Paul Thomas

How to hands on: Weight the airplane Do an oil change Remove/Install/Time mags Baffling inspection and repairs Remove, clean, check gaps, and re-instal plugs Compression check Fuel injection system Fuel system inspection & o-ring replacement (lines, gascolator, gas caps). There could even be enough o-rings that everyone who wants to can re-do their gas caps. How to put the airplane on jacks. Replace a tires, re-pack bearings Lubrication points What to look for during the airframe inspection Classroom portion Interpret borescope images Interpret engine data for engine monitor How to read your logbook How to keep track of upcoming items that are due How do search for AD, SB How/where to buy parts from Discussion on what parts to stock How to communicate with the IA/AP When to schedule maintenance How to deal with various AOG issues I learned from that maintenance version

Oshkosh is right around the corner and, if you haven't yet, it's time to think about how to tie down your airplane. EAA publishes one option for a DIY kit (https://www.eaa.org/~/media/files/eaa/homebuilders/5aircraft tiedowns.pdf) and there are commercial units available. The claw is the most popular but past storms have shown too many failures for me to buy it. I decided to roll my own. The spikes hold the steel cable, the washers are not needed if you keep the loop on the spike small enough. The shackle connect the steel cables and the rope. The rope can then be used to tie down the aircraft. I didn't come up with the idea, I saw others use steel cable to a single chain link to modify the EAA idea; I added the shackle to make it more modular. I prefer this design over others because I can easily add ground anchor when I need more strength giving me more versatility. It will also be more compact to pack. The breaking strength is significantly higher than working load but the working load should be plenty for our airplanes. The big unknown comes from is the spikes as that depends on the soil type, moisture content, compaction, load angle, etc but reports from past storms show this system works better than most. The claw claims 3,600 lb combined capacity with the 10 inch spike used in their system. For those wanting higher working loads, it would be easy to add ground anchor points (and then upsize the shackle and rope). If you want to do something similar, here is what I'm using: 18 inch long spike 1/8 steel cable [working load 400lb] 3/8 heavy duty double braided nylon rope [working load is 820lb] 5/16 shakes [working load is 1400lb] Photos don't include it, but I'll be using flat 3/8 washers to prevent the risk of the steel cable coming off the spike.

I think of an engine as an air pump. If it's harder to get air, I automatically think that the engine has to work harder to get the same output (flow of air). Where is the error in my ways and what is it different for NA vs. Turbo?

A maintenance clinic is something I'd make every effort to attend.

If you buy the improved performance claims, you should save fuel.

It may still be a good deal. It looks like a clean low time airframe and depending how much it has flown in the past two years and where it's been located, I may not worry about the low use. Cheap airplanes don't come all that often -- and not all "cheap" airplane are cheap.

Savvy may hold more sway than you in convincing a shop to do something they are not inclined to do. If you're going to retain Savvy, let your advisor communicate with the shop. If you try first on your own, it may make getting a yes tougher if they've already told you no. I can already see the Savvy article if they work this one out.

When ram air has no effect on performance, do those actually make a difference over the stock foam filter? I get the other benefits, I'm speaking purely about performance.

So much info. Thank you! I always get a lower reading on my left index and than my right one. I'll have to check my pulse oximeter once I'm home to see what features I have.

You've had some great suggestions. What part of CO? @Vance Harral is CO based and may be able to help you.

Marc, I've used oxygen once and it was 15 years ago. I don't recall the last time I flew above 10k. I do have a pulse oximeter and I did assume that I was fine as long as I'm above 90%. I'll have to check mine to see if it shows wave form. Can you please expand on why we can't assume we fine? What type of false reading would we get with CO poisoning? I am thinking of getting supplement oxygen even though I've yet to see any of my symptoms (and I know what to look for as I've gone in the chamber). Paul

It doesn't appear to define the type of altitude. Is it AGL, density... you could get really picky if you wanted to give someone grief. The manuals states it's approved for, but it doesn't say unapproved above those altitudes. To me, that's akin to max demonstrated crosswind or service ceiling. They are an interesting number but not a limitation and I have to figure out what works for me. The end goal of having oxygen on board is to maintain a certain saturation level and the best way to know if you are meeting that goal is to monitor you own personal saturation level.

