thinwing

hey thats on my bucket list...someday..

Simple answer 5 to 10% depending on overall condition and any other issues...or zero if this bird had it all...good engine time/good avionics/paint interior /good maintance/no corrosion/nice glass..than the skin repairs are not an issue at all..my 2 cents

FAA website too slow...all it did was say "loading"

Better monitor # 6 for a while...a clogged injector afetr a couple takeoffs hopefully not getting into detonation or preignition range do to excessive leaning....I would be concerned about a broken ring at this point...ie if you can definitely hear air enter the crankcase from a hot differential comp test...

Boy that is the truth...without constant practice handflying one could really see their basic instument skills deteriorate..were i really appreciate the 225 is on long 3 hour flights...I find handflying that long just too much work

love to see the pics..its amazing what you see being trailored..I have done my Bell 47 several times but the blades on in the blade boxes

Robert you have mentioned several times during your posts your doubts about continuing flying at all after this last experience.I hate to suggust this in a forum as I cant speak to you one on one but if you really feel that unhinged by this experience than i recomend you stand down from flying.I have introduced several friends to pvt aviation and have seen that it isnt for everyone.I remember reading a essay on fear and how a little fear is a good thing..too much and it robs you of rational thought,paralysing rather than getting you thru...By now you probably have a good idea where you are headed after this experience..one thing if you are really starting to doubt your piloting abilty after this rather than "well I did a dumb thing flying vfr that day "and moving on...there is no shame to simply admit flying is not for you...if you are really having flash backs when you look at clouds or feeling guilt because you put your children in potential danger...please donot take them flying again until you work this thru ..maybe with a instructor..i might be totally wrong but I sense you have lost self confidence in your piloting and decision making..k

New hanger huh...ok first you need a used refrigerator well stocked for those hot afternoons.Than ground transportation...a quad or honda 90 for lunch and potty breaks.A nice 100 watt sound system and depending on space a nice comfy used sofa...hopefully rat proof.Varius avation art ,posters,oil advertisement,mooney parking only sign completes the ensemble.Oh and get some nice lighting...300 watt florescent tube equivalent ,racks for your folding bikes /kayaks etc....

Wipaire...They actually are your best choice right now...1 they are on the field and can do any repair.2 they can check out quality of sheet metal work and riveting since unlike the Mooney factory they currently are doing manufactoring of amphibous floats and have the best sheet metal shop in Minnesota.3 While at Oshcosh a couple years ago I was interested in synthetic vision upgrade to my Mooney g500...of all the avionics shops I talked to it was the Wipaire avionics division that gave me the best price and was willing to taxi out to appleton airport for the install...everybody else was too busy trying to make the BIG deal.4 besides building and installing floats they are used to doing complete refurbishing..so even though they donot specialize in Mooneys they are used to working in tight spaces (ever see the retract mechanism inside of a pair of Wipline amphib floats?)Trucking the bird out is not a viable option and its unlikely your existing shop is going to issue a ferry permit....good luck and sorry your current shop is not getting the job done...this usually happens when certain key parts become not availble...

Two vors plus glidescope and no dme is enough to train by but for serious long distance IFR (single pilot)not very adequate.It is good enough to climb out over local weather or descend into local weather but for hour after hour in the clag you really want an autopilot.The 155 is ifr capable if installed correctly and with its little display at least offers up a moving map...huge for situational awareness hopefully you could find the panel space to keep both navcoms and the gps.I bet you find a lot of instrument pilots who disagree but in my opinion extensive single pilot IFR should not be attempted with out a working auto pilot.It is simply too much work hour after hour for one guy.

Well Robert..we have all been there...first you have a new ticket with probably less than 150 hrs total time...your weather briefing did indicate at least some weather along your route..that was the 2500 broken layer...with the high overcast and haze that is what started you panicking a little bit...so you do what maybe most vfr pilots do and look for a hole....those are called sucker holes for a reason.I have to remind you that the best course was the classic 180 turn..the weather was at least for a while ok enough to fly to the point of which a layer above and a layer below plus haze maid you unable to discern your horizon.That is where you should have pulled out the 180 turn and flown back to where you came from and than land at closest airport.As a new vfr pilot that was the best course of action because you havent encountered enough weather to add to your repertoir.This experience is certainly not a reason to give up flying...you will probably be a little over cautious for a while..not a bad thing...just remember the only difference between you and a statistic during that flight was a little bit of luck and probably a smooth layer you climbed thru.I dont have to tell you the out come if you were trying to get your instrument scan going while you were scared s****less and the airplane was bouncing arround thru turbulence.Please dont take my comments as being overly critical....how else can someone get the needed experience if he never pushes the envelope a little bit.And yes the ifr ticket should be next but remember that starts a whole new learning curve...I remember as a new instrument pilot a dark cloudy night going into Juneau AK....but that is another matter....

Hi my name is Daly and I am a retired big city mayor now living quietly on a farm.Can any of you wonderful pilots out there give me and my wife a ride to Chicago???She will bake cookies for the trip...thankyou so much...RD

Nah keep it simple..once you factor in yearly flight hours/hanger tie down/etc than divide that number into flght hour for trip the aopa average operating rate guide plus the lost income on capitol expenditure,less the ....on second thought just hand over all the money in your pocket for the ride..

