RoundTwo

We’re still here, glad you are too.

Moving up, first would be a Bo and past that, a twin. I still want a Time Machine.

The operative word there is MAY as in “the following information MAY be displayed”.

Okeechobee is usually a great stop for cheap fuel before Lauderdale.

Is it possible to print on the curved top section, or just the flat face?

Jimmy, Thank you for all of the effort you have to put into these guides. I used the information extensively when I was buying and it made things much easier for me to wrap my head around all of the different nuances of the different planes I was looking at. The benefit was well worth the few dollars of cost.

If you’re going to use zip ties, using high quality ones is worth the extra few cents they cost. I used to be the king of cheap zip ties but got tired of the damage the rough underside did to whatever they’re wrapped around. I’ve become a Thomas & Betts evangelist and now only use the original Ty-Raps. The smooth underside and stainless locking tongue make them a much better choice than the cheaper ones.

It’s perfectly understandable in this situation because he was the owner to be, but drove to the repair shop and waited for the owner to fly his plane down to get it repaired.

I know people like to toss around high heat and humidity numbers to make a point, but 100° and 80% RH requires a dew point higher than any dew point ever recorded in the US. I’m just sayin’…

That’s a whole new take on a “short body Mooney”. Exciting to see one come back to life.

Yeah, I took a run at it a couple of years ago but the owner thinks it’s still worth $150K. Back at ‘ya from NW GA.

That would be a historical event if that ever happened.

Before I tried that, I’d be calling my favorite MSC for a price check on a replacement door. Then, I’d make myself comfortable, waiting for rescue.

There’s also a neglected K on the ramp at KDNN. It flew in about 10 years ago, but until recently had been hangared.

They stayed in the video that they flew from Tennessee to Georgia with the gear extended because they know they had a problem. If that’s the case, they shouldn’t have taken off unless the gear was down and locked and then don’t touch the gear so you can assure a safe landing with structurally sound landing gear.

They knew they had a problem in Tennessee and we’re flying it to Georgia to get it fixed. The problem was severe enough in Tennessee that they made the decision to fly with the gear extended all the way to Georgia. The big question is why did they decide to take off if they did not have proper gear down and locked indication. On the legal front, is the airplane declared unworthy if the gear is not confirmed to be operational?

Now you’re just being silly.

This sounds peculiarly like my problem from last year. If it’s going over, the regulator is sensing lower voltage. My problem turned out to be a compromised sense wire. Once the sense wire was addressed, it’s been 100%. Good luck!

I guess we have no reason to complain about the high cost of insurance if there is no downside to poor decision-making. I would have to assume things would be different, and maybe I’m oversimplifying things, if there was some sort of being held accountable for poor decision making that leads to expensive claims.

Great news on the outcome of the Forrest landing, but I wonder how much disassembly will have to be done to get the plane out of there.

Right now there is an M20J actuator on eBay for $7,500.

Wouldn’t it be easier, and a whole lot less expensive, to go out through the baggage door?

The reason for the trip to Dalton was to get the gear fixed. If this is the case, it’s hard to understand why they didn’t make every effort possible to ensure the gear was down and locked before they departed. They stated they flew with the gear down, which means they knew there was a serious problem. I have to wonder if all of this background information can be used by the insurance company to deny the claim. Would the airplane even be considered airworthy with known gear problems and if so, it would require a ferry permit to move it. In order to get the ferry permit, I would assume the FAA would require diligent effort to ensure the gear was down and locked as a condition of the permit. It seems like there were several conscious decisions made that could impact a ruling by the insurance company.

My understanding is that a loose cylinder will vibrate and subsequently fatigue the studs to failure.

That’s reasonable, but putting in 65.5 AFTER a flight?