Basic Member
  • Content count

  • Joined

  • Last visited

  • Days Won


RobertGary1 last won the day on August 29 2015

RobertGary1 had the most liked content!

Community Reputation

275 Excellent

About RobertGary1

  • Rank
    Won't Leave!

Profile Information

  • Reg #
  • Model

Recent Profile Visitors

743 profile views
  1. But remember these are not car tires. The condition of the tread doesn't indicate the ability to hold air. The manufacturer recommendations to replace when cord shows has always been more than safe enough for me -Robert
  2. Do you replace on condition or time? -Robert
  3. I'm outside all the time. That wind is 100% no problem what-so-ever. Make sure you lock the controls. Any straps will do, even chains. The biggest concern is how the planes around you are secured. A 30 mph wind isn't close to picking up a Mooney but can toss a Cessna. -Robert
  4. My undertanding from the FDSO is that this is not the case. If you say,... "This AIRCRAFT" it covers the entire plane, including engine prop but if you log "This AIRFRAME..." it is only an inspection of the airframe and individual inspections need to be logged for engine and prop. -Robert
  5. Yea, I've heard some FSDO's get upset if you sign an annual for an engine and prop since there is no manufacture guidance for an annual, only 100 hour. But as you stated, it causes confusion. But you can avoid that by only logging "this AIRCRAFT" and just only note repairs and no inspections on the prop, engine book and that covers all. -Robert
  6. Doesn't make an annual statement. Can either log inspection for each or annual the "aircraft". Because he's the dean of the A&P school he's always working with the fsdo. -Robert
  7. I doubt when Al Mooney designed these planes that the donuts were more expensive than struts. "How expensive can a bunch of rubber be":) however ive never had problems with the Mooney On strut planes id have problems with them sticking and you'd land on a slant -Robert
  8. Only if you replace the engine so you'd lose that entry. -Robert
  9. When I returned my engine to Lycoming as a core they kept that log book and sent me a new zero time book(new engine arrived before I sent the core). I don't think they'd accept the old engine without a log. same with prop. It would be hard to sell the old prop if the logs were integrated. My friend who teaches IAs signs the annual only in the airframe and says "this AIRCRAFT has been" instead of "this airframe"," this engine", etc. just logs repairs in each. -Robert
  10. I stick the tanks but with the totalizer is always within 1/4 gallon of the totalizer. -Robert
  11. Rule I've always seen is "What does Lycoming ship". Lycoming doesn't ship the exhaust because that is an airframe specific part. But if you replace an injector or fuel servo its something different than Lycoming shipped the engine to you with. -Robert
  12. I've flown far worse. No worries. Keep an eye on it like you do all tires. Won't get a flat because of a flat spot. The cut would need to go clear through the cord and into the tube, which isn't any different for a new tire. It's different than a car tire. -Robert
  13. Lake Aero reporter an off field landing due to a bad seal in the selector sucking air as a pilot let one tank get too low. I won't go below 2-3 in a tank.
  14. That's such a cessna thing to say. In 20 years I can probably remember each time I've ever filed my Mooney to the top. I like to fly fast. -Robert