ragedracer1977

Yes. You cannot leave it on forever. It will fail, just like paint. This vehicle was always parked in the sun, every day. All day. It wasn't maintained. This wrap is about 10 years old. Still, it DOES come off with a lot of elbow grease (and heat!) leaving the paint intact.

OK, maybe I haven't been clear. It is NOT a hangar. It's a covered tie down. Let me try and draw a diagram. The planes are split nose to nose. You 'pull' in forward instead of pushing it in backwards like in a hangar or at tiedowns. Obviously, I would have to push it out to leave, as they don't have reverse. The black rectangles are the posts that hold the the 'shades' up. So, would you always push it in by hand, or would you taxi it in under power? (and sorry, I'm NOT AN ARTIST, lol)

It's not a hangar, yet. I'm on the wait list for a few months. Just covered T's. The planes all face inward.

I've done a lot of touch and goes and a couple taxi backs there, and that's it. So, I'm pretty much in the same boat.

Got my spot nailed down. West shades, row closest to the taxi way and closest to the parking lot. Right in the middle. Actually, right next to another Mooney (I missed the tail number, but I think it ended in LV). I'm not technically signed up yet, since I don't have a bill of sale or registration, but I have permission to park there when I come into town with the plane on Saturday. I'll just have to stop by Monday and watch the video and get my access card. I'll be roughly at the red dot. Dumb question, probably, but do people typically push their plane into the spot or do you run it in under power, since the plane faces 'forward'? I've only ever parked in open tiedowns before. Also, probably dumb, but what is the proper terminology when you tell the tower or ground where you're parking? Do you call it west shades?

Yup, that's on the list for sure. Think I might have them install a flightstream 210 at the same time so I can ditch the Stratus and gain the ability to easily push flight plans to the 430W. Between the rebate and putting the Stratus 2S up for sale, I'll get a big chunk of the expense back. Right now, the FAA is showing the rebate program is good until 9/18/17

Brokers don't seem to like the idea of flying planes anywhere for pre-buy. Even Mike Busch wrote an article where he talks about it being better to bring a mechanic to the plane, along with horror stories about why it's a bad idea. With the right plane and the right MSC very close by, it could work out, but it seems that brokers are really against it.

GTX-330, with traffic. The upgrade is fairly inexpensive and pretty simple it seems.

That was the page I was reading and I couldn't figure out if it does or not. I don't think it actually says it. I was fairly certain it did, but not sure.

I just realized that the plane I'm purchasing is Mode S. I'll be basing it in a Class B ring. Does a Mode S transponder 'qualify' as Mode C within the ring? I'm not even sure where to figure this out or what exactly the differences are!

Pre buy report. Pre-Buy inspection report of Mooney M20C N6716U. Run-Up / Warm up - Mag drops normal, carb heat normal, all temperatures in range and even with each other. Compression results; 1)78/80 2)76/80 3)78/80 4)76/80. Magneto timing is correct, and they have been off for their 500 hr inspection 17 hours ago. Engine has new crankcase and main bearings, the cam and lifters have been reground, and new ECI cylinders just 50 hrs ago. Amp meter does work and compares close to the after market gauge as well. CHT - is INOP. Investigation revealed that it is connected still, most likely the probe is bad or the wiring is faulty, rarely is the gauge bad. Main gear shock disks are worn / sagged. Main gear assist springs and the nose gear door assist spring are rusty and need to be replaced. Nose gear has slight play in center steering bolt and bushings. Nose gear trunnion is no longer painted and the steel is rusted. Needs to be removed, cleaned and painted. Speed brake cables outer housing is deteriorated and cables need replaced. Slight play in horizontal trim - well within limits. Windshield is crazed on lower edge, sun has baked the Plexiglas against the black dash cover. Wing tip lenses are cracked, but still serviceable. Inside wings and fuselage there was no pitting to be found anywhere. Note: Aircraft aluminum is ALCLAD, which is a protective layer of pure aluminum as a sacrificial layer to protect the highly corrosive blend of aluminum underneath. 5056 or 2024 metal can corrode very badly but when coated with pure aluminum they are protected. The pure aluminum gets frosty or cloudy, it is doing its job. Pitting is when the corrosion goes beyond the pure aluminum and into the core metal. There are corrosion prevention products such as ACF50 that are really worthwhile. They benefit the pure aluminum coating and better protect the inner metal. There are companies that specialize in fogging aircraft with these products. The logs do show that this plane has been in on its belly once back in 1973. My opinion of this aircraft is very very good. It has been owned by very conscientious owners who have taken great care in its upkeep.

