Yetti

1) Cylinders have rust in barrells and need honed or replaced. $2000.00 each new Lycoming 2) Moisture found on fittings so suspect same inside crankcase 3)Weight and Balance missing in records 2700 gross ~1000 usable 4) Elt battery and type 5) Aircraft battery missing 6) Nose and main tires and tubes flat with some dry roting noted on mains - $300.00 7) Brake calipers show leakage ~ Orings 8) Engines hoses need replaced ~$ 1100.00 9) Prop due overhaul $3500.00 or $8000.00 10) Main and nose cushions need replaced ~$1100.00 11) Fuel leaks $100.00 in Sealant 12) Engine control cable, mixture cable and prop cable need replaced (Tried to lube but no success) 13) Flight controls noise heard in rear. suspect bird nest due to opening noted in hanger - Tubes make noise. There are springs back there too. Lube all the moving point and tubes $333.0 Fuel pump $400.00 for a Tail pipe $600.00 for new starter The old bendix king radios work really well. Just not fancy. YMMV Just a PP that has recently been through most of this with an F

I would guess it is how you define stable approach. In the c172 on a long straight approach my wife would get motion sickness. On the U turn and put it on the runway in the Mooney she does not. The U turn to land is very stable constant rate turn bleeding off airspeed as we go. If the engine quits I know I will make the runway. Everyone should do what they are comfortable with and works for them.

During transition training on take off all was good keeping center line, fuel pump off, flaps up, engine in green. The Instructor looks over at me and say "OK Cessna boy". I sheepishly reached for the gear switch to pull in the drag. It was fun to fly with him as he could just feel the plane {and then of course tell you what you were doing wrong) and I mean feel it. Just a smidgen of ball outside the lines and "bit more right pedal"

Mph or knots? I would probably get the does not play well with others in the pattern award. probably because during the week there is rarely people in the pattern. 120 mph at the threshold... If I am fast pitch up a bit to slow it down. Get the gear out. If you have not flown much past the threshold you can chop the throttle and do a u turn to glide it in. Usually I see 90 mph in the turn. I have a pretty good fear of getting too slow on the base and final turn to stall spin so that is why I like good airspeed. I rarely look at the speed after those two checks mostly do it by feel.

I too am low time. We got the plane running in June. Then with lots of travel for work and other things. This was fun to review. This was not a power off 180, just a sloppy pattern with a bit of adjustment at the end to get it on center line. There was a 90 degree cross wind from the left. https://youtu.be/1BCNh6rO2tE

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.