N6784N

if im not mistaken, i think the only time we have to notify a incident like a prop strike is for take off, landing or taxiing to take off. if somebody is taxiing a plane say from one spot to another with no plans to take off then it doesnt need to be reported. thats how i anderstand it anyway.

i have a m20c ranger based at tipton ft meade. i can take you one weekend. let me know. jeff

there is not alot of hanger space i think a 3 year waiting at some airports. if you will be in dc probably best bet is college park and potomac airfield so you will have to jump through the frz hoops and get your secret spy squak code (pin) the good thing is most services at those airports are cheap since nobody wants to parked there. the only mcs i know of close by is freeway they are good but not fast so keep that in mind. i pay 80 per month for tiedown and could have gotten a really ratty hanger for 330 per month in gaithersburg but didnt want it falling on my plane so i didnt take it. i know va will charge you i think its 6% of aircraft value after you have your plane there more then 3 months i think but not quite sure. maryland i dont know about i just paid the 6%. i think va charges anually while maryland only charges a 1 time 6% sales tax but again you need to ask the pros. btw i sure hope you will be making a minimum o f 50k more then where you are coming from since you will have to deal with lots of driving hassle as well as ga hassle getting in and out of the dc area

I think my biggest issue when buying the mooney was i went through the original owners mechanic to do the pre buy which was a HUGE!! mistake. ofcourse the guy is gonna say its in good shape if his buddy is selling it. so i learned a lesson there. after the second annual i had a deep inclination that not all is correct on the airplane so thats when i called freeway and they told me flat out that if i bring it to them then i can expect 15k to 20k but whatever i own it now and have to keep it safe for the family and friends but also because i want to take care of it. im not bitter or mad at all about it. the prvious owner didnt take care of this gem but now i can and will. i think freeway is a heck of a shop and although i think its right to change up shops every once in awhile i think ill stick with freeway for the most part. its ashame to hear about mike he was a cool cat when i talked to him. i think its going to be a given with a 2000.00 annual inspection before repairs i can assume it will cost me between 3500 and 4500 after i get all the issues taken care of.

