jezzie

I have been approached by some investors to build some hangers at a local airport here in Edmonton. I have found Erect-a-tube in Harvard Il. and another member suggested R&M Steel in Idaho. I have also seen a carousel type hanger in Fargo ND. If anyone has experience or any information please let me know. Thanks Eldon

Russ, The snow on the ground in Edmonton and generally bad weather helped me stay put, let's hope for better weather next year. Eldon

Quote: skyking Just a reminder to all my Canadian freinds that the St.Paul fly-in is this Sunday. Airplanes, Classic cars, Large RC demonstrations, Food etc. Airport ID is CEW3 This is the first Canadian event for the Ambassadors and hope to have a good turn-out. I will post pics. on Monday Are you flying to St Paul??

Quote: carusoam The enemies of the donut=weight, time and temperature. (not so much, hours flown or number of landings) My guess... The concern for donuts with only 50 hrs on them is.... The 50 hrs were the good hours when no compressive stress was placed on them and they were allowed to relax.... How many years out in the hot sun was 2,500# of airplane squeezing them down ever thinner and thinner??? Longer heavier mooneys are known/rumored to compress their donuts sooner than short / lighter mooneys. Rubber is a visco elastic material. Viscous = slow flowing (years), Elastic = return to original form. Over time, the compression force of the weight of the airplane will shorten the height of the donut. Increased temperature will make it occur sooner. The elasticity is also lost (harden) as the age of the rubber increases. On an active mooney, with only 50 hours, the donuts, were used for a year or less? On an inactive mooney, the 50 hrs does not tell much about how compressed or how old the donuts can be. -a- Although I'm not a mechanic, I do have them on condition that they do work. The circumstances are that the donuts were on a Mooney for 2 years then had a gear up landing. They were removed from the plane and have been inside stored up till now, therefore not subject to heat and downward pressures. I did call a Mooney service center and they said that would have no problem using them. In any event I'm going to copy my AME with your comments cause the final decision is his. Thanks for your help Eldon

Regarding new donuts, I just went through sandblasting the gear and put new powdercoat finish on everything that had no springs or ball sockets, those parts I spray painted. I never thought of measuring the donuts. I was able to find some that only had 50 hours on them, and those are the ones I used. Just curious how thick the new ones are. I measured the old ones and they are between 1" and 1 1/32". If anyone can tell me how thick the new ones are I would like to know.

Hello Everyone, I'm part of the volunteer group for the Green Gang and have been involved for the past 4 years. This group runs the communications for the week. We are the 2-story building on the front row next to entrance of Aero Shell Square. I generally show up 3 days in advance for all the set up then sit back and enjoy all the aircraft arrivals while monitoring the sound equipment till about 2:00PM every day. I was hoping that my 77 M20 J would be ready this year, but I think I will have to defer to next year. Eldon Gjesdal 1977 M20 J "jezzie"

Hello Everyone, I'm part of the volunteer group for the Green Gang and have been involved for the past 4 years. This group runs the communications for the week. We are the 2-story building on the front row next to entrance of Aero Shell Square. I generally show up 3 days in advance for all the set up then sit back and enjoy all the aircraft arrivals while monitoring the sound equipment till about 2:00PM every day. I was hoping that my 77 M20 J would be ready this year, but I think I will have to defer to next year. Eldon Gjesdal 1977 M20 J "jezzie"

Hi everyone, I think TW Smith are not in business, when googled some sites come up about using unapproved parts. Looks like I will have buy an engine outright. Lycoming has a $5000 discount, checking that out. Contacted Mattituck and Penn Yann waiting for some replies.The engine has a serial number and Lycoming data plate, if the engine is being rebuilt using all new parts including cylinders, I don't understand the reluctance to do the work. Pro Aero in Kamloops won't start the rebuild with out the logs or an approval from Transport Canada Any one else have some suggestions or know of an engine? The engine is a IO-360-A3B6D. If possible I would like to install a IO-360-A1B6 which according to the Lycoming is also used on M20J. Kind of like to have 2 separate drives for magnetos rather than one drive system. But then of course who knows if TC would approve this without an STC. Perhaps the new IO-390 STC would work. Thanks for all your help Eldon cell 780-975-8598

Micheal, I tried what you suggested do you have URL that I can try Eldon

Hi, I aquired a 77 M20J N999VM with no logs. A quick check of FAA records show a form 337 March 28 2000 completed by Superior Aviation Brandy Station VA the authorized signature shows what appears to be James G Phelps no phone number that works. I have written them to get some info, and hopefully a response will come soon. The engine tag says TW Smith, and I can't find any info on them also. Does any one know if they are still in business or how to contact them. Our Canadian regulators want some info as to A/C times and parts used. Is there any way to find out who did the last annual? I have copies of other 337's and will send them the same request in an attempt to get some history. Any and all help is appreciated. The other option is to complete the repairs and maintain the current N number and have an A&P sign the annual. I do have a US address that would accomodate that Thanks Eldon 99VM hopefully soon C-GJEZ

I may have a pair for sale, I purchased a set from a 81 M20J, and our Canadan DOT may not allow an add on as easy as an FAA field approval. I am trying to get the counterweights included that would be hidden inside. I won't know for a few weeks