I'm planning to fly to OSH. I would have done the Caravan, for the social aspect, if they had something closer to FL for training.

I'm looking at the poll results. The results show minimums decrease as to when to go missed than the decision to attempt the approach is made. I find that fascinating and would love to hear from the people in that camp. I really would have thought those would have been the same, or one would have had higher minimum for missed than attempt, with the hope that the weather is not as bad as reported.

You're correct, I'm not sure why I provided info for the alternators.

http://www.accelerationtech.com/photos/mooney/TypeCert/FAA-Type-Cert-Mooney-2A3.pdf

-24.5 is what the manual has: Electrical Equipment 301. Alternators (a) Alternator, 60 amp, Prestolite, ALY8420, ALY8403, ALY6420 or ALY8420M (S/N 24-0001 thru 24-2999) 10.3 lbs. -24.5 (b) Alternator, 70 amp, Prestolite, ALU6421-LS (S/N 24-3000 and on) 10.3 lbs. -24.5

@M20GforMe Did you use to have another account? The gear doors and CFI thing seems familiar.

As I recall based on some reading in the past year, your IA is complying with DEA needs and regulations. The DEA needed it so their agents could easily find the plate. As a result, there is a rule as to where the place has to be and what it needs to contain. I know that many historical aircraft/data plates do not meet that regulation. One would have to read the regulations to determine whether, if you have a plate that pre-dates the rule, you have any obligation to move it. The issues that regularly come up for international travel are radio licenses, stickers, and 12 inch N# but I have never heard that brought up.

I disagree with some posters, especially when it comes to parts. Shops should mark up parts above what they pay for them and it should be a source of profit... they are after all selling the part to the customer. Even though the shop does get parts on discount from sources like Spruce, the shop puts resources into obtaining the parts it's not a free endeavor. I expected the cost of parts to be much higher as it feels like a bigger shop with big markups. Time, method of repair, and whether some of these things are airworthy are subject to debate but we're only seeing the bill (or quote?) without we don't have all the facts. Few shops bill based on actual time spent on the aircraft; tasks are assigned a time in the computer and that's how the bill gets generated. None of us have laid eyes on the aircraft. so we're making educated guesses. The truth is that a lot of owners drop off their airplane at a shop, don't want to be disturbed by making decisions, and expect the shop to fix things as needed to maintain the airplane to a certain standard. When airplanes are dropped off without precise instruction and a clear understanding by both parties, surprise bills are likely to happen. While these squawks do add up, the engine is about to be added to that list. My advice is to sit down with the AI, let him know that you'll pay for his time but want to be educated on the process and discuss how we are going to proceed forward for what has not been fixed. Given the lack of experience from the OP, I would ask to have each issue explained, why it's an airworthiness issue, what are acceptable methods to resolve it, and make a list. The OP should be able to make some decisions on the spot but may need some time to research others. I'm really sorry that you're going through this and the cost of tuition; you may benefit from a service like Mike Bush. The good news is that you can develop a relationship with your AI, and now that you've gone through this experience you'll be a wiser customer. Your airplane is also being brought to your AI standard which should make future annuals easier for everyone. I would not be surprised if the bill doubles before this is over. Post like these make me SO thankful for my IA.

Welcome to the forum PBones. You may want to tag members when you want their attention. @stormflyer

I'm sorry for what you are going through and it sounds like you've learned your lesson. What you're asking for is legal advice. The only advice that can be given is to consult with a lawyer that is competent in that area of law in the appropriate jurisdiction. What has not been asked, is how to move forward with the annual and repairs. There is a lot to read on the subject as many owners have experienced expensive first annuals. Why are the rockers being replaced? How far has the engine been taken apart?

I've shot one ILS where I had to go down all the way to DA and those conditions were widespread throughout FL. I would rather not do that again because I have no viable plan if I have an engine failure. I plan for 1,000 at destination I'm prepared to fly an approach to minimums if needed.

I've used KTIX back in the days to see the shuttle launch. The FBO there was always super friendly and didn't charge anything even on launch days I I remember it.

Being all the same color indicates to be it all separated at the same time. I don't see evidence that it was cracked or corroded.