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Showing content with the highest reputation on 12/20/2017 in all areas

  1. 8 points
    UPDATE 12/19/2017: At last, I Closed on the airplane today. Sent all the "goodies" to the FAA office for filing. Time to get greasy and tear into this thing tomorrow first thing. Goal is to have it at Sun N Fun 2018 all done up.
  2. 6 points
    The best headset is the one you can afford and can wear for 5+ hours a day without noticing its there. That's different for everyone. For me its the A20, I have logged close to 10hrs in a single day as PIC with it on and you actually forget you are wearing it. I think the Halos are awesome but I don't like the idea of something being stuck in my ear for long periods of time.
  3. 5 points
    When I was headed to Florida last year in the Rocket up at FL230, I was going through Chicago Center airspace over the lower east end of Lake Michigan around 7 on a Saturday morning. I had been with the same controller for about 25 minutes but could hear him very clearly has he was working a string of airliners into the ORD transition. He comes on and asks "N1017L, are you still with me?" I immediately called back that I was and heard him loud and clear. No response from him. I'm thinking, OK....this isn't good and call back that I hear him loud and clear. He replies "stand by, I'm looking to see what frequency I need to send you to." He gives me my new frequency and I report up to the next controller (I think it was Indy now). The controller says" yes, we've been waiting to hear from you". I replied back I was never turned over until just now. A few minutes later the new controller comes on with the good old "N1017L, I need you to take this number down and call when you land, concerning a possible pilot deviation." I took it down, didn't say any more....now that god and everyone now thinks this GA Mooney pilot screwed up. My only statement was for him to advise the supervisor I would be in the air at least another 2 hours before I landed in Tennessee. Now I had 2 hours of gut boil....did I miss a hand-off? Man, I know my N number like my name, having this plane for over 17 years. My wife says "I didn't hear a hand-off and I was listening the whole time too". When I landed in TN, I called the number even before fueling. A guy named Tom answers (my name as well, so easy to remember) on the first ring. I identify myself as the Mooney he was expecting a call from and, with some thought, mention it "appears we had some kind of radio snafu". He doesn't really say anything, leaving me to feel like I have to explain. I said I was in radio contact with the controller the whole time, never sensing there was an issue. He still doesn't say anything. I further mention I fly a lot of night time medical missions, and didn't find it unusual to be with one controller for a while at that time of the morning as I know they combine sectors when the traffic is lower. With still no response I finally add, my wife was listening and I've had this plane for 17 years and don't believe I missed a hand-off. I think you should check the tapes. He finally comes back with "yes, we checked the tapes and you WERE NOT handed off as you should have been." He further explains the exact scenario I described, the combined sectors at night, were being re-distributed to more controllers as the traffic was coming up and somehow my plane got missed as they were moving planes out of the one controllers responsibility. He took my name, address and phone number, but assured me it was for their end, not an issue with me. EVER SINCE.... I now keep a log on my knee board of every hand-off; the controlling agency, the new frequency, the time, and a check mark when the new controller has been contacted AND acknowledged me on the new freq. If there's been some time since the last frequency change, I call and query if I'm still supposed to still be with that controller. Also...at the recommendation of peevee , I keep my standby radio on the emergency frequency, as this is the first place they will query for you if lost in the system. Tom
  4. 5 points
  5. 4 points
  6. 4 points
    Great advice I know how you feel I have a J with sooooo many improvements that I will never get back. I never really think about it though. My J is every bit of like a cirrus and I have 1/4 of the cost of a new plane. Buying an airplane as an investment never was in the cards for me.
  7. 4 points
  8. 3 points
    Well, it seems it is not a question of if, but a question of when... Today I was flying back from KESN to KGAi. I was at 6000 feet and hear that ATC is telling an airplane to descend to 4000 feet. Because its call sign was very similar to mine, I thought they were talking to me. Now, my call sign finishes in 41V the other one in GV. I asked for confirmation and was told that GV should descend, I repeated my call sign and confirmed that I was descending. I went down to 4000. After a while ATC calls me and starts deviating me around... obviously I thought I was too slow, or did not descend fast enough... But, no! He gets back to me telling me about a possible pilot deviation, gives me a phone number... I landed (not my best landing...), and called, after conferring with AOPA what to do (do you subscribe to their legal service? I did not until today). ATC tells me very politely the supervisor would be listening to the tape and get back to me if there was an action to be taken. After about 20 min (time I used to fill out a NASA form, but is it too late?) I get a phone call from a number I did not know... I was so nervous that I did not answer and it went to voice mail. So I called back right away... I imagined black helicopters, police cruisers coming to the airport to pick me up... I was transferred to the supervisor, a nice lady told me that she did not call me, but the quality assurance team had called me to let me know that they had listened to the tape and that it had not been my mistake, that I had inquired if the instruction had been for me and then I had confirmed that I was descending... and that ATC did not catch it. She apologized for the inconvenience and I started to breath again. So not all ATC stories are horror stories, on the contrary. After the fact and listening to my own tape (did you ever listen to your own transmission? I wonder how can they understand me?), I learned that I should be clearer and speak slower. I also thought that it was very nice for them to call back to let me know that everything was OK. So that is the story.
