M20C_AV8R

I am so sorry to hear this, thoughts and prayers to their families and friends

Close to where I live and fly into often , did not know these folks but it is sad to hear this happened, and flying into Lopez can be a little tricky and lots of shifting wind, but will leave the reasoning as to why with the NTSB. God speed Mooney brothers http://sanjuanislander.com/obituary/27752/david-king-of-san-juan-island-dies-in-lopez-island-plane-crash

I experienced a very similar situation and fully understand. Partnerships are an additional risk, some pros, some cons and there are many that work out wonderfully and many that go ugly, time spent upfront to understand the plane, the partner, the legalities of buying in and getting out are important.

Partnerships in quarters are a bigger risk than the plane, IMO, agreeing on repairs, upgrades etc will drive you nuts when it’s by committee with a group of varying ideas and personal finances to consider. Have a lawyer or someone you trust to look over the llc documents, including all existing agreements and any that may be missing, and any other docs that bind you. This helps you to understand what every partner is equally responsible for despite varying opinions that may exist that you are unaware of, also, make sure there is clear understanding on all non and monthly recurring costs, as well hourly, fuel, non capital and capital bank accounts and how the money is managed and who does it. Expectations that you have of this are also an important consideration, make sure it’s something you are comfortable with and absolutely make sure everyone is on the same page as to how the planes time gets scheduled and used amongst you so there is no conflicts. Looks like a nice plane, the costs are real to get the tanks done, adsb, annuals, repairs etc, a little forethought now will go a long way later.

Wish I could have seen you all fly over as a group on your way into KCLM, hopefully I get my plane back this weekend from annual, would definitely like to meet

Very Nice, I am based out of Port Angeles and had no clue that the Olympic Peninsula was representing like this, I hopefully will get a chance to see you around sometime, I often land at Sequim, great place to practice simulated engine out landings.

Having gone through something similar recently I fully understand your excitement and can not wait to get back to flying my plane again hopefully this weekend, I wish you the best in getting things sorted with yours and quickly.

Looks great, and you are right, it never seems to end, the upgrades that is

Some really good advice given already and I would do that trip, you will never forget it, flying out in the PNW is amazing and August is common for being a great time of year to be a VFR pilot. The only suggestion I would make is consider your destination, if it is KTIW, there is a lot of class bravo airspace to get through, under or over if you decide to track direct over the mountains. Often when I am heading west, I will come through the Columbia River Gorge (great potential option if the weather/visibility gets difficult over the cascade passes (Snoqualmie or Stevens) , like I’m heading into Portland and then break to the northwest, go right next to Mt. St Helens and then Northwest toward Olympia, I will vector then to the north west side of the bravo and descend into KTIW, you should be well under the bravo shelve by then and the KTIW airport and controllers often provide a pleasant arrival to GA aircraft, wonderful scenery to be had.

Disclosure, I am not a chemist, just a private pilot and a new plane owner I did a search and came up with a variety of different answers. Would welcome others thoughts. I came out of boat ownership and into a plane. Basically went from one aluminum hull to another, but, a lot of the same characteristics and concerns that I have remain in various ways. I am based basically at sea level, about a quarter mile from the beach. Owning a boat, I was religious about proactively preventing galvanic corrosion, obviously a really good set of sacrificial anodes etc, but, even at a level above that and ensuring that all of the screws in the boat were coated with teff gel to put a barrier between metals (stainless and aluminum) as that is where you can get in trouble real fast. I find it interesting that I read these threads about screw replacements using stainless on our planes, but, all you technically need to do is add a corrosive electolyte i.e. water, fresh(salt) does not matter and you have the risk of corrosion between those screws and the aluminum (http://www.anzor.com.au/blog/galvanic-corrosion-keep-those-metals-apart/) Maybe I am missing something here, but, does it not make sense if you are based in a salt water atmospheric environment to take the same considerations for proactive protection on your plane? I am fairly new to plane ownership so just trying to learn it all and ensure as I go forward I take the proper steps to protect my investment, I mean money pit. I also understand about protecting the plane overall, mine is for the most part in a hangar and when out an about if I stay somewhere overnight the windows get covered etc on the outside.

Well said, my sincere condolences and thoughts for friends and family of this fine pilot and gentlemen.

I am sorry to hear this and my sincere condolences to all of you who knew him, I too have lost friends in aviation related accidents and it sucks,, they just made a mistake or a series of them, and it went the wrong way. I always felt if they could talk to us again that they would want us to learn from them. I surely need to do a better job of briefing engine out on take off, and only hope that if I am faced with such a situation that I can use what I learned in training and from others success and failure to hopefully face a different outcome.

