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HRM

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Everything posted by HRM

  1. Boy is your life about to change...for the better
  2. The landings will be noticeably wonderful.
  3. ...and a FINE looking bird! I really love the black accents around the windows.
  4. I never saw the tail number. With it you could check flight aware and see if its been in the air lately.
  5. Instituted some new security procedures in the hangar:
  6. Don't forget international marketing. Many examples of companies back in the day, before they got savvy, who came up with terms for their products that turned out to be offensive in foreign locales. Years ago, COMSOL Multiphysics, a Swedish finite element analysis program, was called "FEMLAB". I had an early copy of it and wrote to the company that 'FEMLAB' might not be the best choice of name in the male-dominated US engineering milieu. I don't know if that email did anything, but they did change the name. There was another instance over the years where a new research group's acronym (like TIT above) was ill-conceived for the American taste--they changed it after having it brought to their attention. Gottah love the Comedy Planet, you cannot make this stuff up.
  7. @Ricky_231 I checked, they are not here. It is a long shot, but you could call the FBO at KBPT (409-719-4950) and ask them if they could take a look in hangar 31 (public T-hangars). The county folks are just good Tejas people and most likely would take a look for you. I know I didn't toss them and by now you are probably aware that they are made from unobtanium.
  8. I think I left them in my hangar at KBPT when I moved to 03NC. I'll look around and see if they are here.
  9. I am kicking that around. Some of the other hangars on the field are not hangars at all, but what I call aircraft showrooms. They are completely drywalled, polished, epoxied floor, HVAC, Big Ass Fan, bathrooms, bar, etc. Frankly, I sort of like the industrial look to mine and I just want the six months of high heat and bitter cold to be mitigated somewhat. I don't want to dump a huge amount of money in, just have more time to play with my toys year-round. Because of the mild NC seasonal cycles, the heat/cold cycling is actually advantageous. If I go to the hangar in the morning during the summer and in the afternoon during the winter, my season is extended and this makes me think a hefty unit won't have any trouble at all extending that year round.
  10. On St. Pats day we'll have been here in coastal NC for exactly one year. I wanted to experience the weather over the four seasons before deciding on how to control the weather inside my 2000 sf hangar. As spring approaches, just opening the doors on each side makes a wonderful environment and this works great in the fall as well. Then there's Elsa to deal with starting mid-November and then Lucifer shows up in June. What I really want to do is take the chill off during the cold months and moderate the heat in the summer. The whole building is uninsulated, just wooden framing with a pitched roof and 13' open-joist ceiling. What I am thinking is either a package unit heat pump with one huge vent midway down one wall or a set of ductless mini-splits. Looking for ideas now that I can get back into the hangar and it will be pleasant for another three months.
  11. The level of boredom of Mooney owners unable to fly is staggering
  12. Just going to throw this out and keep in mind I'm an EE who is thermodynamically challenged, but has anyone thought of running a hose from their car exhaust up into the engine compartment of their Mooney? Of course, we are talking outside of the hangar or with the door open. Sit in your car and stay toasty while it warms up the engine.
  13. I suggest caution, a Heat Gun is not a hairdryer. The concentration of heat put out by a gun is phenomenal and could ignite the engine. A small, high quality ceramic space heater would serve you better, you want gentle, controlled heat.
  14. I wondered this myself, you know the old saying "It isn't a question of whether, but of when."
  15. Most likely Garmin thought of that and then their attorneys put the kibosh on it
  16. I looked at the manual and didn't see anything about alarms on the SpO2 and as others have pointed out, continuous tracking is only during 'sleep monitoring'. It would not take much (s/w mod) to add a mode where it would sample your SpO2 every minute AND sound an alarm below a present limit--exactly what a pilot needs! Amazing that Garmin has missed this. At $129, which is the price point for some high-end SpO2 monitors, you could wear this on your opposite wrist during flight, no need for any of the other functions. I didn't look to see if it had a tactile alert--that would be another plus for an aviation unit.
  17. A really great talent finds its happiness in execution--Goethe
  18. Very, very lucky...you probably used what was left in the bucket. That door could have taken a piece of the empennage off, but you know that.