  9. 3 points
    I’m thinking this would be the definition of minor mod. Same thing as wiring your stratus or GDL-39 to ship power.
  10. 3 points
    UPDATE: A very thorough firewall forward inspection by the folks at Tennessee Aircraft Services at KMKL identified a loose v- band clamp (not the AD clamps, the smaller one forward of the turbo) as the only place that could be leaking exhaust. It’s fixed, but the weather today was 400 overcast, not good enough for a functional check flight. So I rode home in a Caravan and will return to do the FCF and subsequent flight home when the weather improves. More to follow. Cheers, Rick
  11. 2 points
    I just tested a new sender in the shop. 0 ohms at empty and 31.5 ohms at full. Clarence
  12. 2 points
    So close to being done. Most everything going back on to stay. Almost twins in the hangar!
  13. 2 points
    I've had getting one of these on my list and just haven't gotten to it. The coupon code still works - saw this thread and ordered one yesterday.
  14. 2 points
    Even living here on the East Coast, once you get used to turbo capability it is hard going back!
  15. 2 points
    Just a nosy question. Have you eliminated the M20M Bravo? Many of the Bravo owners on MS refer to them as their "private airliner", and I would think you could find a plane in your price range with the equipment you say you would like.
  16. 2 points
    It’s like flight bags, you need to find one that works for you. Like almost everyone else, I started with Clark passives, then bought the original Clark ANRs, only to find my noggin was being squashed like an overripe melon. I moved to the original Telex ANR and wore them until they broke and couldn’t/wouldn’t be fixed by Telex. I took them up on their $300 towards a new pair of ANRs only to find a hated the fit. I then bought a pair of Lightspeed first generation Zulus, then a pair of Halos, then Clarity Alofts, only to find myself back to the Zulus unless it is really hot out. Do you think this discussion is in the same category as women and their shoes? Sure feels the same. Sent from my iPhone using Tapatalk Pro
  17. 2 points
    The only real answer to the question.
  18. 2 points
    I'm ambi-uptus (new word alert). I learned to turn my paper sectionals track up as a student pilot for the reason you mention, but went north up on IFR enroute charts to make them easier to read. I can't even imagine trying to read an approach plate track up. Moving into the GPS world, I prefer track up. On my tablet apps, it's north up, consistent with my IFR chart practice. So, I'm basically track up in the certified box and north up on the tablet. Strangely enough, I have a lousy sense of direction but the system has actually helped.
  19. 2 points
    Thanks Mike. It is nice to see such positive things coming from my crash. Not only CO awareness but my personal relationships as well. I have always been grateful for my friends and family, but now it’s 10 fold. Life is good. cheers, Dan
  20. 2 points
    When I fly with O2 or even just on long trips, I take the Halo frame off my head and let it sit around my neck. The tubes are long enough to still allow the ear buds to stay in the ears. This allows me to easily use a mask when I'm up high in the flight levels, and even easy with the cannula down lower. It's like not wearing a headset at all. And on the rare occasions that ATC has something to say to me, I just pick up the mic and speak into it.
  21. 2 points
    I took my full size mountain bike to BurningMan with me. I took off the front wheel, seat, and peddles. It all went fine through the door into my 252 with the back seats removed.
