jetmech1972

To pour fuel on the fire: If anybody remembers the United 747 that blew its cargo door over the pacific after leaving Honolulu in 1990 was temporarily repaired at Hickam AFB, then ferried depressurized to san francisco for overhaul was only classified as a minor repair.

I am an A&P with experience on commercial aircraft and some on piper and cessnas. I have since transitioned and now working as a Registered Nurse. I have all intentions of owning a Mooney in the next year or so....

Experience Requirements to Become an Aircraft Mechanic Print Email You can get the experience you need to become a certified power plant or airframe mechanic in one of three ways. You can attend one of the 170 FAR part 147 Aviation Maintenance Technician Schools nationwide. These schools offer training for one mechanic’s certificate or both. Many schools offer avionics courses that cover electronics and instrumentation. You need a high school diploma or a General Education Diploma (GED) to get in to most schools. The schooling lasts from 12 months and 24 months, generally less than required by FAA for on-the-job training. When you graduate, you are qualified to take FAA's exams. Graduates often get higher starting salaries than individuals who got their required experience in one of the other two ways. You can work an FAA Repair Station or FBO under the supervision of a certified mechanic for 18 months for each certificate, or 30 months for both. You must document your experience with pay receipts, a log book signed by your supervising mechanic, a notarized statement from your employer, or other proof you worked the required time. You can join one of the armed services and get training and experience in aircraft maintenance. Make sure you are in a military occupational specialty for which FAA gives credit. You can get a current list of acceptable specialties from the local FAA Flight Standards District Office (FSDO). You must present an official letter from your military employer certifying your length of service, the amount of time you worked in each specialties, the make and model of the aircraft or engine on which you got practical experience, and where you got the experience. You cannot count time you spent training for the specialty, only the time you spent working in the specialty. With both types of on-the-job training you should set aside additional study time to prepare for the written and oral/practical tests. The FAA will give you credit for your practical experience only after we review your paperwork and you have a satisfactory interview with an FAA Airworthiness inspector. This informatio was copied directly from the FAA site. If you have a long time friend who is an IA and over saw your work for the last few years he may be able to sign you off now. If not the cheapest route is a community college.

Just curious, why would the mechanics be looking into other systems if the original squawk was the oil system?

Check out this link from a RV flyer for trips to the Bahamas and Baja Mexico http://myrv10.com/N104CD/index.html. Also this guy also has a very good write up flying into Mexico, scroll down to under trips http://www.vansairforce.com/community/showthread.php?t=14032.

On the back of the bottle or jub depending on the quantity one purchases it gives the breakdown on how much to add to the fuel system and oil system. I do know it works great for loosening frozen hardware from high temps or corrosion.

Does the logs have the vendor who repainted the aircraft and signed the logs for the W&B?

I'm taking the kids in town to Nut Tree airport to Mustang Days. Every year they have had a good showing of P-51's. October 8, 2011 12:00pm - 8:00pm 3rd Annual Mustang Days At Nut Tree Airport. This event honors the WWII-era P-51 Mustang long-range fighter. Other vintage aircraft will be on display, along with vintage Mustang cars. Rides in a Twin Beech and Travelair open cockpit are available for purchase

Not only does 'all smiles' bash AAA, he continues to bad mouth Aspen products. As an avid reader of this site, I truely get tired of reading his negative comments on most subjects...

Quote: 201-FLYER Jim- If you check my web site (www.FASTFLIGHTOPTIONS.com) and click on the Bahmas Travel link you'll probably find everything your going to want to know and then some

Take a look at tigerdirect.com. If you have an operating system disk at home building your own is very easy and you can control the quality and expense of the hardware.

I would suggest you start your training in brand P archer or warrior or brand C 150, 172. A 172 would not be a good candidate to cross the sierra through I-80. the handling gets sloppy about 9000ft and is pushing 100-200ft in climb, a 182 on the other hand does have better performance and payload than a 172. While flying in hawaii I prefered an arrow, a low wing, to cross inter-island. Since you live in solano county you might check out the travis aero club in rio vista. They have a new fleet of brand P and I believe their rates are cheaper than napa and vacaville. If memory serves me right the do take civilian into the club. Nut tree airport has a great bunch of pilots that love to talk aviation. The gate code is 125. I plan to return to flying this summer after finishing nursing school in may. I have no experience flying moonies but have been a life long follower of them. In all the reading out there you will find that moonies are the safest, most fuel effiencent, and has one die hard fan base as you will experience on this site. I do plan to purchase a mooney in the next year. I too have not decided which route to take normaly aspirated vs turbo living in NORCAL. PM me and I will be glad to help with any questions.

Quote: piperpainter wow....just wow! I have an experienced Mooney A&P IA. Not he's not a MSC but he does about 10+ Mooneys a year oh...and his own! Very good mechanic and his shop rate is great. I called a MSC shop in CA about something and asked the shop rate... It was $105 an hour...I hung up the phone. I don't think anyone is worth that much, thats rediculous. Maybe thats how ya'll are seeing such expensive annuals.

If you were in sacramento or the bay area I would be very interest in a partnership. I will be graduating nursing school in may and after finding a job will be looking to start flying again..

When you get your plane back, have another set of eyes go over with a fine tooth comb. If there are any illegal repairs or materials file a complaint with the local FSDO office then seek legal council for the rework.

I'm sorry cant help on this one. If the govenor has come back with a yellow tag and have cycled the prop in your own test then I too would eliminate the prop and govenor. The logic of the posted test procedures I would agree in that replacing the oil seal plug would be the next step before removing and disassembling the engine.

As an A&P I would not risk my license and a lawsuit, that engine needs to be disassembled and inspected per the maintenance manual...

Those lovely parachutes have a cost, 10 amu every 10 years!!! They are a time limit part...

Here is a link to a comparison and cost breakdown you are looking for http://www.n252q.com/2008/01/mooneyis-it-really-best.html who I believe is also a member of this sight.

Might want to go back to the IA who signed the engine installation off and have him update the logbooks; then to the party responsible for the speed brakes installation and have them do their entry.

Case in point in aircraft repair: Do you all remember the UAL 747 cargo door that depressurized and ripped the side of the aircraft off in 1988 in hawaii. That aircraft was repaired, ferried to sfo at a none pressurized altitude, then fully repaired and had a long service life after that. By the way it was not classified as a major repair. Cracks are found in all major support structures i.e ribs, stingers, and yes spars. A repair is drawn up by the engineers based on the location and types of stresses. A mechanic performs the repair per the engineering document, inspected by QA or an IA, and then is released for service. I agree with the other folks, if the repair is done per the engineering document and drawings, verified on aircraft, and properly documented in the logbooks, this should be a non-issue.

Congratulations on your new mistress. How were you able to find a hanger in the bay area on short notice, or are you sub-leasing? Are you basing it out of oakland or hayward?

I dont have an aircraft loan but I do know that alliant credit union does aircraft loans. Current terms 180 months 6.75% look under vehicle loans. They are a good bank with good rates and minimal fees. www.aliantcreditunion.org

Nice looking mooney if it's the one on busaircraft.com

Great point Carusoam, Always follow maintenance manual and illustrated parts catalog for correct hardware and installation. AC 46.13 is a great book for general repairs, for proper hardware use, installation, and torque specs; and can be referenced when signing a logbook. If the lock nut came from a high temp area I would consider replacing it even if tension was felt. side note: Marvel mystery oil is great for loosening seized bolts and nuts! Works better than brands like mouse milk, or WD40 and can be found in any autoparts store. We use this all the time in the UAL jet shop.