Sqrtree

Hangers are a premium out here and there is a long wait list to get one at all the airports. Occasional you will find one for sale. The only thing that is available are shade hangers without wait at north las vegas for around $100/mo. or tie downs for less. Henderson and boulder city would only have tie downs. Sent from my iPad using Tapatalk

Interesting question. 30 years ago when I went thru A&P school, I had several classmates that had previous air force experience. One had 6 years F16 fuel system experience and he got some credit towards the program. He still had to go thru the other airframe and power plant classes...i.e..piston engine. A coworker of mine had 4 years navy as a power plant mechanic and he tested out of that portion of the classes. He had ojt documents and qualifications on aircraft that he worked. Found an interesting article from a few years back that may shed some light on the subject. Hope this helps. Definitely document everything you can get your hands on and keep it forever. The FAA is like the IRS. https://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/evaluation_of_us_military_amt_training_and_experience.pdf

Looks like they installed a different serial number engine at 4305.5. It looks to be the same model number and 200 hp. Only a 8130 certification would be required coming from a shop if rebuilt or overhauled and a STC or 337 would be Required if it's installed and not an approved engine model for that aircraft. Hard to tell just by looking at three pages of logbook but if the engine in question has been removed then it should not cause an issue currently. But as far as why the engine was removed and installed back in 88 that would be the question to ask. Was it removed for a prop strike inspection or just to gain access for maintenance during annual? Hard to read from the picture. Curious I am an A &P. Hope this helps.

Did you try not using the auto button and just manually select com 1/2 phone? Sent from my iPhone using Tapatalk

As an AP, I've reskinned many aircraft. Never ever use filler except very minor dings period. With the extent of damage the skin needs to be removed and inspected for damage underneath and replaced with a new sheet and proper rivets.. No cherrymax unless they were previously installed there by the factory. My professional opinion.

This should be it. Just google mooney SB compass. Here's the link http://www.mooney.com/en/si/M20-23A.pdf

yes.....Usually A2 or A 1/2 to start because it flows better into the seams and lap joints. Then follow up later with B. Great Stuff. And thanks carusoam for the spelling advice. Still finding my way around this app. [emoji16]

Long Day.....poor grammer. Affect rather. Not effects. lol.

Becareful adding thinner or mek to pro seal. Does thin it out but it cures it faster and can effect the quality of the sealant when cured. Not sure what type pro seal your using but perhaps A2 (thinner) rather than B2 for example. As an A&P I use it mostly for Jet A so not sure how 100LL effects it. Just my $ .02

Check with American Microsemiconductor, Inc. Their website shows stock but may have to call.

Lots of good info everyone. I guess my hesitation with the manual gear is just familiarity. Over the years I got used to the gear handle doing all the work. Im definately open to the manual gear if the right bird comes for sale. With a combination of some speed mods and a nice panel Im going to shoot for an E. Once I get past that hurdle then it will be onto ADS-B.

Thanks for all the replies and input. Hank and Bob those are some very impressive panels you have and that is definately at the top of my list. It sounds like a clean C or E would work just fine at this point as its just me and the wife. The mission is less than 500 miles and thats just for vacation and hamburgers. Got the kids out of the house and looking forward to getting back in the air. Sent from my iPad using Tapatalk

So I've been researching the different models now for about a year and was leaning towards a J model. I haven't flown for about 10 years and looking to get my feet wet again. I have a few hours in a J and flew a 66 E for about 3 hrs. I love the J's for their speed and IFR platform. Im not to concerned with fuel economy and more interested in speed. As I read the forums people seem to be real happy with their C's and E's which has now got me reconsidering the J. I'm not to fond of the manual gear probably due to lack of familiarity and the older instrument panel layouts. Money is obviously a concern when I'm looking at spending 60k on a J. However on the flip side if I can get a C or E for in the 30k range and still get close to the 150 knot speed then that would be money well spent. Being an A & P maintenance cost isnt to much of a concern. Anyone with a pre-J that can give me some insight on why they like the C vs E, and maybe what cruise speeds they are looking at with some speed mods that would be helpful. Living in las vegas also has its challenges with getting high enough for the MEA's. O360 vs IO360? -Todd-

Dont remember exact price. 250-300/hr. But at 19 gals/hr thats probably right. Guess Im used to M20J fuel burn and price. lol. Sent from my iPad using Tapatalk

Thanks for the opportunity to rent such an awesome aircraft. Last month I saw monarch added the aircraft to their fleet. I'm in the process of looking for a 201 or 231 to purchase. Was looking at renting the plane, but due to the rental cost I decided to put the money into the purchase instead. However, I might have to go for a ride cause cause that thing must scream!!!