The first annual i got was actually the pre buy inspection and like a dummy i got it done by the owners mechanic. the second was done by a descent mechanic but i realixed after he was done and talking that he maybe didnt have enough mooney experience. its costs 2000.00 at freeway just to do the inspection which doesnt include any actual work. when i took the plane to freeway here is the list of issues. the issues in astricts can be deffered but i did get some done just for my own comfort. this year i expect about 10k to finsih up the squaks and make the plane alot better. Labor Breakdown N6784N Airframe 1. Manifold pressure line B-nut Ferrell cracked 2. Check manifold pressure line for vent hole *3. Engine sags 4. Paper work for volt. reg. and over volt relay *5. Oil pressure switch/wires *6. Wire going to overvolt unit 7. No dump over hose for heat box 8. Dipstick tube loose 9. Induction boot has holes and no clamp 10. No drain hose on carb heat box 11. Carb heat box worn thru and cracked 12. Carb heat box valve / bearings worn / shaft 13. Cowl flap control catches and hits fuel pressure line 14. Crankcase breather tube held on w/ heat shrink 15. Fuel hose @ firewall, 90 degree elbow loose thru firewall 16. Oil hoses “91” 17. Fuel hoses “81” 18. Oil cooler hose routing and position of cooler? *19. Carb halfs leaking / check age 20. Landing light retainer missing screws *21. Landing light housing repaired / worn thru 22. Baffle seal upper fwd (worn) 23. Cowl oil cooler mount cracked 24. Alt. Install is it correct / approved 25. Clamp around muffler shroud *26. Throttle control old style connection @ carb. *27. Rusty screws thru-out aircraft *28. Cabin door seal flat *29. Wrong fuel cap left tank 30. Left fuel cap rusty and low tension 31. Left fuel plate filler neck corroded 32. Fuel tank placards (right missing, left torn) 33. Improper fuel drains / some stainage also 34. Dust boots gone 35. Nose gear door rod ends worn lower R/H only 36. Nose gear pivot truss worn out 37. Nose gear leg (mid) worn out 38. Nose gear retract link worn out 39. Nose gear steering horn worn 40. Nose wheel bearings feel worn 41. Nose tire valve stem wrong side 42. Electric fuel pump drain not coming thru plate 43. Nose well not taped 44. Repair in flap well? *45. Left gear door rod ends worn 46. Prop control gets tight at end of travel 47. Prop control routing @ engine *48. Both seat backs broken *49. Right Nav. reflector broken 50. Vent window decal missing 51. Vent window seal (missing part) *52. Tack bouncy and wrong markings *53. Rt. brake pedal has more initial travel *54. Cowl flaps won’t close 55. Compass dry 56. No cabin door decal 57. Ops decal? 58. Flap and trim indicator decal torn *59. Interior door pulls 60. Check P.C. system ops 61. Pilots yoke loose on shaft *62. Windshield has some slight crazing 63. Left nav. inop *64. Aft rudder bellcrank worn *65. Aft elevator bellcrank has side to side movement *66. Play @ elevator tri connection (rod ends / bolt) 67. Check elevator travel 68. Some play @ trim link - measure *69. Small area’s of corrosion under paint thru out *70. Tail pivot has some movement and noises *71. Trim link boot deteriorated *72. Belly strobe paperwork 73. Aft rudder P.C. Boot oring and tape no good 74. Measure trim tube at aft guide block 75. Elt. check / improper screws for cover / housing damaged 76. Elt. tywrapped to mount *77. Horizontal stabilizer seals deteriorating *78. Top cowl batter access door hinge worn / broken *79. Rt. aileron outer rod end has some play *80. Rt. aileron outer rod has some rust *81. Wings have light corrosion – ACF 50 82. Debris in wing @ outer gear doors *83. Left wing lower outer fuel plate has a leak *84. Right aileron outer rod end has play *85. Right aileron outer rod end has some rust *86. Right gear door rod ends have some play *87. Both main gear trusses have some rust 88. Hat rack decal missing *89. No baggage door wind lace *90. Right flap outer trailing edge slight damage 91. Left and right wing inner fairings missing screws 92. Right flap spring spread apart *93. Flap pump hose has corrosion @ stiff *94. Left master cylinder installation? 95. Check books for damage repairs Belly/ flap area/ step bulkhead / tail bulkhead 96. Nose gear preload about 50 97. Right main 200/210 left 250/255 *98. Rudder torque tube has some play 99. Cowl flap control mounting 100. Fuel bowl, interior pull drain has been removed, external drain installed 101. Fuel selector placard missing *102. 70 amp alt. CKT breaker not marked *103. Aux bus & alt field breaker marking faded/missing 104. Hobbs meter mounting loose and paper work? 105. Defrost scat tubing corroded 106. Pilots yoke aileron rod hits cowl flap and carb heat controls *107. Cap spar not taped – and has some corrosion *108. Seat tracks need cleaning 109. Engine gauge CKT Breaker missing mounting screw 110. Co-pilots control hits mixture control 111. Avionics cooling scat deteriorated 112. Inner fuel pressure and oil pressure hoses need replacing *113. Radio stack has no support 114. 208 bulletin? All side glass not sealed 115. Transponder loose in panel 116. Instrument panel mounts broken *117. 3 out of 4 overhead vent louvers broken 118. Battery box corroded *119. Left side panel fabric coming unglued, right panel also *120. Right fuel transmitter has small leak *121. Some small areas of rust on fuselage tubes 122. Muffler flame tubes blown 123. Spark plugs fail gap test / gauge *124. Pitot tube mast misaligned angle *125. More than 12 yrs since carb. has had service *126. Engine frame has some rust 127. A few ty wraps on engine frame 128. Oil pressure switch mounting (poor) 129. Mags need retiming 130. Paper work / 337 for damage repairs 131. Outside skin of L/H fwd upper window has holes *132. Oil quick drain is not approved. 133. Side windows improperly sealed if sealed at all - 208 bulletin. All * items deferrable

I guess I don't have to tell you it's best to take the plane to a mooney service center. My first annual was pretty inexpensive somewhere around 3k but last year I took the plane to a service center and they dinged me for around 20k but the plane does fly alot better. I had gear door problems and it was hard to get the gear up due to binding so maybe it is a common thing. I'm still not quite sure why people let aircraft get so out of shape and still fly them much less sell them to another person but I guess thats the world we live in today. Good luck with the annual

atc normally has you intercept the localizer at a 30 degree angle. if im doing a approach to say runway 090 and they have me at 060 i get my flaps and gear down to slow to me around 100 to 110. once they clear me for the approach i keep 100 to 110 until 1 dot above the glide slope intercept then slow to 90 knts and fly that down the approach. i do that to split the work load up so im not having to be touching alot of stuff in the plane while im trying to look at the approach chart, talking to atc so on. on a vfr day do some approaches and get your power settings for your initial approach fix say 110 knts with gear and flaps down and 90 knts at 300, 400 and 500 fpm in the clean and dirty configuration. write them down and have them for when your doing the real thing. i think the key to a stablized approach is to use minimal throttle control and more pitch and trim ( i normally only touch my throttle once maybe twice on a approach but i shoot for none). if you get everything down before the approach starts thats less work and will give you a chance to get aclamated to everything before hand and let you go over the chart more and fly the airplane. putting the gear down a dot before g/s intercept is fine once you get the experience and know what to expect in different types weather but if your new or training why not split the work load up? anyway knowing what rpms' setting is going to be your key to a nice stable approach imo