  22. 2 points
    I've never had any issues with my fake mustache....and I can still wear glasses and a hat comfortably... As I mentioned in my post above, totally get the fact that some folks just don't like having things in their ears. As for Bob's comment, all the cool kids are wearing the Halo's now... Brian
  23. 2 points
    Halo's hands down for comfort, clarity, weight, etc, etc. did I mention comfort? Only downside is they sell out quickly when he has them in stock (as late as last Thursday for the last batch). I use the black foam tips and they are super comfortable and the reduction in noise is as good as any expensive ANR headset out there. Add in the fact that I've never gotten a headache after wearing them for more than an hour like I did with my old DC's and the pair of Bose I wore in a friends Cirrus. However, do you like sticking things in your ears is the big question. If you can wear ear buds, the Halo's shouldn't be a problem. Some folks just aren't comfortable with the inserts over long periods of time and I totally get that. You can buy 2.25 Halo's ($389) for the price of the Bose and Zulu's, so there's that to consider. Buy them to try out and if you don't like them, they sell quickly when advertised here or on any other forum - even at full MSRP to get your money back Cheers, Brian
  24. 2 points
    It’s raining 337’s here today! I received Matt’s and Marauders 337’s today. The FAA actually beat me to getting the paperwork done before the job. Time to get Matt’s flying for data reports! David
  25. 1 point
    When I was flying down to the Summit I was monitoring 121.5 and Potomac approach called me on guard. Gave me a new frequency for the next sector. I know that I didn't hear a handoff. My only problem with monitoring guard are the idiots that "joke" on the frequency... when it becomes too much I have to turn it off for a hundred miles or so.
  26. 1 point
    While my bird is still down for annual, I went in to get some video of the gear swing and to practice the manual gear extension. I don't practice it in the air but I try to do one every year while it is up on jacks. Here's a video with the whole process and detailed shots of electric and manual extension from different angles at the end. I did screw something up some things and learned some. A more minor one was letting go of the gear override button before the gear was fully retracted. So I realized it's a "hold" button and not a "push" button. I think I knew this already but I wasn't sure so there was a moment I let it go and the gear stopped retracting and that confirmed to me that I'm not holding it for no reason the whole time. Ran into a few issues during the manual gear extension. Certainly I followed the checklist and all but there was something the checklist would not help with. First one was just yanking the cord too hard. I remember from last time that it takes a bit of effort but my mechanic made a memorable comment to me, "you're not trying to start a lawn mower!" The bigger issue was how I did not go far enough to lock the gear down on the first try. I was staring at the mechanical indicator and kept going until the green lines lined up. I was using the indicator for cues for how much more to go but I also ignored the annunciator panel figuring one of the reasons for a manual gear extension is an electrical failure so this is how I would be doing it. When I thought I was done, the mechanic pointed to the annuciator and said it's not locked yet! Sure enough, the "Gear Down" light was not yet lit. One more pull and it was. I learned a valuable lesson. Look for the light, feel for the click. Duh! I feel for the click every time I do a normal gear extension but for some reason I felt like manually moving it will be more subtle and smooth. No, the click is still there at the end. So even if the light doesn't illuminate and the indicator tells you you're down, feel for the click before assuming it's down and locked.
  27. 1 point
    But that won't stop clamp-pressure headaches after 2-3 hours in the air. BTDT, took the Excedrin. Not a problem with my Halos, no pressure and no weight, glasses don't make them louder and they work with every hat I own.
  28. 1 point
    But that plastic mustache is more efficient, stores the O2 when exhaling.
  29. 1 point
    Scott is right, check your home units also. And don’t forget th have detectors on boats, campers, etc. It’s a very common problem. Scott, I don’t know if you remember but years back we met for breakfast at KLNR. I had the blue and white C. We will have to do that again soon. Cheers, Dan
  30. 1 point
    Mouse milk for the wastegates and all exhaust slip joints at every oil change. Exhaust system, induction system and upper deck leak check every 100 hours help keep engines happy. Clarence
  31. 1 point
    I like the Bose A20. I owned a clarity aloft for 2 years and it was ok, but I fell out of love with it and used it less and less and eventually sold it.
  32. 1 point
    banjo, who is that sitting beside you?