  19. Absolutely, but the laundry-list aspect of it should make potential buyers beware. It is not rocket science, or voodoo magic, to doing a pre-buy on a Mooney in spite of the mystique that seems to surround it. What you have is people that are essentially clueless about Mooneys other than knowing them as fast and having a cult following. They are wanting to buy into it on the cheap, without doing their homework. What they also don't know is that every vintage Mooney is pretty much a project. Where a buyer comes into that project is essentially the purpose of the prebuy.
  20. You really don't want to drink that Kool-Aid.
  21. Frankly, if it is regularly (eats too much power for continuous read) taking readings and then taps and alerts you when it drops below a preset level, then I am getting one.
  22. Yep. The critics are focussing on minutia when they should look at the big picture. The other side of this speaks to the fact that if one, clearly visible item is rusty, what hidden ones are? Also, why wasn't something obvious taken care of?
  23. Best article on buying a Vintage Mooney (I just sold one, what a headache) I have seen in a long time: Looks Sweet, Tastes Sour When Denver-based Theo first contacted Savvy about doing a prebuy, he identified himself as a first-time airplane buyer but said he knew exactly the aircraft he wanted to buy and was ready to make an offer. Theo was on a limited budget and had been looking at older Mooneys. He’d found a Colorado-based 1966 Mooney M20C—asking price $42,000—and asked us if we could manage a prebuy for him. Before pulling the trigger on this, we asked Theo to provide scanned copies of the Mooney’s logbooks so that we could perform a preliminary review (something we do at no charge). Savvy’s Tony Barrell A&P/IA went through them and told Theo he didn’t think this was a great purchase candidate. For one thing, the aircraft had been in an incident less than a year after it rolled off the production line, when a 23-year-old pilot ground-looped it into a drainage ditch while trying to land at Colorado Springs in a gusty 28-knot crosswind. It was impossible to tell from the maintenance records how extensive the damage was or whether it had been repaired properly. Another concern was a big multi-year gap in the logbooks during which there was no record of the maintenance on or activity/inactivity of the aircraft. That made Tony a little uneasy. Finally, Tony felt that this Mooney’s 180-horsepower normally-aspirated engine might be a bit underpowered at Denver’s mile-high field elevation. So, Tony recommended that Theo look for another purchase candidate. Second Attempt Not long afterwards, Theo asked Tony to review another Mooney. This one was a 1964 M20E being offered for sale by a broker in Phoenix, Arizona. Asking price was $41,900. The broker’s web page featured lots of pretty photos, with ad copy that read, “This E-model is fast, efficient, and affordable! The most sought-after short-body Mooney because of its 200 hp IO-360. Its great climb rate, cruise speed, and useful load makes this the perfect X/C aircraft.” Now, if you’re looking to buy an older all-metal airplane, Arizona is a great place to find one because corrosion is outlawed by statute. But as Tony went through the Mooney’s maintenance records, it quickly became obvious that this 56-year-old airplane had spent its first five decades living outdoors on a tiedown in North Carolina. Worse, it hadn’t been terribly active and the engine logbook revealed once-a-year oil changes at the annual inspection and no preventive maintenance between annuals. The Lycoming IO-360 had been last overhauled in 1987 (33 years ago). The handwritten logbook entry made it clear that the overhaul had been done “on the cheap”—by an A&P mechanic (NOT a certified repair station), to service limits (NOT new limits), using continued-time channel-chromed cylinders, a reground cam, reground lifters, and the original crankshaft and crankcase. Tony told Theo that this M20E looked like a more worthy candidate than the M20C, but he was a bit spooked by its five decades of living outdoors in North Carolina, it’s once-a-year oil changes, and its 33-year-old el-cheapo overhaul. However, it became apparent that Theo was in love with this airplane and considered the prebuy a mere formality. He said he wanted to move ahead with a prebuy, and Tom Cooper A&P/IA—another of Savvy’s most seasoned account managers with more than 30 years of experience—was assigned to manage it. Scheduling the Prebuy No sooner had Tom