im not trying to be negative about the ipad but its really not for aviaiton use. when a handheld gps is designed for aviation the map moves under the aircraft while the aircraft stays stationary in the middle of the screen. the software develoment team that integrates the software into the hardware has to tell each pixel that is displaying mapping info where to be at a given time and speed in order to be accurate. and that only on a particular layer if the pilot wantsw to zoom in to 10 miles thats a differnet layer then 30 miles so each pixel on that layer has to be updated as well. thisis why so many pilots are getting dinged for getting into controled airspace because even with a waas gps antenna you dont get the benefit of the accuacy unless the software and hardware is correct. imo the ipad would be good if you want to display a approach plate or vfr/ifr chart but not georeferenced unless your really far away from airspace. the ipad was not built for this use so if you zoom out you are in fact moving the aircraft on the screen to a differnet pixel location and that pixel is just there not on a known long/lat location

201 flyer its not my business by any means but im getting 70.00 per hour dry in my c model. you have a 201 and i think if you hold your ground you could get 75.00 to 85.00 per hour based on 10 hour blocks. that way the buddy you get to fly your plane is paying cessna 172 prices for the speed of a well equipped mooney. heck just being able to fly a mooney is worth a few bucks an hour imo

just a little food for thought. i have 2 guys that bought block time from me. i didnt put any stipulation as to how many hours they had to flybetween the both of them i think they have flown 15 hours in all. if i had it to do over again i would tell them they have to fly at least 1 hour per monthwhich comes off the block time they purchased and have some sort of currency flight time. anyway for the very very little money i get to help pay the plane off im stuck scheduling my own plane and keeping it clean of all my pilot gear so when they finaly do get around to flying it its clean.

Im based at fort meade (fme) its a good airport with vor and gps approach but its a couple of miles from town so unless they will deliver a rental car to you at the airport it wont be easy. if you do want to fly into fme you can call me and i can take you to get a rental car if its on the weekend. its not close to the metro either so plan on car rental if going. freeway airport is a msc but its kinda rough taxiing you will have to park your own airplane which is going to be in the grass probably but i wouldnt reccomend flying in there at night due to power lines close to the runway and very hard to see unless your used to that airport. its also right on the line of the frz so make sure to keep the airport to your west side. i would probably fly into gai if i was visiting. they have a resteraunt on field longer runway seems to be a better airport all around.

I like the idea of partnership except 1 problem. What if a partner flew the airplane 200 hours and the other flew say 50 in a given year. ofcourse the 200 hour pilot is putting more wear on the plane so how is that split to make it fair for both and nobody feels cheated?

It is really ashame that flightprep was able to get a patent on this. They may have a claim I guess well i dont know since im not a patent attorney but should they really be using their presumed legal rights when most these sites are doing it as hobby or to make a few extra bucks and hey maybe even doing it to contribute safety to the general aviaiton community and not trying to be a major player to flightprep? If they were smart they would have tried to find a way to tie their so called creation to these beneficial sites and get good recognition rather then threatening them until they took their sites down. when it comes to the web it really is better to catch bees with honey. with the advent of moving maps and digital charts in makes complete sense to do flight planning online since alot of people dont have paper charts anymore so does flightprep think we should only go to them for flight planning? imsure they have a good product but i will never know now i guess. so with that said even if they are right which is shameful, I will not support flightprep by buying their product. maybe after they go out of business and cant afford to sue then general aviaiton can get back to normal. flight prep if you read this take this as another $149.00 you lost!!

I just had this same problem and went about it the wrong way. i had the seal replaced and by the time they did that and recalibrated the compass it cost me 250.00. a new compass will cost the same amount so replace replace replace.

Im curious to find out what others really want in a hand held gps. If you could completely design your own from scratch and not buy a stock unit already out there, what would be your design intent for the display be? ie would it be small or large screen? thin or that doesnt matter? touch screen or hard key. and what are the most important functions you would implement into the unit? I know theres lots of units out there but cant seem to find one that has evrything I want and/or need!! if you can tell me what you would like and why would be great.