cliffy

It all comes down to being approved by the manufacture. It still has to be signed off by an A&P but it should be no issue with him as long as Brittain approves of it. It's legal, just like door handles and alternators. Brittain, because they are damn good at what they do, makes it easy for us in the after market, ancient world to maintain our airplanes. Ya think STEC would do something like that? NOT!

Only you "electrified" guys can do that with an arm rest! Us charlie armstrong gear guys are left out but then again, we don't have no stinkin' gear actuator problems :-) :-) :-)

While you're at it you might want to check the age/condition of the fuel pressure hose and the oil pressure hose from the firewall to the gauges. Also the hyd fluid hose from the hyd. reservoir to the pump. Many times they are as old as the airplane. The flap supply hose can be routed a slightly different way and not go through the small hole that the factory used when building the airplane. Much easier.

I'm surprised that there are no more comments than 1 Cirrus wasn't the first!

I just tear a piece of rag and twist it into the hole. Just a slight drip if its done correctly.

Mine feels lonely in a hangar full of Cessnas!

I've got the vertical (came with the airplane) and could take it or leave it for the old style. It makes no difference to me. On a compass swing all headings on the card need to be within 10 degrees of the compass rose to be signed off. On a 727 the wet compass folds away up in the center of the windshield. Its a prizefight item and I know of one check ride busted that when the Check Airman had them pull it out to use it - it was GONE, stolen, missing, not there. Aircraft technically unairworthy, not legal to fly. Caused quite a stir at the airline.

OK you buried me back at D=1/2???? :-) :-) but I have no grounds to doubt you. All I know is tailwind T/Os are bad and I once watched a 737 leave PHX during a T storm with a 30 kt tail wind! I was next in line and said we wouldn't accept the runway.

Airports usually follow what is called (IIRC ) Fire Code 406 (???) which deals with a lot of things including airport hangars. If there is airline service at the airport you can bet they follow it closely as part of their Part 139 Airport Certification. Basically no fueling inside hangars (fumes come out as fuel goes in and hug the floor as they flow around). On draining tanks? Never use a plastic 5 gallon bucket without an approved grounding system. This was brought into focus one day (long ago) when I put a bucket under a C182 wing drain and after a gallon or so drained out I want to move the bucket a little on the top of the ladder and when I got close to the bucket the hair on my arms stood out with static electricity. All the fumes going down the sides of the bucket and 1 spark? I got a wet towel and grounded the bucket and then used a metal bucket after that. Now back to our regular program- I'm fighting the same drain issue as we go to press here. In my case the outside seal against the wing won't seal. I may have to order new plugs today. Thanks for looking up the correct p/n for me :-) :-)

Heck, I've had headwinds both ways on a 1 day trip!!! Never that lucky +200 HUH?

I find the concept of "holding hostage" interesting I bring my airplane to you and tell you I will pay for an INSPECTION ONLY and I pay you for same then you say- "I won't give you back your airplane unless I repair all that I found wrong"? What's wrong with this picture? To the OP- your procedure should be defined with the MSC first for their concurrence and any and all sales contract items HAVE to be written into a formal sales contract, Nothing is ever done by good faith gestures when buying an airplane. AOPA can help here. Trust NO ONE selling an airplane to tell all or even know all that could be wrong with the airplane. Most owners haven't a clue as to the true mechanical condition of their airplane and many, if not most, are willing to have items not correct or working properly and not think anything of it. There was an airplane on here a while back that was sold with the stall warning inop and the cabin heat couldn't be turned off and the previous owner didn't think anything was terribly wrong. What's the first item on the engine fire check list? Turn the damn cabin heat off to keep the fire out of the cabin! What is more basic to safety than a stall warning system? You see what I mean? Trust no one selling an airplane. Get it all in writing and your procedure for inspection coordinated with the shop ahead of time so there are no surprises. Good shops deal with this all the time.

That's too bad on his passing. I've done a fair amount of classroom instruction and could never hold a candle to his ability to get the point across!!

They could be asked to treat it like they can as an annual if there are issues with them wanting to fix discrepancies. They could sign it off in the log books as "Inspected airplane and a list of discrepancies given to the owner". That clears them and if they are paid for what they did they'd have no reason to keep the airplane. Now, the owner, who ever that is, will have to have "something" fixed before flying it away so that something appears in the log book as repaired in reference to the previous writeup.

Yes, If you have a VOR radio in the airplane you have an antenna somewhere- belly mounted, wing tip as mentioned? On the belly It'll look the same- 2 wires going opposite directions out the sides. If you don't and you do need one make sure you get the "balun" with tit. That is usually a length of coaxial antenna doubled over and connected to the antenna connection in the middle of the loop. With out the balun the antenna won't work.

