MikeOH

WARNING!!! Heretical opinion follows: I think a lot of this 'moisture'/acid start-up/shut-down procedure thing falls into OWT territory. Frankly, the important thing, IMHO, is to just fly frequently for close to an hour. If you do that, I don't think you'll have corrosion issues. I don't think twice about starting up just to taxi over to the pumps and back; I sure as hell wouldn't tow the plane there and back over this issue!! /heretical opinion off

I get what you are saying. And, yes, my intention when I start the approach is to follow the published missed, or the alternate provided by ATC. My contention that the ODP is safer is predicated only if the premise that the published/ATC missed does NOT provide terrain clearance when executed AFTER the MAP. That is the premise that needs to be confirmed or refuted. And, I agree, we are just playing devil's advocate on this. If I ever find myself in this actual situation I've screwed up my ADM pretty bad

Perhaps, but it seems the issue hinges upon whether or not you are guaranteed terrain clearance if the missed approach is started AFTER the MAP. Certainly, I would follow ATC instructions, if given; I thought we were considering a non-tower situation (i.e., you're on your own). I'm not convinced the AIM recommendation properly considers all situations, that's all.

I've won some 'bar bets' from people who think I'm making the story up! For the uninitiated: https://www.youtube.com/watch?v=CaOkTKfxu44

While that makes sense, and follows the AIM, I was taught that if you initiate the missed when past the MAP, you may NOT have obstruction clearance (especially if you have descended below the MDA/DA) even if you establish yourself on the missed. Therefore, one should consider reviewing the ODP as part of approach planning; if you can get to the DER at >35 feet, and follow the ODP you won't hit nuthin'!

If it was me, I'd try to find a local A&P at Charleston and see what he thinks. I suspect this is something he could request a ferry permit for pretty quickly. I would do that before going back home. Again, I am NOT an A&P and hope one here will weigh in.

Say it opens and closes ok....at ZERO airspeed. What, exactly, could happen at 150 kts? IDK, as I'm NOT a test pilot...and don't want to be!

That's an A&P question; hopefully, one here will answer. My GUESS, is the aircraft no longer meets its TCDS with the door missing, and is no longer LEGAL to fly. Safe? Probably, but you'd need a ferry permit, I suspect.

EWWW! That looks a little on the MANGLED side of bent; I wouldn't fly it that way, for certain!

Yeah, but at -40 I don't move properly, either And, right now, lowest I could find in the US is -35 at 18,000'...in Montana. So, I'm just not that worried about the Aeroshell #5 grease's 'performance' difference!

@DonMuncy @Microkit If the output of the LHS is solid when bench tested, then it seems driving the KMA-24 is, somehow, weakening the signal. You have tried two inputs, DME and ADF, with no luck. I assume that the NAV and COM audio goes through the KMA-24 and work correctly? If so, then do you know if the shop hooked DIRECTLY to the KMA-24 inputs, or did they use 'existing' wiring that was left over? Some work, but you could try temporarily removing a COM input and using that input to test (since you know that input works properly) Let me know what has been tried (Nidal). Also, not sure what the impedance of a KMA-24 audio input is vs. newer panels (and output impedance/drive capability of the LHS)

WHOOSH! (I think you completely missed R2's point)

Well, I wouldn't want them to insist. But, if they are ONLY allowing ONE FBO, then that is the crooked government involvement/favoritism that would make me mad!

Based on what you wrote, I would NOT be mad; if the government is NOT involved, then this is capitalism. Maybe you have an issue with that, but I do not. When people vote with their feet prices will drop. What is your suggestion? Pass a law controlling prices? Legislate the profit that YOU think is fair? Sorry, but I just can't agree with any such approach.

I use Champion filters so, DC4

Arrrgghhh!! 3.5 hours in, it crashed! One of the rafts for the right wing pulled off the build platform Fuselage halves are done...need to edit the file to see if I can just print the wings.

Well, I am running the slicer on an ancient Windows XP machine (circa 2003)

Well, I downloaded the STL file...took about 30 minutes to generate the G-code for the printer. And, I'm about an hour-and-a-half into printing the fuselage and wings...there is a LONG way to go. Like, maybe it will finish by tomorrow morning! We'll see how well it turns out.

I don't believe so. However, old 121.5 installations are still ok, but any NEW installation must be 406 MHz. Having said that, I think that some NEW 406 MHz beacons ALSO have a 121.5 'homing' transmitter, as well, for final aircraft location. That is likely why the antenna is dual-band.

Interesting...I keep getting email ads from a well respected shop here on the west coast, ArtCraft Paint, offering discounts. Seems like they wouldn't be doing that if they were booked solid for a year! May be geographic. But, who knows?

From the label it looks like it's dual band (121.5MHz and 406MHz); 1/4 wave at 121.5MHz is around 2 feet.

Sorry not to be sympathetic, but this is just simple capitalism at work: They get what they get because they can; if they didn't, they would lower prices. Now, if the airport 'authority' is giving out exclusive rights to just one FBO, then I'd be mad, too.

Nah, I think this is junior high level stuff!

Question for the A&Ps familiar with Mooneys: How much can you check for corrosion WITHOUT having to disassemble anything? IOW, will a cursory look reveal a serious corrosion problem, or do panels/rear seats need to be pulled to know for sure?

I took both jacenbourne's and R2's (sitting in the Keys since 1999) posts as quite a bit more than NOTHING on which to base my comment! Or, do you have some evidence that their statements are not true? While I've never been to the moon, I don't have to go there to know there is no atmosphere! EXACTLY how much do you think it would cost to repair extensive corrosion (say, the wing spar, for example)? There is another thread going where someone with both skill and a HUGE amount of time on his hands is replacing a stub spar, and has now found the top spar also needs replacing. I can see hundreds of hours, at least, involved. Hey, if you are in southern Florida, sure spend a Saturday going down to take a look. But, If you are based in southern California and are going to travel all the way to the Florida Keys to look at this plane...what's that going to cost you just to find out if $30K is the deal of the century? I'm just not seeing the upside.