introduced himself, Theo sent Tom a copy of the purchase/sale agreement he’d just signed with the Phoenix broker. “You will note the intention is to conclude the sale within 10 days,” Theo told Tom. “The aircraft is at Falcon Field (KFFZ) in Mesa, Arizona. Other than photos I have not seen nor flown the aircraft.” Now, 10 days is an almost impossibly short timeframe to schedule and complete a thorough independent prebuy examination. Most competent shops are booked up for months in advance, and persuading them to shoehorn a prebuy into their shop schedule is not easy since it usually means delaying an annual inspection for a regular customer, something that most shops are understandably reluctant to do. The first shop Tom contacted (in Glendale, Arizona) responded that they no longer work on Mooneys. The broker gave Theo the names of four mechanics at Falcon Field, but Tom ruled them out because Savvy has a strict rule against having prebuys done by any mechanic who has a relationship with the seller or the seller’s broker (since such a prebuy is hardly independent). Ultimately, Tom contacted a shop in Chandler, Arizona that Savvy had used before with excellent results, and they agreed to do the prebuy. The broker agreed to deliver the plane to the Chandler shop the next day. Scope and Detail Tom’s next challenge was to define the scope and detail of the examination. He asking the Chandler shop’s Director of Maintenance (DOM) for an estimate to conduct a prebuy exam in accordance with the Mooney annual inspection checklist plus a borescope inspection of the cylinders. The DOM quote to do this was over $3,000 which was more than Theo was comfortable paying. Tom then proposed using a shorter (53-item) checklist that would involve about half as much labor as the full annual checklist. Theo agreed to this. The DOM asked Tom to define “any items the buyer would consider a show stopper, causing me to stop the examination and report back to you.” At Tom’s suggestion, Theo agreed that the prebuy should be paused if the shop discovered any airworthiness discrepancies that were likely to cost more than $1,000 to repair. Findings A few hours later, the DOM reported back to Tom: “All the steel components of the airframe have surface rust. If I were doing the annual inspection on this airplane, I wouldn’t approve it for return to service without sanding/priming or replacing numerous parts and hardware. I have not yet reviewed the logbooks, but there’s a rather costly Mooney service bulletin calling for inspection of the steel structure that was written specifically for planes like this one. It appears to have been living in a humid/coastal environment.” The DOM attached a half-dozen photographs illustrating the plane’s corrosion issues. “The engine has three chrome and one steel cylinder, and all look good under the borescope,” the DOM continued. “The oil pressure relief valve adjustment is screwed all the way in, which raises a concern. Flexible fuel and oil hoses appear homemade and appear quite dated. We’ll finish up today at 4 pm. Let me know by tomorrow morning if you want me to continue with the examination.” Tom asked the DOM to write up his findings so far, together with repair estimates for each airworthiness discrepancy found. The DOM provided a 64-item discrepancy list. Here is just some of what he found: Left fuel tank drain leaking $50. Fuel leaks on intake tube. $100. Oil leaks in several locations. $500.00 Surface rust and engine mount bolts rusted and old. $800. Cylinder #2 leaking oil at exhaust port. $1,000. Aileron rod ends have excessive play. $200. Non standard magneto switch. $500. FAR 91.411 /.413 certs expired. $800. (Anticipating static system leaks due to age.) All exterior AN bolts heavily rusted, recommend replacement. $1,000. Parking brake cylinder leaking. $300 Cabin door doesn’t open properly, may be bent, needs adjustment. $100. TSO tags missing on Aft seat belts. $500. Brake line fittings rusted, old hoses. $600 Corrosion on wheels apparent. Need to disassemble to determine extent. If corrosion found excessive, $2,000. All gear actuating push-pull tubes rusted, need to treat. May require replacement, $3,000. Surface corrosion throughout interior wing skins and fuselage. Clean and apply Corrosion X for aluminum treatment. Additional inspection of steel structure recommended per Mooney service bulletin. Additional expense if hardware replacement necessary, $2,000. Two large wasp nests removed from Aft spar at flap actuator area. One mud daubber nest attached to Aft side