Hosshawk

Water would rarely be my last choice, especially if I'm by myself. Houses, buildings, trees and mountains are some of the things I would put in my last choice category. A water landing is very doable if done correctly. It's my opinion that landing somewhat flat, with the gear up, prop horizontal, and the door open, in fairly calm water very doable. Things to consider: water temp, a good floatation device, quick release shoulder harness, and getting as close to the shoreline as possible. A radar altimeter would be nice during the day, and much more important at night. Adding untrained and unbriefed passengers would have a big impact on my water, no water decision. Possibly putting a water landing in my last choice category. There are so many things to think about when adding other people's lives to the mix. The variables are endless, but if prepared I think a water landing can be a good option.

Looks to me like, after he made his turn back to the airport, he had insufficient altitude to arrest the desent and hit really hard. But at least was able to get wings level and maybe save one life. He was probably a couple hundred feet of altitude from pulling it off.

Being a retired military pilot, I lost track of how many alt chamber rides I've done. If I had to guess, I'd say between 8 and 12. The one thing everyone needs to understand, is that everyone is different in their ability to function at altitude. For me at 25k, I've got about a minute or less to recognize hypoxia, and get on backup O2. Probably less now that I'm older. I remember one guy from Colorado Springs (6200ft) that went almost 5 minutes. The safety guy in the chamber finally told him that was long enough, and to put his mask back on. He was able to comply!!! I'm sure there are Sherpas from Kathmandu that could go a very long time at 25k. There were other pilots in the chamber, that became euphoric, requiring the safety guy to put their masks back on for them. The most important thing is to recognize hypoxia, and get on backup O2 first. Do not waste time trying to trouble shoot your malfunctioning system, or start your descent. If I had a one button emergency descent system as part of my autopilot, I'd probably push it as I was reaching for my bottle. You must have a backup bottle, that's fully charged, within arms reach, that you function tested prior to your flight. Once safely on your backup O2, start your descent and declare an emergency! It behoves everyone flying in the flight levels, to do at least one alt chamber ride. You'll never know how you're going to react till you do. Bob Everything above is my opinion.

That's nice to know! Thanks guys!

No it was an actual gear up. Not sure if it was a collapse or just forgotten. The aircraft has factory installed electric gear. The logbook had gear adjustment entries just prior to the gear up. Bob

I think there is a world inside general aviation that operates engines like the one we're talking about all the time. I believe there are a lot of older IA's that would not have a problem flying behind this engine. Since over the years they have witnessed several examples of similar engines performing just fine. But I think there may be a safety stigma behind defending an engine like this. When It's been 42 years since overhaul, it has to be bad, is the consensus on this board. Correct me if I'm wrong. My point being that this engine keeps getting signed off by somebody! And it keeps putting along. Granted it could start making metal tomorrow. But so could anyone's engine. I guess what we're saying is, is that this one is more likely to make metal sooner. The big question is, is that founded in facts? Or just legends. Bob

My objective this time around is to be patient. It seems to me to be a buyers market. With only the heavily discounted aircraft selling right away. And I don't see that changing anytime soon. So if I find something this year, that will be fine. But, if I don't find something till next year, that will be OK also. Regarding the aircraft I started this thread with, we're just too far apart on price after getting everyone's input on the engine. Time may change the disparity on price, but I'm not counting on it. Bob

Lots of great feedback. But at this point I don't think the current owner will let the airplane go at the runout price. Bob

Thanks everyone for the responses. I believe the airplane has spent most of it's time in Georgia and Tennessee. Matt, IT WAS a gear crank inspection but something was replaced and upgraded. I believe the gear crank? Don't remember the S/n. Anthony, the current owner said that he scoped the cam and it was clean. The main reason I've been considering this airplane is because the airframe is corrosion free. Got to see it in half after shipping, and gutted during the repair process. It also has a 530W and 55X installed.

1965 IO360A1A, 1600TTSN 1110SMOH (1973) 42 years ago. I believe the overhaul was done because of a valve AD. Flown every year a minimum of 20 hours. Compressions mid 70's. No internal corrosion or pitting. Burns a quart of oil every 12 hours or so with good oil pressure. 10 hours since gear up inspection. How would you price this engine on an aircraft purchase? Mid-time? Run-out? All responses will be greatly appreciated. Bob Been on the site about five months. Owned a 65 M20E twenty-two years ago. Starting to get the itch again.