thinwing

regarding prebuys,what is a reasonable distance for the seller to transport the aircraft?On Beechtalk.there is a comment about a buyer wanting a shop 3 hours away and the seller stating.."if i did that and seller opted out at prebuy,I would be out and entire day ,plus 6 hours wear and tear plus cost of fuel"Should the buyer or seller pay for this?

that pinkish stain could be oil components burning off...id do a runup with cowling off...

the local rental club CFI is doing the catalina checkout in a 172....a whole difference from the OP s m20J....and he has already recieved the best possible Catalina checkout offer if he is willing to fly to San Diego

good idea eman

that looks like 1 of k2 avation otters out of talkeetna.They take a lot of tourists for a glacier landing on ruth glacier

probably a good idea....the airport itself is not difficult,its the illusion presented on short final that as you approach the numbers ,you are presented with a clift face.That and its located on top of a 1600 ft mountain right out of sea level.Other airports present the same illusion though..Sedona,telleruride,old st george...all are built on plateaus with steep drop off.Basically,if you fly on the numbers,and concentrate on the approach markers and not the cliff side ,you will be fine

Steingar..there was another crash in kenai ak..that did result in a passanger drowning...185 amphib gear down water landing...elderly dr passenger didnt make it out

or look for a later revision...call it "B",that states in order to install in airconditioned M series etc,a 90 degree multipin adaptor ,p/n xxxxxxx is required for installation

I hadnt heard that this crash resulted in fatalities....at the end of the video .a guy is shown calmly sitting on a spreader bar and another in the water...if there was a third passenger who was drowning...why wasnt that guy frantically attempting to help?

all 3 amphib aircraft I have owned ,have had gear warning systems (both light and verbal warnings)Above crash sequence is the go to warning about the dangers of landing gear down.Fortunately our Mooneys have the option to retract the gear presenting a smooth belly to land on.Conventional float equiped amphibs suffer from being top heavy so that a sudden deceleration practically insures a flip.Hull types such as lake amphibs,sea rays,etc dont necessarily flip ..but end up severly damaged,windshield stoved in nose torn away etc.Having been in one high speed water /aircraft collision that ejected me out the aircraft still attached to my seat...Im here to tell you a water crash is quite survivalable.

this

Clarence,he probably has a long time working relationship ,and the IA trusts him...similar to shops using non ap rated mechanics under direct supervision....say he does the runup first thing...than decowels and calls the IA over and they both do the compression check...than he opens up the aircraft,drains the oil while hot,and places jacks.Removes the plugs and calls the IA back over to observe magneto timing and starts going over Mooney annual/100 hr check list.Pretty common for owner assist annuals at my field

photos show a textbook "perfect ditching"...close enough to shore for an easy swim,full stall let down at slowest speed,no muss no fuss..this is why if suffering an engine failure over mountanous terrain,im headed for the nearest lake...

I used to be able to fly 5/6 hrs also on crummy weird Stinson seats...not any more...now i get antsy at 3 plus hours...rolling the seat full back,swinging a leg or two to the copilots side....a big help

one of our air squadron members has a truck towing company...he used airbags under the wings to lift a gear up landing

West bound ,over housing ..I think I would consider a water landing in deep water ship canal

at my standard 500 ft per min climbout at 130 kts ...in 3 min im at 1500 ft but im also 6 or 7 nauticle pass the airport....so the point being ,could one glide a heavy long body at 1500 6 or 7 knots back to my departure?In my case ..if im east bound...another long runway like old Mather AFB is a betterchoice...north bound..another old 15000 ft runway at Mcclellan awaits...south bound...lots of open pastuer land ...so it would be rare i would consider the so called 180

she must have an iron butt,,cant imagine sitting on that seat for 7 or 8 hrs at astretch

i think he is addressing student starts and finishes..vs total training requirements to earn a PPL

cant imagine how he would have the time for plane ownership right now.My friends residencies in general surgical back in the 80s must have been rougher...maybe a partnership would workout with shared use and somebody else to help with maintance and inspections.My first airplane ,a year out of school and student loans...was a 3500 stinson that needed 4000 engine work.It wasnt ifr capable but a 450 mile trip was doable at 110kts.

back in 2005 i think...we lost an air squadron member.He was spraying a large field that required multiple days.What happened is he struck a temporary meteo tower that wasnt there the day before.The farmer failed to inform him of the change and back then ,there was no requirement to report under 200 ft towers .his widow went to DC ,and lobbied for the change that required reporting any temp towers that posed hazard to air navigation.

I kinda have to hand it to the guy..he is fearless...ive had one ride in a seawind.....with one water landing...i was terrified ,and i was with an expert pilot with lighting reflexs....definitely an accident waiting to happen

Interesting design..the biggest problem i see with this aircraft is that it is just to F***ing ugly....

we just got back Sac to Mccall ID....at 13/14 k....ifr both ways with intrument approach and departure.Our view outA was exactly as shown above....the only incident was while on approach to Mccall.We were cleared for visual (2 to 3 mile vis)anouncing were inbound when on short final i noticed a biz jet taxi out and immediately spool up for takeoff in the opposite direction straight toward us!All i could think was ,if the smoke was a little thicker I would never have seen him...white against a smokey background....well my other pilot friends had stronger comments than my comment to the biz pilot in a hurry was "thanks a lot pal!!...moral to story ..beware uncontrolled airports claiming vfr but in low vis conditions.

now i really appreciate the installer of my g600..all 3 connectors have anout 3 in of slack ,so once 6 panel screws are removed..there is room to simply pull unit out by hand and reach in and remove connectors.This also made the job of removing all the vacumn regulator/hose etc from the firewall...it provides a huge accesss hatch to the backside of panel