bradp

Hi all, Plane is annual right now and the ELT switch, which is of course integrated into the solid state board, broke off during the test. I'm looking for an EBC 102A model 121.5 MHz ELT or similar in-cabin accessible ELT. Board, PM or email is just fine. Thanks and take care, Brad

Pediatrician, Immunologist, and since acquiring N201QH near-perpetual moonlighter

Hi all, I am currently looking for a mechanic to care for a '77 J in the Boston metro area. There is a mechanic outfit on airport. However, I am a bit apprehensive about bringing the plane there at the recommendation of about every based pilot at the airport that I've spoken with. I don't want to make any comment about the local outfit as I have no experience with them whatsoever except that they've been totally helpful with finding me lightbulbs, oil filters, etc on short notice. Seems most of the local pilots had used a different shop on airport until a roof collapsed in a snowstorm and abruptly ended that business. Any recommendations? Either on forum or PM would be appreciated. Thanks much.

Hi All, I want to run my cylinder #3 CHT probe from a JPI 730 as a bayonet instread of a spark plug washer gasket. I understand the best way to do this in order to keep the original indicator operational is to piggyback the JPI and original bayonet using the JPI 5050-A adapter. I called over to JPI today, who said that they stopped making that probe. Does anyone have an extra 5050A that they are willing to sell or know where to get a hold of them. The other option would be to use the boss with a JPI bayonet and use a gasket with the original red line pane guage. The issue is that the original guage uses a single wire resistor type temp probe and that this would in all likelihood require a 337 to keep it legal. Thanks and take care, Brad

I think I saw that plane listed on BT website last week. NDH and "a steal". In all seriousness it is a shame to see that plane in such a condition.

Hi All, After my first post here almost two years ago I am about ready to place an offer on a west coast late 70's M20J. Unfortunately, I haven't been able to go look at this plane in person, but have full copies of the logs, and have chatted with the A&P on a couple of occasions. George Perry and Parker have been kind enough to help me out with looking at (and avoiding) another J, but The owner was kind enough to send me some photos of a couple of key areas I had asked about (namely looking down the empennage, and some photos up each of the gear wells). Things I noticed are that the control actuator tubes are a bit browned and there is some discoloration to the zinc chromate on the floor of the empennage. With regard to the gear wells, there is peeling, and in some spots chipped paint on areas of the main gear. What I wish I had that I don't is a photo straight on looking toward the main spar caps. My questions for the collective wisdom of the group are 1) is there anything that can be seen that would constitute a show stopper / deal breaker? 2) are the areas of chipped paint along gear well rivet seams consistent with where a (now fully stripped and resealed) fuel tank may have previously leaked from? 3) This airplane has no reference to 208A/B having ever been completed in the logbook. It may have original insulation, but has been hangared all of its life and has no history of window leaks. The current A/P (owner's) assures me that he has inspected the tubular frame of this plane (but it ain't on paper, so it don't count). Clearly the tubular frame is something that should be looked at prebuy/annual. The MSC I plan to bring the plane to for prebuy / annual is Top Gun and Mark says that he as a matter of routine looks at the lower parts of tubular frame from the belly inspection panels on his prebuys. How worried should I be about original insulation holding moisture for the last 30 odd years? Photos here: http://mooneyspace.com/index.cfm?action=gallery&userGallery=1437¤tAlbum=759 Thank you all. I apprecaite all your experience and your willingness to share. Brad