  33. 1 point
    Nice writing, PK! Other Paul (Rocket), Thanks for bringing PK's writing here. Best regards, -a-
  34. 1 point
    There is a huge advantage in earning your IR in your own plane... A CFII that wants you to train in a different plane sends up more than one red flag... Adjustments on approach are often small, timely, and really well known in advance... There is an equivalent debate like the ROP/LOP, but specific to the IR crowd... When following the ILS (or WAAS gps equivalent)... how to make fine adjustments/corrections in direction... they can be done in one or two different ways... Coordinated rudder/aileron rudder only There are advantages to both... take your pick. PP thoughts only, not a CFI .... Best regards, -a-
  35. 1 point
    Definitely send the mag to one of the specialists for an inspection. I use Select Aircraft in Lancaster, TX. He's got the experience and the parts. It is a good mag and engine, just adhere to the inspection intervals and make sure it has the newer mounting clamps and new lock washers when you re-install it. Sent from my LG-US996 using Tapatalk
  36. 1 point
    What a great success story! Great response. So glad that the unit alarmed and you responded well. We just replaced our in home unit. Don’t forget those to everybody. Cheap protection. Looking forward to hearing what “culprit” was in the high levels of CO.
  37. 1 point
    I have the(an) RC Mooney. She's a big one. 80"+ wingspan. Bought her second hand from an older guy who wasn't/couldn't fly RC anymore. Got it all fixed up and then I never flew it either. It's a shame. She is a beautiful plane, but I started focusing on full scale and haven't flown any of my RC stuff in a pretty long while. I guess it was foreshadowing that one day I would be a Mooney driver.
  38. 1 point
    Dan you have to feel good that your horrible experience may have saved Rick. Rick was the first to become a 2018 Mooney Summit Presidents club member, and we will buy you both (and everyone else at the Mooney Summit VI) a round. Rick, great job! Glennie has her man still and we dont have to speculate here on what happened.
  39. 1 point
    Great catch and good execution- did you open up all the vents after it alarmed? I get 0-3 in cruise (same as in my car). Interesting enough my wife is someone who like the heat on High all the time. So it’s cooking in the cockpit (still 0-1 ppm) with the heat full on. We land and I open up my little pilot side window and the co alarm buzzes at 60 ppm. I close the window l and it goes back to normal. This was after landing in a right crosswind Similar thing happened after cracking the door - CO levels shot up. I think we’re pulling a slight vaccum and entraining exhaust gas when we think we’re getting fresh air sometimes.
  40. 1 point
    The mechanism is clever. It has two stable states, open and closed. Either the cable or the rods going to the flaps is adjusted too tight so the mechanism can't go to the closed state. You can test them on the ground by pulling them open. You shouldn't be able to.
  41. 1 point
    did... Did you read the story?
  42. 1 point
    I swapped out my 430 for the 440. When handflying a published hold after the MAP, I was used to getting course guidance to to holding point, entry recommendations, and times or distance outbound and inbound in the hold in the crawl line of the Map. Where can I find that in the Avidyne? The AP with the Aspen (GPSS) flys it fine.
  43. 1 point
    "Clock Spring" They can be tricky to re-wind, too much tension and the bind up and break too loose and they won't retract. I've done hundreds of them on pull starters mainly
  44. 1 point
    You are kidding. My 430 AW is connected via GPSS to my autopilot. It can fly me from Minneapolis to Denver, and then couple to an ILS or LPV at Denver and fly the entire procedure down to the DA. On the RNAV/LPV it computes a glideslope, which is then communicated to the HSI and the AP, and flies right down the slope. All this requires me to manage the engine, gear, flaps, etc, but the 430 manages the course and course changes. Can your iPad do that? I also use it to display and compute a “required VSI” which changes on the fly during a descent, so I know how far out I have to start down. It can do this if, for example, ATC gives me instructions to be “at and maintain 5,000 feet,” “at or before 35 miles west of KFCM.”. I can also rapidly dial up a METAR or TAF because I have it connected to a GDL69. So if I am not receiving ATIS/ASOS/AWOS yet, I can just dial it up on the 430. You can do pretty much the same with an iPad now, provided you are ADSB out equipped, but if you fly cross countries that are several hundred miles, as I do, you still can’t look ahead and get that information when you are more than a hundred miles from your destination, because of the ADSB “puck.” I have done that, on long trips, and sped up or slowed down to avoid encroaching weather at the destination airport. During an approach or departure, I can rapidly switch to a different leg of the approach and fly that, using the DIRECT DIRECT feature, and I mean have the 430 fly it because all I have to do is input the DIRECT DIRECT instruction, it does all the course management. Oh, and I can actually use the 430 to legally fly an approach, any approach, including automatically flying the procedure turns and holds, and any course changes in the procedure. I will grant that you could illegally use the iPad for almost the same functions by following a course line, but not safely. Don’t get me wrong, I love Foreflight on my iPad. I had to do an emergency landing in the dark coming out of IMC in Canada at a completely unfamiliar airport, back in the paper chart days. I had the charts and plates, but in the back seat, in the dark, with me trying to keep the engine alive, they were not much help. The iPad is a lifesaver. But the 430 is the most robust and versatile navigation system I have in the aircraft. And unlike the iPad, it is legal for approaches.
