparing part numbers. They changed some of their pn's a couple of years ago.

I've replaced or repaired more field wires than voltage regulators or alternators on customers' airplanes. They live a pretty hard life with heat, vibration, flexing, etc.

I remember something like this when I first got my M20E. I was fiddling with the flaps on the ground, I think extending them and then going out to look at it all. I extended four pumps and then came up against the maximum extension limit. I had used a little more force force than maybe I ought to have and anyway it was reluctant to retract when I returned the little valve switch to the "flaps up" position. After waiting a bit and worrying that I was already going to need a mechanic so soon after buying my "new" plane it finally was able to retract again. I learned that, at least with my E, its a bad idea to extend the flaps all the way and if you should feel it reaching the "stop" for god's sake don't try to push any further. Putting extra pressure into that hydraulic system seems to make something stick. I don't know if its a quirk of my plane or if they're all like that. It would make me cautious about letting someone else fly it, especially if they'd never flown older aircraft. Some people expect everything to be foolproof.

The black goes to the airframe. With the red lead prob each side of the switch, breaker ect to make sure you have voltage coming to it and and leaving.

I have personally met a few of the lawyers we have on here including Jim. There were all upstanding people who I would trust with a handshake and their word. Its the 4 different firms that have at least 20 commercials during the 30 minute local morning news who give others a bad name. All their themes seems to center around " No matter how little you MAY think you are hurt, just say no to the insurance company and give us a call". We can get you more! They then proceed with having their former clients telling how much money they got for them and how easy it was.

Measuring current is always difficult, but measuring voltage should be sufficient. You can get to the master switch by crawling under the panel. If you remove the screws, I think you can loosen the whole circuit breaker panel and move it out enough to probe the individual breakers, if not, then remove the panel nut from the breaker and try to push the one breaker back so you can access it. You can also loosen the tach and the manifold pressure gauges and push therm back to get at the breakers. The cannon plugs can be probed with your meter probe (ok here we go) if your probe is too big to go into the female then use an unbent paper clip to probe the female.

1) I did the yoke upgrade and really like the new style yokes. It eliminates the AD and like you pointed out, allows the hardware to be attached. 2) As for the ADS-B stuff, I'm in a holding pattern on it. If the box players don't figure out how to work together, I'll probably through in a mode S and be done with it. There will be more stuff coming out in the next year. 3) I bought an AoA last year. It'll will help you fly slower with confidence.

I started the process of upgrading my panel three years ago. I first installed an Aspen, then I went for a GTN 750, with integrated transponder and audiopanel. i added later a new AP STEC 55x and now I finalized the process with a Flightstream 210 and a GDL 88. Costs, I don't know... and I better don't know... but I should be now ok to fly until my sons get the plane in about 10 years.

The broker is the guy that is getting paid to make the deal happen... Get the logs scanned and emailed out. Take tons of photos and email them too. Organize moving people and planes as required... The owner is usually the final say on price and acceptable terms... Going direct to the seller can cause both parties to wonder what the broker actually brings to the table... Keep in mind, my experience comes from buying and selling process machines. Similar, just not that many planes in my experience log. Best regards, -a-

Are you telling us Peter Garmin has not convinced you of your evil ways and converted you to Garmin Pilot? Shame on him!

Bravoman, your the man for Thunder669! Your the guy that think buying a new car is sport:) and your a Lawyer. Go grind the seller down.

Good answer, Robert! Our flight path is determined by AoA. What factory instrument provides AoA reading to the pilot? "Nuttin, honey." Airspeed is an approximation, and your load can throw it completely off. Off one way, you land fast and long, hopefully without PIO or prop strike. Off the other way, stall / spin and die.

I have the GTN 750-, the GTN 650, and an AERA 796. All Gamin, and with a very similar touch screen interface. I tried the angle AirGizmo mount, but it hid the right side instruments. I have no problem reaching over to use the 796 (which I use with WX). The GDL 88 provides traffic and weather, but I really prefer XM, and moreover, I don't want to clutter the GTN 750 any more than I have to, The 796 is wired to the GTN 750 via the AirGizmo mount, and flight plans, etc transfer between the two. Photos: First photo: 696, Second photo: 796 replacing the prior 696 These two photos show the 430 W as the second nav-com. This was replaced by a GTN 650 as shown in the third photo.

Me too, Scott, me too. Nakoula got arrested not for free speech, but for violating the terms of his probation. Here is his original crime: In 2010, Nakoula pleaded no contest to federal charges of bank fraud in California. Nakoula had opened bank accounts using fake names and stolen Social Security numbers, including one belonging to a 6-year-old child,[3] and deposited checks from those accounts to withdraw at ATMs.[26] The prosecutor described the scheme as check kiting: "You try to get the money out of the bank before the bank realizes they are drawn from a fraudulent account. There basically is no money."[7] Nakoula’s June 2010 sentencing transcript shows that after being arrested, he testified against an alleged ring leader of the fraud scheme, in exchange for a lighter sentence.[27][28][29] He was sentenced to 21 months in federal prison, followed by five years probation (supervised release), and ordered to pay $794,701 in restitution.[7][30] He was sent to prison, then to a halfway house,[31] and was released from custody in June 2011. So now you're championing felons? I was under the impression he would fall under the category of a thug not a right wing hero? But then one never knows with you guys. Look at Gordon and Scooter. Once again, it pays to do a bit of research as opposed to blindly repeating that you see on The Blaze. We call that due diligence.

