Yetti

I would think there is only one plug that goes through the firewall up high. Remove the Starboard radio access panel. I think the mag P Leads also are in that plug

I think to be UL rated, There would be another terminal block and no soldering and heat shrink. The wires are a bit small to be running a hair dryer/waffle maker type load.

It worked later in the day. I now have a registered Aircraft. It brings up all sorts of questions. Can I operate it in the 30 mile mode C veil without a Mode C transponder. Can I get class B clearance?

We have gone through that everyone has a different routine and that is what is good for you. My transition instructor flew F-18s so he probably is used to doing things quicker and tighter. What he showed me is 15" in the pattern. gear out on threshold. GUMPS Turn for final. Flaps if I am high or shorter runway. Check the gear about 4 times. Mooneys are pretty draggy with the gear out. Back to home with the lunch crowd arriving en mass. Say 10 planes arriving on an uncontrolled field with 2 departing Working it in with a couple of RVs hanging out on the runway after landing. Had to do another go around.

Landings. For the most part I have been doing power off 180s with no flaps. Gear down on threshold, it will land just before the 1000 foot marks. The home runway has a pretty good downhill slope. So at another towered field I got behind a 182 on a 2 mile final. I had a very hard time getting slowed down and just hanging out getting ready to land. Then the bouncing started. Then had to do a go around. Sad but it happens.

None of the equipment in play today has encryption capabilities. Sure you could scramble the ICAO code and just send the altitude, speed and direction part of the message, but that was not designed into the standard. Taking pictures of N number and the plane and starting a database would get around the supposed privacy.

Not possible. They could block the access to the FAA database of what plane goes to what ICAO code. but just like Flight Radar 24 and Flight aware have done to track the planes they could build their own database of planes to match to the ICAO code

In case they get 5 feet of water

Ya pics or it didn't happen

A couple things I have learned so far. IT would go faster if I had patterns, I have cut the old seat leather apart and used them for patterns. It is kind of fun to think of the people at the Mooney factory sewing the seats up. I have a bunch of rare earth magnets to use for holding patterns together to cut. Binder clips take the place of pinning material together to keep lines straight I may put another layer of padding in to take out some of the slack The little machine that could. Yes I built a stand to raise it up to save my back. When it gets thick the needle is not long enough to pick up the loop. So there is a little bit of hand sewing. I would never make it in Indonesia sewing shirts. Too slow. The rear bench seems to be the hardest part of all. And I blew the budget with the purchase of the Burgundy hide. Another $200.00

with the upgraded clamp then you just have to keep an old tire around to make new parts

Technically I think there is some fuel tank sealant rubbery material that can be used to seal firewalls. There is a bunch of it used on the firewall of a SR-22 http://solutions.3m.com/wps/portal/3M/en_US/Aerospace/Aircraft/Products/Product-Catalog/~?N=7577543+8691429&rt=r3 A stainless patch may be easier than figuring out what sealant product goes where. Seems like an upgrade to the new style clamp might be in order.

I vote. hours on Mags and or fuel servo and or timing

Doesn't the Lycoming engine have a breather tube?

Not alot to go on with one photo. What Clarence said. The white could be left over stripper too. Whatever it is it is eating away your alum skin and needs to be delt with quickly.

And the rear seat bottom is almost done. It is not 2 leather hides anymore. I had to get some Real Burgundy to spice things up a bit. And a yard of Marine Vinyl for the bottom....

Now you get one of my A&P stories. First solo cross country. Rental plane. It's a hot summer day. Comm 2 breaker pops. Reset, Nope. Wait awhile reset. Nope. GPS out, Com 2 out. Student pilot.... continue? Sure because I have a handheld GPS and portable Comm in the bag. And supposed to be able to do this via pilotage anyways. Land and sqwauk it. Get a call from the flight school asking about it the next day. The "fix" is to up the breaker from 15 amp to 20 amp (incorrect answer number 2). Back story is a GPS was added and apparently the A&P did not think it necessary to re-balance the circuit. I instituted a never take a plane fresh out of maintenance from that school. There are only 2 other people that I would allow to work on my bicycles. So far there are only 2 other people that I would allow to work on my plane. The question is how youngsters can get the experience to become qualified with other people's safety

Turn on the landing light without the engine running and you should see discharge. If it was not logged as being reversed, not sure you log un reversing it.... Still have not figured that one out. If you remove the wheel to replace the brake line... on the brake replacement is logged. Maybe I am confused.

I believe the FSDO has to sign off an Experimental to get the airworthyness certificate or at least that is one of the ways. I know that my friend had the FSDO look at his plane. I would think that is time to ask about an A&P based on workmanship https://www.faa.gov/aircraft/air_cert/airworthiness_certification/cond_safe_oper/ Along with some mentorship of an A&P. You are getting real close to my why don't we have apprenticeships in America soap box. I probably would have done better to not go to college and opened up a machine shop. I do not trust my welding to be structurally sound. I do trust my soldering and machine work.

Just to take the mystery out of an annual inspection, it is mostly just a really through pre-flight. There are some things that need covers removed but like checking for slop in the tail section or checking for slop in flight surfaces they should be done every pre-flight. Giving every thing a shot of lube, Lights work, manual gear extends, check the timing on the mags,oil change, compression check, could all be done by the owner. Get a signed off Inspection in your possession, then if you find unairworthyness on anything on the Annual Inspection sheet you have some basis. Airworthyness can be a little subjective.

For the price. Print out the mooney annual inspection. or ask for the one they should have filled out. Ask to meet with the I/A who signed off and both y'all go through the plane and have him explain to you each of the items on the inspection form and how they relate to your plane.

Someone had this thought. You could spend $35K going to A&P school to get a piece of paper. Or you could by a kit plane and assemble it for $35K and have the frame of an airplane and most likely get your A&P too.

The comment was "Hey wife lets buy the plane and we can take the christmas present to my aunt and uncle" Operation Santa Sleigh: 260 mile round trip to Rockport port today and we delivered last years and this years present. The only notes on the weather brief were "Outlook VFR" for most of Texas

I am still trying to figure out why 6 or 10 grand Annual from a MSC is worth it. The way I see the annual inspection list is a really through pre flight.