thinwing

My French isnt very good is that 180 euro wet or dry??

My experience is that after any gearup/gear collapse the feds order a 709 checkride...relax and enjoy it ..it will be the only checkride you will ever take that is absolutely free of cost to you and paid for by uncle sam.You also have a reasonable time to aquire insurance/rental aircraft etc.Generally the inspector involved is someone everybody knows so when you call for the appointment /checkride..note the examiners name.While on the checkride they like to see it done in a complex/retractable if the issue at hand is a gearup.This is negotiable but just make sure you follow the checklist to the letter..make sure you announce the "football" if done in another electric retract mooney.Generally the checkride is very short...maybe once arround the pattern..be very sure you communicate your "gear staus check" before final approach .Sorry about your Mooney it is called experience...

Really funny Scott

Hey Becca..a third possibilty is to not repair the hail damage at all...if the insurance check is large enough...how about paying off the note altogether...flying the a/c as is and start looking for used control surfaces to be replaced little by little out of funds normally used to make the loan payment

Doesnt your new wife to be like to fly??

HMM..nice autopilot and hsi is nothing to sniff at..yeah the two 170 b are ugly as sin but they never break...that is why they are still there..if someone is trying to buy your aircraft with glass installed..thay are not going to do it for 70k...only very naive ,very little experienced buyers would seriously make an offer like skynewbies...ignore that...better yet..find someone who is tired of his 135kt 180 and trade...

Getting the second opinion is just another expense....make your offer and deposit preducated on Owner telling Wilmar the plane is under contract and you want them also representing you for the prepurchase.If they will do this..they know that squawk items that are not airworthiness items are negotiable..ie new paint paid for by the owner.I cant see how a second opinion that is done in a day or two can possibly give you more information than an MSC annual of Willmar caliber...my opinion too

I be there if my new wife gives me a kitchen pass Mitch

What was that Kelly Johnson thinking when he came up with that ground loopin landing gear...and the chase drivers...gad I bet they go thru a set of Michelins a week!!

Some really great advice...just about covered every trick I know...Not sure what to make of the suggestion for a cylinder flush///thats a new one...how do you suppose that is done??

Remove the oil filter adaptor??As in the acessory plate??Thats got to be loads of fun!!

If I was flying my husky into a 600 ft obstructed glacier runway while hanging on the prop like Doug Geeting of Talkeetna Ak...an aoa over a storm scope could make sense.But I donot fly into glaciers very often(I did it once)I do how ever fly IMC quite a bit..since my Mooney doesnt have onboard radar my stormscope in cell mode along with the 5 min old XM nexrad is all Ive got to confirm a bumpy cumilo nimbus.Where there is lighting ,there I am not.Not having an AOA in the Mooney I do not miss at all.I once owned a maule m5 with a safeflight aoa that I nevered used simply because when you are low and slow with the stall warner blaring in the background,the last thing you are looking at is any panel mounted instrument.My attention was completely taken up by trees and rocks,wind riffles on water and screaming passengers.

yIKES..NO KIDDING...BETTER GET AN ENGINE HOIST...THIS IS A JOB iD LEAVE FOR AN EXPERT

I think the single thing part 121/135 drivers have over us part 91 is the snd pilot on board.Crew resource is a huge safety increase done properly...not like that avianca 727 crash (ran out of fuel)on approach to kennedy years ago.I agree with ward that a turbo/fiki Mooney equipment wise allows for many more safe dispatches but it still boils down to a single pilot acting as his own dispatcher/PIC/COpilot/maintance officer etc...

I have a 500 that displays on garmin 530...I think combined with the nexrad picture provided by xm weather it allows both 5min old data to be realtimed for tacticle storm advoidance....

about 1/8in on mine

I am thinking how much more junk I could load in the Bravo if I lost 30 lbs

Hey Jose..why dont you try this stuff out on a nice winter day with frontal passage on a flight 2 or 3 thousand above freezing level and report back how well it worked!!No fair testing out over Bahamas or Baja California in summer!!I await your report..kpc

Hey great idea for a scat tube tool!!I use a bent/ground/polished screw driver...yours sounds better though

Ok so he is now getting his rating cause after 30 years of leisurely flying in the Memphis area he is smart enough to know that one of these days he is going to fly thru a cloud made of cumulogranite.I do not think you should be writing about this stuff anymore...you are not only incriminating your self but your non ifr rated ifr instructor..I am over and out

It was made years ago...vfr pilots werent getting any unusual attitude practice and every year 50 vfr pilots came spireling out of cloud bases to low too pull out or pulling the wings off if the cloud bases were high enough

Maybe I should apologize over that parrot crack but some day I might just be letting down on the localyser into Memphis when his buddy is up flying thru little clouds!!

Yeah..that part of the airplane is new!!

No other to say this but to blurt it out(i did count to ten and remembered the golden rule)I do not think you have a lick of common sense Robert and given the choice I would rather be in an airplane with the parrots piloting

One other thing..you mentioned that the mentor who taught you how to fly into clouds and "dont look outside ,look at your instruments"was a non instrument rated 3000 hr pilot.Do you see a problem with this???Was this mentor one of the pilots at the local drop zone that you skydived at?If so...you really got my attention kpc