of main spar carry through. Too much dirt in center section to properly inspect. $500. Flap actuator and flap pump leaking heavily. $500. Flap hydraulic hoses dry and hard. $200. All rudder and elevators attachment hardware rusted. Trim mechanism lacking grease and lube. $300. No weight and balance data available. If re-weigh and equipment list need to be recreated, add $1,000. Cylinder #1 intake leak. $100 Oil drain-back return lines all leaking, replace. $300. Front crankshaft seal leaking. $400. Oil pressure relief valve adjustment leaking. Rust on elevator counterweight rivets. $400 Static wicks broken at rudder. $100 Rust on rudder control actuator bracket. $700 Rust on baggage door handle. $100. Rust on cabin door handle. $100. Rust on all landing gear trunions. Recommend further inspection and disassembly to determine extent. Remove clean and inspect and prime / paint. $3,000. (If replacement is required, additional costs will apply.) Rust on elevator push-pull rods and actuating bellcrank aft of battery box. $2,000 Rust on engine mount, sand and prime. $300. Rust on valve covers. $200. Cylinders #2 & #4 intake gasket leaking. $100. Engine ground cable to engine truss loose and appears to be automotive. $200. Baggage door hinges extremely worn. $1,000. Baggage door hold-open inop. $500. Instrument system filters dirty. $200. R/H fuel sending unit leaking. $500. L/H fuel line at fuselage leaking. $500. Battery will not hold charge. $500. Engine last overhauled Dec. 11, 1987. No mention in logbook of required component overhauls at time of engine overhaul (fuel system, Ignition system, etc.) Based on appearance of wing skins, several skins in left wing appear to have been replaced (less surface corrosion). Conclusions “I have carefully read through the discrepancy list,” Tom reported to Theo. “The shop has done a great job of inspecting this aircraft. The DOM’s Mooney experience is obvious. I have to conclude this aircraft has been poorly maintained and was basically flown into the ground.” “If you decide to purchase this airplane,” Tom continued, “be prepared for a long-term project that will be very costly. My recommendation is to walk away from this aircraft and look for another that is airworthy and won’t cost you an arm and a leg. Sorry but I can not recommend this aircraft.” Epilogue After striking out on his first two tries—the 1966 Mooney M20C and the 1964 Mooney M20E—Theo has now asked Savvy to review the logbooks of a 1960 Piper PA-24 Comanche. Good luck, Theo! While none of these airplanes would be our first choice recommendation for a first-time aircraft owner, Theo seems determined to find a high-performance single priced around $40,000. His decision to utilize Savvy’s nationwide prebuy management program (SavvyPrebuy) has at least prevented him from getting into a money pit that he can’t climb out of. It is remarkably common for inexperienced buyers like Theo to become smitten with an aircraft based on an online ad featuring slick ad copy and color photos of nice-looking paint and interior. Sometimes it’s hard for us to convince the buyer that what they really should be focusing on is what’s going on under the paint, cowlings and floorboards. An independent prebuy that is thorough and performed by a knowledgeable inspector with an experienced set of eyes is the only way of knowing whether the apple of the buyer’s eye is a peach or a lemon. Savvy manages literally hundreds of these prebuys every year. Our team of seasoned A&P/IAs have seen plenty of peaches and lemons, and are experts at advising buyers when to buy, walk away, or drive a harder bargain. If you’re in the market for an aircraft, wouldn’t you benefit by having Savvy arrange, manage and interpret the results of your prebuy and advise you what your next move should be?
  24. So where's the PIREP? I've had an Apple Watch since the beginning and have a 4 now. The 5 just didn't have enough new goodies to justify a change, but the 6 with always on screen and pulse ox has garnered my attention. The big question is, will it alert you to a low blood ox reading, or does it only read when you tell it? If the former, then it would be the cats meow for flying. It already does a status display for ForeFlight.
  25. I am going to paint a line there. Of course, I could blame wifey for filming the event instead of paying attention to the wing clearance like a good line girl should! I need to get her a pair of lineman wands. On second thought, I guess I better not.
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