Brian2034

We camped at kosh ( camp schooler) a couple of times, we always rented a van in the area or rented and drove from wherever we fly into. We would purchased a blowup mattress and a couple sleeping bags at Walmart. Worked great, high and dry, close to the action, could leave our campsite whenever necessary to pick up for food or supplies.

This part is crazy $$$ and is only going to get worse, I think this is going to become an owner produced part! We need to put on heads together and start looking at some of these parts. My boot is okay but when time comes that it needs to be replaced it will be a owner manufactured part.

I also do the same thing don’t let go the tow bar until it’s removed form the aircraft. Also for a final check a visual of the tow bar in the same location every time they fly is also good practice.

I have something that could have been avoided if the check list was followed. I had a partner on an aircraft a few years ago, he’s a great pilot and always goes by the checklist but for some reason on this day he was distracted or in a rush??? Well, he left the tow bar attached, long story short prop strike! You would not believe how much damage a prop does when it strikes the tow bar on startup. Destroyed the prop and of course an engine tear down an expensive mistake or lesson however you want to look at it. But I’m sure he always goes by the check list now and btw he’s still a partner on a plane with me. Also, at our hangar most pilots now place their tow bars in an area by the hangar door when they fly. So before startup you can look out your aircraft window and visually see your tow bar.

I agree, anyone can land in a decent head wind straight down the runway! But throw in a crosswind component and you separate the proficient pilots from the other’s In the early days I would only fly on the days with low winds or when the winds where directly down the runway. We had three runways, so it wasn’t hard to choose the appropriate direction to avoid the dreaded crosswind. Then our airport shut down one runway and it became a little more difficult to get the favourable wind direction all the time but you learned to cope. THEN the second runway which was the main runway shut down for resurfacing and it became either fly the crosswind or don’t fly. Very quickly we all learned to cope with the crosswind! As far as I’m concerned if the runway resurfacing didn’t occur, I still would be hunting for the safes runway to avoid the crosswinds. As I said before the pilots at our hangar that went through the same ordeal regularly fly in 30 knots of wind and frequently land with maximum crosswind components.

I agree if you want to be proficient you practice, in Canada you must have 5 takeoffs and landing every 6 months to stay current to take passengers. And if you fly at night you have to do the same at night to stay current to take passengers. In our area we consider a good flying day anything with 30 knots of wind or less, there’s always a crosswind and or a good gust component. Proficiency in landing/ crosswind procedures are the most important part of flying here! If you wait for calm days or winds directly down the runway you don’t fly here. ( CYYT) Just my 2 cents

Need the forums input and wisdom! Looking at a 201 J No annual for 15 years but flown, the last 3 or 4 years it wasn’t flown. Judging by the Hobbs maybe 100 or so hours over the years and NOTHING in the logs. Feedback!!!!

The wheel well covers part numbers They do work with the Johnson bar landing gear, I assume?

I don’t see the upper and lower panel listed on their site? Do anyone have the part numbers

It doesn’t look like they struck the prop, should be a relatively easy fix???

Sand bags cheap easy and clean strap them on with a couple of ratchet straps. You can get the woven plastic bags of sand at Home Depot or Lowes

Aerotec Engines in Nova Scotia, Canada They handle all of our rebuilds / overhauls, great shop and easy to deal with. Last time I was at there facility they had a number of engines going through for U.S. customers. The owner mentioned with the exchange rate on the dollar they had more American customers than local.

Should be no problem to fit a two piece toilet in a short body, I can check the door measurements tonight when I get to the hangar. That’s a two piece toilet with separate bowl and tank

2.125 diameter https://www.mcmaster.com/catalog/127/2221/

Couple of parts I pulled a mold from and made new parts but you can see on the broken parts where I used foil tape, tongue depressors, hot glue , body filler but it gives and idea of what can be accomplished.

Simple process to repair plastic interior panels with epoxy resin and fibreglass cloth. I’ll post a couple pictures of a recent repair I just did on one of our aircraft. The before door image shows a piece missing and if you look closely you will see the plastic panel is actually cracked in a couple of places and the only thing holding the panel together is the door frame. The other interior trim piece was broken into three parts and the centre had a missing section that was long gone. I use EPOXY resin and fibreglass cloth usually 7781 from spruce but you can go to your local fibreglass shop a purchase a light weight glass cloth. Usually I hot glue the pieces back together and sometimes if the parts are really damaged I glue them to a board or the bench top with hot glue to hold them in place. Hot Glue the parts on the exterior side (the exposed side you see in the aircraft). For the missing areas use what ever you require to make the shape of the missing area. I use foil tape as my first alternative because you can rub a little mould release wax on the tape and the epoxy won’t stick to it. I’ve used cardboard, tape, plastic from containers, aluminum foil, believe it or not one of my best products for complicated shapes is PlayDo. What ever it takes to hold the shape required. Also I use epoxy resin over other resins because it adheres to the plastic better than vinyls or polyester. When the part cures you can touch up the front side with a little body filler or epoxy resin and q-cell mixture. Than off to the local auto store to pick up a spray can of whatever paint that matches the finish required.

That’s the screen I used in the 63C

Thank you 65 Mooney Pilot Looks like it’s just a simple repin to interchange a 76 /76A

I have a KT76A that’s questionable and was thinking of going with a AT165 that’s available but it’s labeled as a KT76 upgrade, not a A

Thank you, I’ve read that thread but it doesn’t tell me what I need.

Ancient history I know! Can one of our avionics gurus explain the difference between the 76 and the 76A transponder mounting tray/ back plate. I know the transponder is ancient and needs an upgrade into this century. But I'm just looking to get the Mooney up an flying this year and then decide on future updates.

I’m also leaning toward a darker grey and thinking vinyl wrap that way I can get the breaker labels and other items printed on the wrap.

Right side panel getting close just waiting for a usb outlet to finish. Any suggestions on panel finish Paint? Vinyl wrap?

Same here 10.5 iPad in my lap , I like the screen size and tried a couple different mounts and they always seemed to be blocking something important.

Yes might look for a radio with the glide slope indicator but for now I’ll cut the hole for the vor