A guy out of Paradise. Kevin Macy. He was recommended by a couple of different shops in the SAC area. It seems, right now, guys immediately in the area are packed with airplanes and short mechanics. We tried to work out taking it to LASAR, but logistics were just not working out. Holiday weekend, his kid graduating HS, etc. It would be 2-3 weeks before we could get it there.

This is the page I'm on. I feel like the 5 hours is likely not enough.

Oh, heck no. I don't negotiate like that. Sorry if I gave that impression! I was talking about what do *I* do. I was wondering what I do if we come to an agreement on the issue, like a price deduction if appropriate, or what have you; what happens then? I suppose if I just don't know it's broken or it broke in flight, I could fly it home, right? But what about the CFI flying with me? Would a hypothetical CFI have a problem flying with me in it? Or would this need to be something I take care of where the plane is and then fly it home?

Not really, no, lol. But, I don't have any idea how much repairing the cluster might cost. Either way, legally no one can fly the plane til it's fixed, correct?

Yes, a PPI is happening. We went through everything together. Flew the plane. Etc. Everything that's supposed to be working, is working (that my non-expert eye can see!) except for those 2 gauges.

I'll stop you right there... The purchase contract we signed most assuredly states that the plane MUST be in airworthy condition. If it is not, there are 2 options. 1. Seller pays to have item corrected. 2. Seller decides not to have item repaired. Refunds deposit and any cost associated with pre-purchase inspection. Seller did advise that they were not working, but neither of us knew at the time that those gauges not working rendered the aircraft not airworthy. This would be no different than the seller telling me there was some bad paint, we agreed there was bad paint, and it turned out the bad paint was bad because of unseen corrosion of the wing spar. Albeit a lot cheaper to repair....

It's the insurance companies. My insurance agent about had a heart attack when I asked him about adding it to our services. I know there are insurers who will cover it, I just haven't had enough demand to really look into it.

Where would you go about getting 401(a) online? Is it possible?

See page 11 of that document, line that says "required equipment". Says that it requires the basic equipment specified in CAR 3. CAR 3 specifies that there must be a CHT gauge. So, it IS definitely required.

Follow up question. If the seller agrees to drop the price to match what it would cost me to have the G2 installed, is the plane grounded until that happens? Or, actually, is it legally grounded now?

I'm assuming (you know what they say about that, lol) that they haven't been working since the UBG-16 was installed based on what the seller believes. I have my doubts about that. It's entirely possible that they stopped functioning after the last annual and he just assumed or was told by the previous seller that they weren't required. I spoke to an A&P today and he said the CHT is definitely required. He wasn't 100% on the ammeter, there might be just a low voltage warning light. The type certificate for a Mooney M20C is under CAR3, and they don't specifically call out an ammeter, he wasn't positive if they type certificate does or not. Edit to add: It DOES have an 'Alternator Out' warning lamp.

The only POH I have access to is the one listed here in downloads. Is that one accurate and legal? If so, I *think* the CHT is required. Under operating limitations, it says "Engine instrument markings" and Cylinder head temperature is listed with the required markings. If so, how has it passed annual since the UBG-16 was installed? The 337 states "3. The UBG-16 was added as a supplement to the aircraft and not used as a primary instrument. 4. Removed single EGT and probe." So, this tells me that at least the CHT gauge needs to functional, correct?

Just something I was thinking about. On the M20C I'm looking at, the owner mentioned that the CHT and AMPS gauge no longer function, because the sensors were removed when the UBG-16 was installed (this happened long before he owned it). He's just put INOP stickers on the gauges. Is that acceptable? I seem to find some conflicting information there and I want to make sure it's addressed (Point it out to the mechanic) if they are required to be working.

I need 5 hours TIT with a CFI when I've purchased my M20C. The seller offered his CFI, but I'm fairly certain he would not qualify for my insurance requirements, because I believe he only has a few hours Mooney time. Insurance says CFI needs to have 500TT, 100 retract time, 25 hours in make and model. Now, the question there is, does that mean ANY M20, or does it specifically have to be in a M20C model? I would need a CFI to fly with me from the Sacramento area to the Phoenix area. O41-DVT, to be precise. That flight is right around 4.5-5 hours. Maybe another 2 hours of pattern/landing work. My thoughts would be to fly out commercial one day and do some familiarization training, flying her home the next day. Or, if CFI flies out to Sacramento, we can do as much in one day as we can, flying her home the same day. I'm looking to arrange this in the next week or two. Thoughts on who to call?