Good Bumb. An update on the RR500 project would be very neat. If they built a new small aircraft out of composite with the Mooney mentality, why not build a composite structure around the RR500? Adapting to the M20 may make sense, but a hybrid design may work better - A pressurized composite fuselage and the M20 wings. Thoughts? Use the branding and seating structre/design work from the M10 as part of the M30. -Seth

"You're buying the seller as much as the airplane" is an expression I learned many years ago. Sounds like this is one I wouldn't want to deal with... You're far enough along in the process to give an ultimatum to the seller to get the deal done. Something along the lines of have the plane relocated to XXX Shop before Jan XX 2015 or the deal is off. It is a buyer's market, and you shouldn't have to bend over backwards to buy a good plane. Hopefully the seller knows it too, but I I suspect not, and he is too smart (in his own mind) to learn from those that know more than him regarding the aircraft market.

Owning a GTN and having flown with those who have a GNS, I think the user interface on the GTN is a bit more user friendly. The big advantages, if you want to call them that, are the victor airway capability, touchscreen, foreseeable support life and some advantages of what the GTN will do over the GNS series. Take a look at the compatible devices page on the Garmin site for the GDL-88 and you will see some enhanced display capabilities that the GTN has over the 430/530 series.

Honestly, my only concern is that the OP stated that he's concerned about the cost of the extra hassle. I hope he understands that the price of the airplane is really just the first check of many, many, many to be written in his ownership experience. Someone once told me that to prepare for airplane ownership you should start by standing over the toilet and dropping dollar bills down until it stops hurting. As a masochist, I own a couple of airplanes. To be truthful, if I needed loan to buy one I'd probably not buy. Just my opinion on that. I just had an unexpected cost for my Mooney that totaled around $40K. You have to be ready to write that check at any point. -Robert

Planes only been flying 20 or so hours per year recently (major engine red flag), and had the tanks done last year (by whom???). Do you really think the PPI will go smoothly, and do you really want to fight with the butt---- lawyer, face to face????? Why do you think that from the paperwork you reviewed, this is a 'good plane'.????? RUN......

I had my first Mooneyspace blind date with StinkBug last Friday. We went up for a little flight in my plane since his plane is not out from Texas yet. He is a cool guy and it inspired me to meet more Mooney Flyers out there. I will be there and be going on the early side and check out the Muesem before lunch. Hopefully I will get to meet a few more of you Mooney pilots.

As my girlfriend Sarah says, "Mooney is just Money with an extra zero!"

Ya, right.......... based on everything you have shared, how do you think that is going to work out? My bet is he welshes on the repairs and tells you he is not going to pay for anything. Remember, the plane is only worth what you (the buyer) is willing to pay. If you really want it, stick it out but it is going to cost you more.

I was just trying to keep it simple. Most light aircraft pilots don't understand AoA and have never flown with one. That's why I referenced the Instrument Flying Handbook - The most precise method of controlling flightpath is to use pitch control while simultaneously using power (thrust) to control airspeed.

I would upgrade to a 6 seater to carry the family saratoga or Bo, but I would also add one of these for local area. http://www.aeromobil.com/ wouldn't need a courtesy car any longer

The autopilots in our planes use pitch to stay on glide-slope, because they do not have access to power. When hand-flying an approach use power to control rate of decent and trim for desired airspeed adding small pitch adjustments as needed and your workload becomes much easier.

For me it is this: To control airspeed I use pitch To control altitude (during an approach) I use throttle Actually the opposite of you Bob! Yves

The POH says "If you have extension lasting more than four hours, see your mechanic."

Yeap, used french rockets are now available in almost that price range. When I was looking for a TBM, a few A models sold in the $800K price range still with about 1000 hours left to go on the PT6. There is at least one available for $1 million with zero since overhaul. Yeah, these prices are nuts for what essentially is a single person airplane. And I assure you, a 20 year old French Rocket is still a lot more reliable than a brand spanking new Acclaim.

OK, after nearly 5000 hours flying Mooneys, I've had my share of interesting situations. I find that when I'm flying with other people in the plane, especially just out joy riding, I'm probably the most dangerous. In my daily commute or business flying I do things very routinly even down to how many steps I use to open the hanger door. When out joy riding in the mountains, I'm doing things that are outside of my routine, which is a nice break from the day to day boring flying. That being said, one day about 15 years ago I was taking some friends sightseeing around the lakes east of phoenix which have canyons. I've done this many times and I'm very familiar with the area. Doing steep turns so they could see the boats and dams and scenery. Not super low, but not to high either. Next thing I look about a mile or so ahead and notice that the next ridge looks kind of high, so I go to full power and Vx. As I get closer I realize that I might not make it, I have no extra energy and no place to turn. All the maneuvers you are talking about would not work. I was trying to out climb rising terrain, any maneuver would have caused a stall with no room to recover. About all you can do at that point is re-discover religion. Well I cleared the ridge by about 100 feet. My passengers thought it was kind of cool. I didn't tell them how close they came to a very hard landing on top of a mountain. I don't know of any training that would have changed this situation. People know it is dangerous to drink and drive yet they still do it. People know the speed limit yet they still exceed it. I have flown around those canyons so many times I didn't think there was anything out there that could hurt me. Just be careful out there....

Why not just jump off a building and save the airplane.....Box Canyon =Death.......Try planning the flight in advance....

Is it possible that a 50 year old speedster is not the appropriate machine to use to explore uncharted canyons? Maybe a Cirrus would be better for Rocky. Fly till you see no further, then pray some as you pull the big red handle. This makes no sense, or is it just me? Doctor, lawyer, lowest cost Mooney, aerobatics, uncharted canyons in Mexico... All things that I have not seen together in one place or one time... Conversations like this end up with flying IFR in icing conditions, or discussing how close to the thunderstorm can I fly.....??? Best regards and sorry for taking the punch bowl away, -a-