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140pilot

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  1. The ATC tapes are a combination of all ORF freq. Rescue 1 was probably on ground control freq not on approach or tower. He was already out doing a FOD check on 14-32 when this happened. So the controller called him over the air before they " hit the button " for the field alert. On the tapes it all sound like it is on one freq. I am fairly sure it wasn't though.
  2. Ok I heard they released the pilots name. It was Dr Michael Buxton. I didn't know him so can't say what his ratings were. Photos of scene http://interactives.wavy.com/photomojo/gallery/18138/328499/norfolk-botanical-garden-plane-crash/norfolk-botanical-garden-plane-crash/ Local news link with best info http://wavy.com/2015/03/04/communication-lost-with-small-plane-heading-to-orf/
  3. I live about 3 nn from ORF. We had some pretty high winds and rain last night and thick fog when I got home at 2 am. I have heard the pilot is a local doctor who had borrowed the plane. While I know the owner of 6BB I didn't know the pilot. His initial approach was into SFQ then diverted to ORF.
  4. Folks I am based at SFQ. N66BB is hangared here. The owner of the aircraft was not the pilot nor was he on the aircraft. I do not know the pilot or the two others on board. They have all been declared dead.
  5. What about buying a low to mid time engine from a salvage facility. They often have engines off wind/hail damaged aircrat that were not prop strikes then sell the current engine to an experimental guy as a core.
  6. I am not an AP but I did own another ERAU high time M 20C 3612H which was a 77 or 78 model depending on who you talked to. When we bought it back in 91 it already had more than 7500 TT on it. It also had meticulous maint. done on it and excellent logs and maint records. We had looked at several C models at the time and all others had well under 3k hours and of course the prices were much higher and none was in the condition we found 12H. Sadly I had to back out of the partner ship for financial reasons a few years later but we had already added another 600 hours to the airframe and never had any unusual annual expenses. The aircraft is still in the areas today and still serving her owner well. I honestly would feel more comfortable in a high airframe time Mooney that had excellent maint. than some of the low time hangar queens out there who were maintained by mechs that are not familar with Mooneys. Honestly if the price was right for the airframe time I would not blow off the aircraft just on airframe hours.
  7. Quote: 201Pilot You should feel pretty safe with that offer, I don't think he would ever do it.
  8. Quote: JimR http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=1389
  9. If the guy wants to go off and kill it and deal with the headache of parting it out more power to him. Something does not seem right here. My guess is he is getting exactly what he wanted. A ton of free publicity for an out of annual aircraft with damage.
  10. Why even bother with reskinning anything if it is going to be parted out as salvage. Good luck with the headache of parting it out. I bought a hail damaged Cessna for the low time engine with the idea I would almost pay for the engine for what I made in parts. And 2 years later I almost broke even. Between the calls, requests for pictures, more pictures and even more pictures, crating parts and then shipping them, dealing with damage from shipping or someone that did not read HAIL DAMAGE and complained about the parts...never again. I would get it in annual and slap her on E Bay. It would sell.
  11. I had around 400 hours in C 150s, C 172's and at the time I owned a PA 28 140. After doing some reading I decided the next logical step was an M 20 C and I found a 78 high time Embry Riddle aircraft that worked for me. We flew down to Johnston County in the Cherokee, I read the POH over lunch jumped in and flew her home. Got into the field right after dark and the landing light burned out on final so that was my welcome to the world of landing a Mooney. I ended up flying her 201 hours before I reluctantly sold her. I never did get any dual time in it. But this was before the regs requiring sign offs for complex aircraft. Right now I am flying a Piper L 4 and a Cessna 140. HUGE change of pace from the Mooney.
  12. I had the same issue occur when I had my 78 20C. Coming in for landing hit the gear switch and nothing. Circiled the field and did the same trouble shooting procedures and finally on my last try I cycled the switch and the gear came down. My AP and I jacked up the plane and checked the motor, circuits, wiring, switch and then cycled the gear numerous times with no issues. While I had the aircraft on the jacks I practiced hand cranking down the gear and making sure everything worked properly. I then flew another 20 trouble free hours. Then coming into Goldsboro NC I hit the gear switch and again nothing. This time it was not going to come down so I climbed to 4k feet and cranked the gear down by hand. Made an uneventful landing. Turns out the gear motor had an internal intermittant problem. AP installed a rebuilt motor and I was on my way a couple days later. If you have the chance to practice dropping the gear down using the hand crank do so. I am glad the first time using the system was not while flying the aircraft.
  13. In this crap economy I would not put anything into it you cant pay for in cash. I dont know what kind of flying you do but when I had my C model I was flying trips of around 300 miles for my business with rarely more than one person. Also I was VFR. So adding a bunch of cash on speed mods, or advanced avionics or autopilots just did not make a lot of sense. As for paint it did not make it safer or fly faster so I made do with what I had. I dont think you will recover the investment you make on paint etc. At the end of the day you really need to do a cost benefit analysis and look at what the plane is costing you vs. renting and honestly if the numbers dont add up sell it. If they do I would put only that into the plane you really need and can afford out of pocket. It was hard for me to sell my Mooney but at the end of the day I no longer needed to do the trips and all my flying was local for pleasure and the numbers just didnt add up. It was the hardest thing I ever had to do but it made the most sense at the time.
  14. The guy that owns the 68 had it posted for sale on Mooneypilots.com in 2/09. In the TAP ad it states it has 3900 TTAF and 20 SFOH done in 2000. But the ad posted in 2009 says the plane had 4100 TTAF and 0 SMOH/SPOH. So I would want to do a little bit of due diligence on that one. Personally I like the 62. Same owner 26 years. Looks well cared for with nice mods. Some like the manual gear and hyd. flaps if you dont you wont want the 62. http://www.mooneypilots.com/classifieds/feb_2009_Classifieds.htm 1968 M20C N69ZZ Rare corrosion free M20C loaded with Speed Mods. Hangared at MOB, logs read like well loved business jet (AD-logs for 17 years) TTAF4100, 0 SMOH/SPOH, fresh annual, good paint-white w/red and dove gray, good glass/tires, no hail late 231 style custom high back cloth seats. KMA 24 audio panel, dual Collins Nav 251/Com 351, Apollo Flybuddy Loran, King digital Digitak KT76c TSO transponder, digital Narco 890 DME, PC wingleveler autopilot, wired for yoke mounted GPS, 201 windshield, cowl enclosure mod, 231 wing tips w/strobe enclosure, belly beacon, 231 wing and tail root fairings, 231 tail enclosure, flap and aileron gap seals, elevator hinge seals, new style shock disks, brake rotation conversion, 201 blade antennas, alt conversion, high capacity fuel bladder mod. $60,000/offer Chris Zuschke 251-648-6257 email: zmed@bellsouth.net for pics/specs.
  15. I cant speak for high altitudes but my 78 M20C had 2200 SMOH and I would usually see temps running 100 over OAT and in climb about 110 above OAT. So on a 95 degree days I was seeing around 200 and maybe 210 on climb. As for oil press I was seeing 45 psi on start and at oil temps around 200 I would see around 35 psi. When I was running rough it was usually a lead fouled plug.
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