  45. 1 point
    If you had on of those "fancy engine monitors" you'd have solved the issue by now. I don't understand people who think "fancy engine monitors" are a extravagance. I had an issue today with my 252. My EDM900 diagnosed the issue immediately and accurately. I'll write it up and post pictures tomorrow.
  46. 1 point
  47. 1 point
    His personal Turbo 310 has engines that have almost 4000 hours and they soldier on, an occasional cylinder due to exhaust valve guide wear and burned valves, which is common. I am not a huge proponent of leaning to CHT. You can lean some engines right into the middle of the red box in winter and they wont show above 360 CHT. My buddy's 260HP Bonanza with the Liquidair baffles wont go above 290 CHT regardless, unless its right when pistons start getting holes in them. Its airplane specific. Better, set the mixture to 15 LOP, and if CHT creeps above your threshold, lean a little more. EGT primary..... CHT, secondary.
  48. 1 point
    If you fly that injected Lycoming in such a way that you are accessing the entire spectrum of usable mixture settings, you will at some point come to the conclusion that air is free (and it's about the only thing that is in aviation) and that closing the throttle to run ROP is an exercise in deliberate inefficiency. If you had left the throttle wide open at 4500 and leaned to the same speed (whatever IAS 22" and 50 ROP yielded), you'd have been burning less fuel with cooler EGTs. Almost every injected Lycoming that I've flown is smooth enough that it can be flown from take off to the descent using only the mixture for power adjustments. The only time the throttle comes off the stop is when it's time to slow to gear speed.
  49. 1 point
    Sorry for the wordcount, but I felt this info may help when considering paint processes. We use Eldorado PR5044 paint stripper as specified by PPG Aerospace. Eldorado PR-5044 is the newest generation, nondrying, peroxide-activated paint and primer remover for removal of polyurethane and epoxy paint systems. PR-5044 is environmentally compliant, contains no chlorinated solvents and is the only peroxide stripper approved by Boeing. It is approved by or conforms to: BAC 5725, DPM 5549, Boeing D6-17487, Douglas CSD #1, Embraer, WR-ALC Purchase Description, ATR. A single application of the PR5044 stripper will strip two coats of paint with an additional application possibly necessary to fully strip the airframe if the plane has had previous paint jobs done without stripping to bare metal. There is no abrasive agitation needed for this stripper, it is non-corrosive, and is washed off with fresh water and an alkaline soap to neutralize any remaining active peroxide residue . The airframe is unmasked and rewashed, with close attention paid to seams and other areas where residual stripper residue may linger to ensure there is no chance of contamination of the new coatings. 1. After allowing the airframe to fully dry we remove all access panels begin removing the remaining paint from masked areas. Again, this is where we like to point out where the proper process diverges from the norm because of diligence in ensuring the least destructive methods possible when preparing your airframe. We remove the remaining paint from the aircraft skin using 3M Scotchbrite products ONLY. No conventional sandpaper is used for paint removal from aircraft skin after stripping so there is no chance of inadvertently reducing the thickness of structural components such as rivet heads, window openings, etc. or altering the profile of the existing aircraft skin which reduces the aesthetics in addition to reducing the service life of the skin and making it susceptible to corrosion because of Alclad abrasion. I am currently painting a Conquest that was damaged by another "paint shop" to the tune of $275,000.00. Our structural repair department had to re-skin a considerable portion of this airframe. 2. The next step of the process is another area where many shops using "old methods" botch the aircraft preservation portion of the painting process. As specified by PPG Aerospace and in accordance with current Boeing practices, we use a conversion process in preparation for primer that does not use acid etching or an alodine oxidizing agent. The old method of preparing and converting aircraft aluminum and magnesium for priming consisted of treating the aircraft skin with acid to remove contamination and then treating with Alodine. The problem with the acid process is somewhat self explanatory because you cannot absolutely ensure complete neutralization of the acid that may have crept into the seams and airframe interior cavities, thus leaving a corrosive to sit in the lap seams and every other orifice where it will react, especially when exposed to moisture from rain or even just high humidity. This exposes the airframe to numerous opportunities for future corrosion issues. And, aside from the fact that Alodine is a Hexavalent Chromium wich is a known carcinogen, it is an oxidizer. What many do not realize about Alodine is that the application of it is to start a controlled oxidation (surface corrosion) and then stop this process by sealing it with primer. The oxidation of