cliffy

I have some friends (2) with way over 3000 dives each and they occasionally do mixed gas dives.

What is the total market value in $$$$ What is the cost to succeed in the end? Strictly a cost / benefit ratio If its worthwhile financially someone would do it.

OK Now that makes sense Thanks1

How long could you suck pure O2? I would think (as I was taught in aviation ) that pure O2 at elevated pressure is toxic after a short period. I only go back to the written tables for diving never had a computer but an aluminum 72 tank (IIRC) and Conshelf regulator. Went to 100 ft once just to say I did it.

Cave diving solo? That's the most gutsy thing I've ever heard. CAT IIIs are a walk in the park in comparison. But then again CAT IIIs never bothered me. I used to hand fly to CAT III mins just to stay in practice. Anything is easy if you know how

Just poor typing on my side as far as the spelling goes and I even carry his card.

There are things about Bob Minns that not too many people know but none of which detracts from his ability with engines. They only enhance it. He's the smartest engine guy I have ever met in my 50+ years in aviation and I've met a bunch of aero engineers. Ask him sometime about how he made the dual turbos work on Mooneys! When Mooney couldn't get them to work He's done projects that he can't even talk about.

We wreck'm faster than we build them

When I got my Mooney (25 yrs ago) I did a study of all night fatal accidents. There were (IIRC) 42 in a 10 yr period of time. ALL but 2 were from running into a mountain (CFIT at night) SO is night flying more dangerous than day time for the risk of mechanical failures? Is the risk any greater flying over LIFR areas? On the other hand what is your risk tolerance if the crap really hits the fan? What and where are your "OUTS" every step of the way ALWAYS leave yourself an OUT! What are your single point of failure issues on your airplane? 1 gen/1 battery? 1 vacuum pump? 1 horizon? O2? Avionics condition? In my case I've done all the CAT IIIs I ever care to do, CAT Is (200/ 1/2) don't bother me in the least even in the Mooney BUT I don't NEED to do them any more so I am day VFR only by choice. If you have never been to the edge and know it - you have no idea where the edge is. You are not a safe pilot until you are tempered and- You're not tempered - Until you do something in an airplane that scares the living crap out of you and you know YOU did it to yourself! Flying takes on an entirely different perspective after that. At my "age" and experience level my risk tolerance is very adverse to any unnecessary actions, I'm in this for fun not work now. If I wanted and had a twin with any reasonable SE ceiling I'd have a different outlook as I have confidence in my SE capability after 50+ years of multi flying. But don't need a twin for what I do now. To each their own. You pays yur' money and yuzz takes yur chances Everyone has their own risk tolerance'

Two items- Blue juice dump on a 3 holer is easy ( have done thousands of them) compared to changing the Cunno filter IN THE TOILET! When Continental got their first 747 after a few months on line on take off with the Capt flying his seat motor activated and he rolled back about 4 feet away from the control wheel. AS he was moving back he told the FO "your airplane"!!!

IIRC I just ordered all my pieces from LASAR Because its a "rotating" joint bolt and not just a static bolt it needs a castle nut and cotter pin.

Typical wear pattern there You have play in the cross bolt ar4a of the upper Heim joint You have play in the shimmed area to the right of what you are looking at and you have play in the area you are looking at namely the cross bolt area on the far left of the unit Indications show a need for shims, new bolts and bushings in all areas. You may also need the way upper Heim joint as its right end bore may be worn large. The best way to see how bad it is is on jacks and move the nose wheel. Very easy to see that way More than a few degrees of slop and it needs work. I had to rebuild mine several years ago and all those areas needed attention. Also look at your vertical nose gear BIG bolt. Check it for wear and slop. Only able while on jacks There was an updated SB years ago changing the nose gear pivot bolts torque It was set too high originally from the factory and they lowered the torque setting. This is one thing almost no one checks annually as the SB says.

Glad it helped I had to make modified wrenches also to finish mine. This is a spot that most people never think of.

There are (were) actually 2 places in/around Lock Haven to get them repaired It takes a little looking to find both.

Call them and ask

I think LASARs do if ordered that way

You guys have it all wrong! Its no more challenging than dropping dumb bombs from a B-17 JUST GET A NORDEN BOMB SIGHT AND INSTALL IT!!!!! I once won the flour bomb contest at Watsonville CA in my Cessna 140 with a drop less than 3 feet from the bullseye from 500 AGL Dropping a pumpkin from a Mooney with the horizontal stab back there? You better think twice about that one.

As mentioned it should be an easy fix with the gear doors wide open and on jack stands (disconnect the link rods and safety wire the doors wide open) Just as an aside - think about this- You had a gear anomaly on takeoff when the gear was retracted You were able to get the gear down (with I presume green lights) and had it verified by the ground. GOOD! You are/were in a safe position. At this point there really is no need to retract the gear again "in flight" with a known problem on the last retraction and possibly really cause an issue the next time up and down. If you have a gear problem and you can get the gear down and locked then its usually best to just leave it there and fix the problem on the ground while on jacks. Just a suggestion to give you something to cogitate over.

THAT is my point exactly !! Quit buying offshore. Militarily this puts us in a very vulnerable position We didn't win WWII with off shore production!! Its no different if its clothes, chips. food or energy- If we don't have our own infrastructure we lose.

I'd bet the market is bigger for Mooneys

Rollin; Rollin; Rollin; Keep them doggies rollin' Rawhide If you are old enough you remember the theme song.

Just as a reminder - the 2 1/4 inch bolts that hold the tail on are close tolerance bolts. Regular AN bolts will not work as they allow too much play in the bolt bushings. The movement tolerances are very small Check the MM Also many do not realize that the hinge is actually a secondary load path for the entire tail assembly

Just to be exact- the PROP STRIKE AD does NOT require a complete tear down and inspection of the engine, It only requires the rear case removal and the crank gear inspection. Most all insurance companies pay for a complete tear down to limit their liability. Lycoming's Required Parts to Replace SB is not legally binding on Pt 91 but it would be hard to support not doing it on the stand in front of a Judge or FAA in case of an accident _ "SO YOU know more than the manufacturer on how to overhaul this engine? " Such a question HAS come up in other FAA proceedings. Prudent and legally binding are two different animals

Look at 1 1/2" SCAT tubing Single wall Of course you have to disconnect the jack screw to get it on

Buy and manufacture American! Got to change our way of thinking.