I can relate and have been through something similar, you did the right thing and handled it the best way that works for you. As for me, I will never let the local fbo/shop on field touch my plane. I am now taking the work off field despite the inconvenience, it is well worth the extra effort to work with someone I can trust. Finding a shop that is willing to admit their mistakes and take ownership vs. blaming the pilot, age of the plane or related parts is worth it., as far as I see it, and if the plane is under their care and damage occurs they need to own it, just my opinion. Best of luck getting these issues sorted.

making an offer subject to all proper inspections, pre-buy etc before finalizing the purchase is the way to go, best of luck, nice bird

That looks really good @Stephen why not go with portrait mode and use that extra opening for a G5, CDI or another backup instrument? Guess there is no reason why you cannot change that in the future, lots of room there to make some good decisions with. I am looking forward to using and learning the EDM. Did you add any additional sensors? I added in the carb heat sensor. I also stuck with the resistive based senders as they actually work quite well, at least with the current gauges, we’ll see, maybe CIES is in the future.

Hi Stephen, hope you do not mind me jumping in your thread, I am getting ready to have a bunch of work done on my plane and your post was hit home to me on many fronts on where and how to reshape my Panel. I am putting in a JPI EDM 900, and some avionics work, a second 430, ADSB IN/OUT GTX 345 and a G5. I have measured it out, but, realistically wondered if putting the JPI EDM in the spot I have depicted will fundamentally fit where the current cluster of guages is. My thinking is I am used to closely scanning right there, so placement would be consistent to where I scan now. I welcome yours and the communities feedback. Thank you in advance.

I just put a set of these in, very nice, really lights up the cockpit and they stay cool to the touch if you need to adjust them in flight. My torpedos would get notably warm, almost too hot to adjust. These do dim, using the already installed dimmer, but not at the granular level the torpedo lights do, for me the level of light between high and low works great. These are super easy to switch out/install and a quick entry in the logbook (by my A&P )and done.

Aeromotor is who we are using, $450 plus I take care of the shipping both ways for my pump

There is a pretty Good read on this topic based on a fuel starvation NTSB incident in the April 2018 version of the Mooney Flyer, I have used a very similar approach no matter if I am flying my Mooney or renting a Cessna.

I have the same issue, it was a small leak in the fuel selector switch, as well the dukes electric pump is dripping a small amount of fuel when turned on. Electric fuel pump and selector switch are being overhauled. Good places to check and eliminate from the list of culprits, blue stains tell the story.

Sent you a PM, thanks

Personally, I have recorded all but two of my flights over the last two years, a day I forgot the sd card and the day with my DPE for the check ride for my PPL, I primarily use them to debrief my flights, I learn so much by seeing what I did not do well, getting behind the airplane, takeoffs, landings, how I did with my radio calls etc. it also helped me replay my manuevers, being able to listen to my instructors again, many mistakes, good times and some incredible adventures all recorded, I will always do this, it’s part of my routine. You are more than welcome to see some of my videos if you have Instagram, my handle there is #highplanesav8r

It’s been several months, as promised I would write out what the ultimate resolution was, and I am happy to report that everything is now working as it should. Basically post the initial accident of the A/P dropping the gear on an object and bent the rod and having a hard hit to the gear as a whole, this opened up a whole can of worms, meaning that I was in the crapper and I knew it from restoring antique cars, a system is only as strong as the weakest link, so here we go. The bent rod was replaced, I had to advise the mechanic that I wanted the motor and jack screw sent off to George’s Electric (btw, I highly recommend them) to be looked at (The motor was damaged by the accident), it took a fair amount of money and time for them to get it right, the Jack Screw was off quite a bit and Lasar fixed it. Also, the left side gear assembly was fairly loose and had probably been that way for some time, the bushings and one of the bars needed to be replaced (that was super expensive). I also made the call to have the rubber donuts shocks replaced on both sides, after doing some reading they play an important role in the overall health of the gear way beyond just a cushion. Post all of this everything came back together, pre-load was easily obtained and all buttoned up. I just now need to figure out if I need to file an insurance claim for the labor/items impacted by the accident because the FBO is not and their invoice is not representative of any accountability for the labor related to the initial accident, including for the part/s they broke and repair of the motor and Jack screw.

I would definitely be interested, count me in if you run a batch.

Thanks for sharing, good read and learning for newbs like me to plane ownership. Have you ever considered recording your takeoffs/flights from the cockpit so you can go back and replay the event? The right placement of the camera can tell you quite a bit including what your tach, oil pressure and how long it was exactly before you counteracted this probable over speed. I record all of mine and it has made me a better pilot as well I could show the video to my mechanic etc if something goes whack. Plus it’s great to watch if you do the whole flight.