mooniac15u

He could probably see on his sectional that there is another airport 6nm away.

You can include PPI logistics during the negotiation. In this case the aircraft appears to be in Kokomo, Indiana which is only about 35nm from Muncie Aviation which is an MSC.

I have similar concerns regarding corn and soybean fields in the midwest. Any dense vegetation could snag the gear and at least cause the plane to pitch nose down at a very inopportune time. If you can touch down without having the nose contact first, then having the gear down may very well be a better option.

Are you an aerospace engineer? Do you have data to back that up?

I’m not talking about switching 10 miles out either. He said, “Step 1 was to make it over the high tension power lines right in front of me, then I switched the tanks.” You subsequently said, “He did not switch tanks…” and in a follow up post you repeated, “He did not switch tanks. His original post has been edited.” That is a factually inaccurate claim. Here’s a screenshot of your first post claiming he didn’t switch tanks. You can see in the first part you quoted from him that it says he did.

He did not edit his post. Go back and look at all the subsequent posts where he was quoted, including your own.

Are you really trying to compare a commodity with its own infrastructure system to a specialty product? The difference there is beyond even normal economy of scale.

The components of TKS are toxic and/or flammable. That requires a lot of investment in safety if you are going to work with them on large scale or transport them. If a tanker truck of TKS ruptures on the highway it certainly can poison someone, or cause a large fire, or contaminate local drinking water. Not so much for milk.

If there are multiple suppliers and nobody is selling it at aa substantially cheaper price it seems likely that there is not a substantial markup. Producing, formulating, and shipping industrial chemicals is not as cheap as it sounds. The production facility must have safety equipment and protocols as well as containment procedures for a spill. Producing and shipping the material requires compliance with the federal Toxic Substances Control Act as well as any state or local regulations. Shipping will always be more expensive for flammable materials. This is not the kind of thing someone can do cost effectively on a small scale if they plan to sell it. I have a Ph.D. in Chemistry and a background in the chemical manufacturing industry.

The TKS fluid appears to be just one brand of deicing fluid that meets the DTD 406b specification. Comparable deicing fluids that meet the same spec (and have essentially the same formulation) are available from other sources. For example: http://www.ecolink.com/deicing-fluid/

Something else to look for on a PPI for a vintage Mooney:

It's more of an issue for IFR than regular VFR pattern entry.

There are some who don't like the lower gear speeds on the pre-J models.

Seems like this (http://www.avlab.com/ProductDetails.asp?ProductCode=AVL-CK) would be the way to go if you really wanted to know. Given the limited number of ferromagnetic metals in an engine and the high levels of iron in the oil test report I'm not sure you would learn much.

I thought the FAA only allowed "through the fence" operations for residential property.

Is that a backup vacuum pump in the avionics bay? Your listing says no vacuum systems.

That looks like very fine iron filings. In the picture on the magnet they have that very characteristic look of filings stacking to follow the magnetic field.

NMR is based on interactions between protons and strong magnetic fields influenced by valence electrons as opposed to the overall ability of a material to be attracted by a magnet.

$200/mo for a T-hangar with electricity included at the public reliever airport in Columbus, OH. I've been on a waiting list for 6 years to pay $300/mo for a comparable hangar at THE Ohio State University Airport.

Under what authority could a shop ground an aircraft? During a PPI they are not signing off anything related to a FAR. Even during an annual inspection they have no authority to ground an aircraft. They can include discrepancies when the inspection is complete but ultimately it is the owner's responsibility to make sure those are remedied.

Muncie Aviation is the nearest MSC. I haven't used them much but they've always been very professional.

In some parts of the country there really isn't much traffic to be advised about.

No damage to the flap hinges or step?

29.92 is only for standard conditions. It should be the altimeter setting minus the effect of elevation.

I think this was probably about as much as we could've hoped for. They were never going to let us install whatever we want without some approval basis. As long as the STC process gets cheaper and easier I think we should count it as a win. I think a G3X is absolutely the kind of thing that will be within reach assuming that Garmin gets on board. I doubt the FAA will approve any STCs without manufacturer participation. Lowering the barrier to entry should also improve competition. If Garmin doesn't want to get the G3X approved then the new rules make it a lot easier for someone else to offer a comparable product.