N33GG

Green Bay, Residence Inn, and rent car.

Quote: Steve65E-NC I thought we were focused on the horrible end and the confusion over STC ownership. The stuff with Coy and that early break-up is pretty well established. That is unless Coy still had a debt interest at the end, which I never heard about. "Ser che la femme (sp?)" is the interesting part. And, may do more to bring us to current STC status.

Don't forget Narco, Edo Avionics, S-TEC, Century, and a whole bunch of others. When companies like these enjoy their life cycle and then fall, even if they are still around, it is hard for them to make a comeback. Garmin may be about to join King at the ball!

I'd paint shark teeth on it!

Quote: fantom Ditto....nice to have technical facts from an expert. Please stay around, Ed.

May the Fourth be with you!

I did this once unintentionally when flying on the 4th and there was a big fireworks show going on near the airport at which I was arriving. I had a perfect view from above, beside, and even below as I was landing. I sure thought they were going higher in the sky from all the shows I had seen from the ground. In general, it was underwhelming, but still cool to see.

+1 I have always had great experiences with Aircraft Spruce. And I have been dealing with them for many, many years. Five Stars!!!

Quote: DaV8or Here's an idea. When you go around, leave the gear down. The plane will climb up to pattern altitude easily with the gear down. Mine does anyways.

I have known many people that have landed gear up, and not one of them just forgot to put the gear down. Nearly all of them were in a landing cinfiguration with gear down, and were interrupted in some way that caused them to initiate a go-around and pull gear up. For example, ATC direction, or being cut off in traffic pattern by another aircraft. Then, the problem suddenly clears, and you are again clear to land, such as ATC saying runway now clear, you are clear to land, or other aircraft saying I will go around, you go ahead and land. Now you are trying to recover into landing configuration from an abnormal situation. You may be on short final, and not even remember you pulled the gear up. And then it happens... your first gear up landing. Yes, I know there is the GUMPF check, gear lights and horns, and all of those can disappear in the heat of the moment. Trust me, they can all go away as you might be focused on making that landing for a multitude of reasons. Notice the recurring theme, interruptions and distractions... always waiting to catch you! For this reason, one of my personal rules that will not be violated (unless I am on fire or something like that which is more serious than landing gear up) is this: RULE #3141 If I decide to make a go-around, I pull the nose up as I add full climb power, and when I pull the gear handle, I announce "go around" even if I am alone in the cockpit. From this point, I will not attempt to revert to landing configuration without first going back up to pattern altitude and performing the entire procedure over again. I have had ATC and instructors unhappy with this rule. On the other hand, I have never forgotton to put my gear down either.

I think they should just skip the rest of the review inputs and make the whole article based on an interview with Bryan. It would be a heck of an article.

Mine was sealed with a liquid wax that was applied with a mop. Looks great and fluid spills just wipe up easily. If you want any striping or centerline markings or other paint on the floor, do it before applying the wax.

I think Bryan should send them the link to his video!

Bryan: I am curious... which prop do you have on your C? Also, have you done anything to increase the engine performance above stock? I am in awe of that video! "I am not worthy! I am not worthy!"

Quote: jetdriven I would buy a Piper Arrow first.

The mighty C in the hands of a very skilled pilot. Awesome Bryan!

I have flown G models. It is not a great match of airframe and engine, IMHO (sorry to all the G owners out there). I would not purchase a G, even if it was a sweetheart deal. Better to move up to an F if you want the extra room. The long bodies just don't do as well with the 180 HP engines. The short bodies (C Models) barely get away with it, and it is an adequate match of airframe and engine. I would rather have an E, but the C is OK. The G is too much airframe coupled with too little engine for me. The G is indeed a Mooney, but it is a model I would avoid. There are plenty of other great Mooney deals out there right now. If you decide to go for a G, please fly it in various modes and altitudes, and compare its performance to your C. You pay your money and you take your chances. As always, Caveat Emptor. Now, all the G owners can flame me.

Congratulations!!! And I salute your attitude as demonstrated by the title of this thread.

Quote: jetdriven Tomorrow we order an IO-360-A3B6D for 29,150 plus shipping from Lycoming. All in is 29,875. If yuo say it 3 times in a row, it doesnt sound too bad. REGROUND flat lifters killed our engine at 1325 hours and we flew it every week. Musta been that damned LOP and oversquare. Never again. That said, I would rather have a garage oerhaul to service limits with roller lifters than a FOH with flat lifters. I think that is all that matters for bottom longevity. If I live long enough, Charlie can OH our roller motor. Likely someone else will own it, he can overhaul my Bonanza motor.

Quote: tablor Nice products, services, and website!

Quote: tablor Nice products, services, and website!

Dreaming of how to own a Mooney, and trying to figure out how to not have to pay a CFI for a few very valuable hours of his/her time, and enjoy their associated liability, wisdom, experience, judgement, and skills. Does anybody else perceive a flaw in attitude or judgement here? Good grief!

Quote: richardheitzman Kill with Kindness is my motto. I would have gotten out of my aircraft and went over to help unload his aircraft. The whole time I would have been mentioning in a not so subtle way that the fuel point is for fueling, not for loading and unloading aircraft. See, you get your aircraft fueled quicker, and they get the point that they are in the wrong. They person might not have been a total prick about it then. He was probably hot, tired, hungry, dealing with a upset wife / child, airsick, maybe had some bad news, who knows?

Byron: Sorry to hear your situation. I have been through this decision procees SEVERAL, no read that TOO MANY TIMES! It never happens when you are ready for it. In the past, it was never with a Mooney, but the same general choices and issues were present in the process. FWIW, in the past on other aircraft, I have chosen every option on your list, except the factory overhaul. And, when my next time comes, I am going straight to the factory overhaul, for the first time. While the other options in the past seemed like good choices and minimal risk, I had problems and regrets with every one of them. While you can have issues with a factory overhaul, and there are no perfect answers, I will not hesitate for even one second when my engine shoots craps on me. It will be straight to the factory overhaul for me. I could go into details on each option, and my exact experiences may have been unique and not likely to be repeated, but the factory overhaul for me takes certain risk off of the table, and I will gladly pay for that in the future. Then, who knows what my next choice will be?

John: What a great time to be a Buyer! The last twin I had was a BE58TC, a very nice travelling machine. FWIW, I am not a big fan of the BE58P version. So many twins to choose from ... here are a few of my favorites that would be on my short list: Beech 58 Cessna 400 series Piper Navajo Piper Aerostar And a little further up the scale... King Air Conquest MU-2 I am envious. Have fun shopping!