The thing is drunks on the road or in the air seem to be protected from personal injury...I keep seeing news reports of a drunk being involved in a head on collision and walking away...something about being relaxed on impact...this guy ,walks away from a night flight involving inadvertant imc and hes to drunk to panic ...he could argue the booze saved his life...

the adjustment is made by software by changing "K"factor ...its alittle hit and miss but first need to start with known quanity..like empty tank/full tank ..than measure fuel actually used and measured by the shadin fuel totalizer....the manual than will talk about what k factor adjustment is needed...its trial and error..and can take a few tries to get it dialed in

hard to tell from photo...for sure the green znic chromate is flaking off and due to rivets being uncoated prob applied at factory...are those white areas white powdery looking???

Wait a minute..you are shipping engine for overhaul to Zephr right...get the box from them..if they do a lot of engines they will have the crates...of course figuring all the shipping is part of the engine overhaul processs...when I did the Baron engines..I ordered factory remans but continental had a deal on factory new..so we shipped back cores in same boxes that continental shipped new engines...and I dont think card board is good enough...the sides have to be fork lift proof because sure as anything the trucking company will put a forklift tine through an engine case..

I was going to say skywarrior ,you sound like Emily Latella on the old sat night live show...you know the cranky gal who constantly spouted off on stuff she had misheard....A classic is "whats all this I hear about eagle rights"when the other anchor women ,played by Jane Curtain tells her what a boob she is and its Civil rights...etc...than saw that since your stall strips arent TKS protected you figured none were...well I learned something..I assumed all Tks systems had those laser drilled titanium stall strips just like my fiki system did...so that is another difference..besides not having the dual pump installation.Does your system have prop deice and spray bar for windshield?By the way...I have noticed that in actual icing conditions....it is stall strip that ices up first....

some very good advise...I am also surprised from above advice just how much things have changed.Especially for the guys getting their rating in technically advanced aircraft....in my day...there would be no auto pilot use allowed at all...especially when changing frequencies or setting up for approach....I think its up to the examinar but that give me a altitude/vector till I can figure out where i am wouldnt work..It would and did equal an instant pink slip on the exam...or least did for me...but I had a hold entry 2 min after takeoff and the examinar failed one of the vor recievers....result....spagetti in the sky!!!!Any way good luck and if the examiner will allow movingmap use ,/ap use while multitasking..more power to you...it was and is the hardest rating...kpc

Well John good luck with the new bird...kinda opposite for me...I traded in a Baron for a Bravo....six seats were nice but my d55 didnt have near the equipment my current Bravo does...and I really only need two seats now...and that Baron was a real B#### to uncowl!!!!and there was two of them...

I can help you with that as I am based at ksac...feel free to pm me..kpc

I wonder what a dry ice (frozen co2)would do and if the outgassing co2 would prove dangerous in the cockpit....I think a sealed unit with an exaust tube to the tail would mitigate that same as battery acid fumes.It would be a hassle but dry ice is always availble at super markets sold out of insulated freezers.....so a flat heat exchanger air in air out ..5 lbs of dry ice would be all it would take for the same cooling effect as 20 lbs of water ice....hmmmmm...feds would never approve it but...

i think presurized mags are pretty much standard on any turbo charged aircraft...after 15 k or so the air loses about half of its dialectric characteristic and the spark jumps to ground inside the mag.The connectors we all see on our sparkplugs also pressurize by compressing the silacone rubber cone into the hollow plug body thus compressing the air inside when tightened.The larger body mags like the 1200 series bendix werent so altitude intolerant...Ive had those up to 17/19 k with no missing etc...

Imagine this..you are Chinese business man cranking out cheap products(that often dont work)and as a result finally have an attic full of cash.What to do?You decide to buy a nice airplane and do so paying cash...the thing is ,the military in your country is really paranoid and uneasy about citizens having too much personal freedom,so in order to fly you need to file 38 permission forms in order to fly 38 km to nearest joint use airport of which there are only 5.Consequently your expensive airplane stays grounded and you can only invite your inlaws to sit in it and admire how sucessful you are.So heres the deal....live in America where your business is in the can but you and your airplane can fly practically any where you please but cannot afford to do so ,or live in China ,afford practically any airplane but are told you cant fly..

I operate a tks fiki bravo over the questioners route 5 to 6 times yearly.Spring and Fall an ovation is doable as long as no weather is forecasted....summer an altitude over 15 k over the siskous is what my GF wants to see for the smooth ride.Winter time....any weather at all and that route from Redding on is an ice factory.I have used more gallons of tkb over that route than any where else I have flown.I cant explain it but pacific winter storms (stratus layers)pack more ice per mile than anywhere I have flown in Idaho,Montana ,Colorado ,BC.Probably just my luck but I have had no bad icing experiences flying upper new york state or Pennsylvania...places known for freezing rain....I am ,of course Biased...but Id get a tks Bravo and let the equipment bail you out when you make a bad call on the weather like I someimes do...