the aircraft skin is to provide a surface condition the primer can adhere to by creating a thin layer of oxidized aluminum. The same is true of the process for magnesium. After application of the oxidizer, you have 48 hours to seal it off with primer or the oxidation process will progress too far, resulting in adhesion failure of the primer due to exfoliation of the oxidation layer, or worse, the development of corrosion under paint. This often happens when an aircraft is acid etched and alodined and then allowed to set too long, awaiting primer, because of improper management of the paint shop work schedule. This is often evident when "bubbled" looking paint is seen with corrosion underneath and no damage to the paint that would explain the development of the corrosion. Or, the aircraft skin had other contamination from traditional corrosion inhibitors due to improper surface preparation. We use the PreKote system of airframe skin conversion. PreKote is non-toxic, biodegradable, and NON-CORROSIVE with a pH of 10-11.5. Chromated conversion coatings (such as alodine) are highly corrosive acids (pH of 1.3–3.0). PreKote also will not cause embrittlement or induce Cadmium leaching on Cadmium-plated metals and is approved on all composites and all metals, including magnesium and titanium. After passing numerous paint system specification tests by the US Air Force, Aerospace OEM's, and USAF flight-testing, the USAF specified PreKote as the only replacement for chromated conversion coatings in Tech Order 1-1-8, the umbrella Technical Order for aircraft painting. PreKote has been qualified and is being used on the fleets operated by Continental Airlines, Air Canada, Delta Airlines, Southwest Airlines, United Parcel Service (UPS), and American Eagle among others. In addition, OEM's including Dassault Aviation and Mooney Airplane Company have approved and implemented PreKote for production aircraft. 3. After the conversion coating, the aircraft is masked and primed using the PPG Aerospace primer appropriate for your coatings system selection. Once again, this is another critical aspect of the aircraft painting process that is often mishandled by conventional paint shops, resulting in inferior coatings performance or outright failure of the paint system. All coatings have a period of chemical activity, meaning that even after drying to the touch the coating is "cooking" at the molecular level. Primer has a window of chemical activity, typically 72 hours for our product, in which the topcoat must be applied to achieve a chemical bonding between the two coatings. On numerous coatings systems this window may be considerably less. If the topcoat is not applied during this window, the primer must be mechanically abraded in order to get mechanical adhesion of the topcoat with the primer. This causes two major issues. First, the abrasion of the primer defeats what it's designed to do; protect the aircraft skin. All coating are designed to be applied at a minimum dry film thickness. This optimal thickness provides corrosion protection and flexibility. Without maintaining this minimum thickness, the primer can and will prematurely fail. Second, it is impossible to fully abrade every little bit of surface area like tight skin seams and around rivets. This causes weak bonding areas between the primer and topcoat which will lead to delamination between coatings. This additional abrasion process also allows the possibility of contaminating the primer with skin oils, air tool lubricants, etc. Hitting this window of molecular activity ensures that EVERYWHERE the paint flows and is in contact with the primer there is a chemical bonding of the coatings. In essence, the topcoat and primer become inseparable because they have become one coating at a molecular level. Hope this sheds some light on what you "should be getting in addition to a good "looking" paint job.
  50. 1 point
    I'm soured on work in Mena in general after my experiences there. I think there is an underlying cultural problem with that area about following directions, using maintenance manuals, etc. There is no reason to sand an entire airframe IMO! Especially with unskilled labor. Are you even sure the Mooney skins have a clad layer under the paint? Sheet aluminum can come in clad (both sides), clad (one side) or un-clad. It wouldn't surprise me if only the interior side were clad since the exterior is presumably protected by paint... if that is the case then sanding will be eating into the structural aluminum. If I were to do it over, I might consider your option of stripping and prepping myself/at home, and then delivering to a shop for the paint. You don't need a clean hangar to strip and alodine... just some anal retentive tenacity. I'm worried about my paint shop's lack of diligence and the durability of my paint. At the next annual after paint I found corrosion in my spinner bulkhead where they didn't get the stripper cleaned sufficiently. Hell, they should have removed the spinner prior to applying the stripper in the first place, especially since I gave them a freshly polished spinner to install! I wonder what else they didn't do properly...

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