Go to 8:45 in the video

ATCs function is? IFR to IFR separation - which is virtually 100% IFR to VFR separation- which is still pretty good but not perfect Last on the totem pole come us, the pop-up VFR to all of the above separation They do a pretty good job at that also but even they say it is "on a workload permitting basis" They can and do at times drop the bottom of the pole, without notice, to handle the top level. Our primary pilot function VFR is looking out the window and not relying on or playing with gadgets inside the cockpit. FF can and does lull many into a false sense of comfort as to traffic around us. I have known a couple of pilots that went FF and then set the autopilot and then read a book thinking they were completely safe, on a regular basis. I'm not saying that FF can't help but how much do YOU actually look out the window and how much time do YOU actually play with gadgets inside when on FF? Go fly with a couple of buddies and quietly watch where there eyes are focused most of the time. It might surprise you. I did that all the time when I was a Check Airman doing line checks. It will give you a different perspective. Do you think the big guys are looking out the window? Think again. Then factor in how many glass screens are in the cockpit. I once saw a small plane with 5 GPS systems inside (2 panel mount and 3 on RAM mounts. They were all over the cockpit. How much looking out vs "programming" do you think was going on in that cockpit? How about mounting your 696 up in the middle of the windshield? How much of your view is that thing blocking? Seen it done! Now to ask- Did anyone go youtube the video "Children of Magenta" that I mentioned earlier? Has anyone here ever sen it? If ADSB in was 100% (which it ain't and won't be) it would go a long way to safety, BUT, it ain't perfect either. (emph. added) AND it requires "heads down inside" to use it! FF is not a panacea Sorry, rant over for now.

Even with FF there's no guarantee that they will call all traffic for you. It's not 100%

Where I fly its so dark that on a moonless night just as you pass the far end of the runway you are IFR as there are no lights north or east what so ever. NOT ONE! No horizon definition at all! Even clear skies give bad spacial orientation and vertigo. I've trained a few on this phenomenon at this airport just as above. Start at dusk and move to full night. Then have them land without runway lights, only landing light (wait for the auto runway lights to turn off-we don't have much traffic here either). Out here there is no way one would come out alive with an engine failure away from the airport doing an off airport landing at night. Dead is dead out here.

My D does the same thing. Cold air on the back of my head. I'd hate to ride in the back seats in winter. The "Ice Window", that's the little window on the left side, has a seal on it. If yours doesn't you need to get one. I made a foam plug that sits on top of my rear seat and seals the entire back end and that stops the cold air from moving forward. Made all the difference in the world. I suspect lots of air is sucked out the main door seal pulling air forward. I also think some of the air comes in around the baggage compartment panels as they are not air tight when screwed in. That is my next project when the interior goes in. I like the air flow in the hot summers here in Arizona so I dump the foam seal when it gets warm.

BTW, just finished my annual today. 15th I've done on this airplane by myself and I'm sore all over (but I'm 70 also:-) :-).

One item we found years ago on Navajo spinners was to put a nylon washer under the head of each spinner screw. It stopped all of the cracking we got from the screw holes near each blade hole. My guess is that the washer didn't allow the small scratches from the screw head to gouge into the spinner giving stress points for the cracking. Worked like a charm. I do it to this day.

40 to 48K 48 on high side Take NOTHING at face value. Only a good PPI by someone who knows Mooneys will tell you if the ad is legit. In or out of annual? when flown last? damage history and repairs? where has it spent its life (by the ocean)? How long since the last overhaul (calendar time)? Always always always do a corrosion ck by someone who knows where to look!!! Fuel tank leaks? verify each AD not just by reading the book. Check model and serial numbers on airframe, engine data plate, prop s/ns, verify all accessories are what they should be. Same with all radios-check serial numbers from log book to actual units. Last magneto 500 hr inspection? How many hours on alt brushes? starter time, alternator belt install date? Ever had cylinders off? How many hours on each jug? How many hours on the muffler since overhaul? Boroscope it to check condition of flame tubes inside. Pressure check it for cracks (its your life if there is CO in the cabin heat). Have a gear overcenter torque check done. Its quick and could save you some grief Check the tail hinge bolts for wear by moving the stabilizer tip up and down and fore and aft to find movement. If its loose find out why. Same with the back of the rudder up and down. A little is normal, lots is not. When its up on jacks for the gear check test the nose wheel for free play left and right. 5 degrees is OK no more. 20 degrees each side is not. Which stby vac system II or V? It makes a difference. CAW inspections done on it? Verify each and every switch and light works as designed even every function of each radio!!!! If it all checks out you'd have a good airplane for 400-500 hrs before engine time.

I had my PPI done by Top Gun many years ago and they did a very fair cost on the inspection. Enjoyed the experience.

Really? I'll look for it Didn't know it still existed.

We used to use zinc chromate primers on aluminum mostly Now a days its zinc phosphate primer as the chromates have been legislated out of existance for the most part just like chlorinated hydrocarbons. Used to use trichlorethylene cleaners all the time but now? The name "zinc chromate" is synonymous with all tissues being Kleenex. It was used but now the can reads zinc phosphate. I haven't seen a spray can of chromate for years. Can it still be found?