flyboy0681

When I was looking into buying into a partnership in 2010, I really liked the Commander 114 and used the FAA registry to track down each owner near my local airports. I wrote a standard letter and sent out about a dozen and actually did hear back from several. One owner took me up in his Commander to familiarize me with the plane, but he wasn't interested in a partner. Two weeks later he called me out of the blue and said that his hangar neighbor was looking for a third partner who had a Mooney and got me in touch with him. That's how I came into my partnership. I really lucked out because I have two great partners and we are always on the same page in terms of maintenance and upgrades. I'll be honest, I still like the looks and roominess of the Commander, but I've come to love the speed and efficiency of the J model.

Add to the list of features that this plane is immune to a midair.

We used to have a Mooney owner here, DAVER328, who sold the Mooney and is now the proud owner of a Ted Smith Aerostar.

Does it also work for colonoscopies?

I remember the incident vividly when it occurred, but I was totally unaware that he removed and disposed of the wreckage until I just read the link. Like Hank said, his was a very mild sentence.

In our partnership agreement, the outgoing partner needs to seek approval of the incoming partner.

Yup, exactly what it took me and my partner to get the two sleeves in, a little over an hour. In the middle of a Florida summer mind you.

I had the same problem a few years back, but it was a bit more harrowing than having them stuck in the down position on the ground. I was executing a go-around (due to another plane crossing the runway at an uncontrolled airport) in a very heavy plane on a very hot Florida day and the flaps didn't retract. Once on the ground I was able to retract them by vigorously shaking the right wing flap panel. In the end it was the micro switch.

My LED.

Excellent point.

I just happen to have one in the drawer..

True, but the partners decided that we want the actual numbers displayed.

Thanks for the offer, but unless the clock could be set to our current value, we'll have to pass.

According to the date in the pictures, July 2021.

The hours meter on the original tach stopped cold dead a few weeks ago. I'd like to order a new Mitchell tach from Aircraft Spruce but the site doesn't make it easy because too little information is given on which one to order. Adding to the confusion is the average RPM's listed on the unit that I think I need (model # D1-112-5023) as being 2,300. I do like that idea that silk screening and the hours can be preset, but I can't determine which item to order. Has anyone here replaced theirs recently, and if so, what is the actual part number to order. This is for a 1983 J. BTW, my partners and I want a simple replacement and not go through the expense of an electronic tach. This is due to last months $12k expense of having the tanks resealed.

Had the identical problem. Lasar works with a welder that specializes in the repair. Total turnaround time was about ten days. The only problem was inserting the plastic sleeves (supplied) into the structure because there is simply little clearance. It took my partner and me over an hour to get just one inserted, without destroying it in the process.

In that case, I'm doing everything correctly. But as others have said here, valve sticking is just an inherit condition of the Lycoming design, so the best we can do is follow all of these recommendations and hope for the best.

Well that ain't going to work. I always conduct ground operations above 1,000 rpm and the temps are usually on the cool side.

How is that accomplished?

We've been pretty religious about 25 hour oil changes, but no more than 30.

After a few episodes of morning sickness, our engine was examined and found the #4 exhaust valve was sticking. Time since overhaul is 620 hours. Now that it's been cleared, what's the best way to prevent the buildup of gunk going forward? My partners and I are aggressive when it comes to leaning, but that didn't seem to help the situation.

Amen brother.

Read it and weep. Tucked away in a drawer are statements from 1987, one from the "original" AAdvantage program, the other from Marriott. The award levels will absolutely make you cry. I still have 3 millions miles/points between the two, but they go less than quarter as far as they used to. I'm lifetime gold with American (which doesn't get me squat, but it used to) and lifetime Titanium with Marriott. AAdvantage.pdf Marriott.pdf

"It's shrinkage!"

I spoke to Naylor, who was extremely informative. They can't do the job because they wouldn't be able to certify the tach, but suggested that I contact Aircraft Spruce because they are a Mitchell dealer and can have the hours meter set to a predetermined value before shipping it out. But thanks for the reply.