eldeano

That's pretty awesome!

Short of replacement, wet sanding with micromesh, then polishing is the most effective solution. You will find verying kits for this at Aircraft Spruce and possibly Sportys. This is how A&Ps are trained to polish windows. It's a bit of work, but it produces good results. Good Luck

That looks really nice, good job!

Wow! That's crazy!

Quote: The-sky-captain I'll have right around 240 hours for the 12 month total and every second has been in the Mooney. The cool part is that my 1 year old son just got a "first logbook" for Christmas and he has logged 13.9 since his first flight in October. Hopefully he gets the flying bug from me like I did from my father.

The good news is I got about 100 hrs in the Mooney The bad news is, that means I have to have my prop hub eddy-current inspected again. I Haven't added up my time in other products yet for the year.

Awesome adds!! I did my original flight training at VGT. Call in at Kyle Canyon Road, report over the Santa Fe for 12R.

Did they shoot Rudolph!!!!! Kind of funny

Quote: Clarence I would submit that few if any aircraft in the fleet are "Airworthy" in the eyes of the FAA or any other regulator based on any number of items from illegal/ unapproved parts to impropper maintenance etc. Clarence

Chroming any steel part is generaly not an accepted method on any structural parts. The process for normalizing a chromed part is usually only used on the inside of cylinder walls, or on certain bearing surfaces that require extra hardness. You can refer to the AC 43.13-2b Aircraft Inspection, Repair and Alterations Acceptable methods tecniques , and practices for further reference. It is available on the FAA website. However, when you debur the tubing for the rod ends you zinc chromate the tube before reinstalling the end tubes, which is I'm sure what they meant, which is the accepted method. http://www.experimentalaircraft.info/articles/aircraft-building-7.php

Quote: Bnicolette Hey.........I owned a Piper Tomahawk. Just last year as a matter of fact. I bought it November 1st and sold it December 3rd. Yep, it was a new record for me in airplane ownership. I put just under 13 hours on it and I hated about 12 of those hours. Unless it was dead smooth out, that tail would swing back and forth like nobodies business. The only good thing about that airplane was that my 8 year old could see over the panel with a pillow under him. He had a great time in it and was sad to see it go. After sales taxes and a little labor with painting and repairing the plastic, I actually netted $480 on it. LOL Probably the one and only plane I'll ever make money on. BTW, I've owned my Mooney for 10 glorious months.

Just a couple of years. No...................I didn't own a Piper Tomahawk before that...............................why are you accusing me of that.!!!!

Quote: Mitch Come on you guys, this is a happy Christmas thread, not a 172 bashing contest!! Even though they are simply a garden variety airplane at best!!!

Quote: fantom Parker....my two cents is a TSIO-360, as in a real Encore, not some old K with an Encore conversion. Current prices a compelling for buyers, not so much for sellers.

Just my usual annual trip around the world tonight. Probably make about 3.4 billion stops. Lots of short take off and landings, not to mention extreme IFR conditions.

Normally I would say this is a lot of speculation, but given the events of the day yesterday and the time of year, this is probably a good conversation to have. Last year we had a little bit of the same thing, and I believe one of those was a Mooney in Colorado Springs. I assume the TBM had Boots which can form a layer of ice on the outside of the pulsing area. Interestingly enough at work we have two Cessna Caravans, one TKS and one with boots. I think pretty much everyone prefers the boots because you don't have to worry about minimum fluid levels and it clears the ice quicker and more consistantly across the wing. One interesting point with the boots, the FAA used to recommend waiting until you have about a half an inch of ice before deployment(to prevent an outside layer as mentioned above), now they recommend deployment at the first sign of ice. However, Cessna at their winter flying meeting still recommends waiting for a layer to build. Anyway, I think it comes down to, quoting Tom Collins, "some weather just isn't meant to be flown through no matter what type of aircraft you are flying".

Here is a pic of the Lasar panel in my 63.

Living up here and flying over Camino Island every time I leave my home airport. I can say he terrorized these people, made them feel unsafe in there homes. He changed their way of life. It just doesn't seem like the victims got heard in this case. Life will never be the same up there. All due to this punk kid that people almost treat like a hero.

If I had enough faith in the flying community to make proper radio calls, I would agree. However my only two near fatal incidents happened at uncontrolled airports. First in Mesquite, AZ when a amphib glastar took off from runway 1 with no radio calls until he took the active when I was landing on 19. Even if he had just been monitoring the freq he would have heard me. The second one was at Arlington, WA where a helicoptor was doing a practice approach with center and never switched over to make any reports on the CTAF. I was taking off in the opposite direction. If I was in a high wing, I would never have seen him. Arlington has a history of incidents as well as a couple of fatal mid-airs. Also foreign students operating at busy GA airports can present problems. Generally, I try and avoid uncontrolled airports on long cross countries, because if you are unfamiliar, you have a hard time understanding local position reports. Also pilots practicing approaches forget that the VFR world does not understand where the VOR A approach is!! This would have to be done with caution and knowledge. However these things tend to be done purely statistically. PS I could give the name of a couple of Post offices that could be shut down tomorrow, and I am not sure anyone would even notice. Also, these days do we really need mail on Saturdays?

Sometimes it is easier to take the hose off from the opposite end.

I always felt that the chances of engine failure are remote as well, and you still have options. I'll take the wide pattern. I also turn out wide after passing about 3/4 of the runway on my circle to land instrument approaches were you tend to be very low. Technically on an instrument approach you should not be at more then standard rate, even on circle approaches anyway. At work we have Cessna 208's and you can throw those things around and make them do anything, short approach, no problem. I find that when I am in the Mooney I am better off declining short approach requests and flying extended downwinds instead. Works out much better.

Living in the Pacific Northwest, I've found that the rain slows down all airplanes, not just laminer flow wings. As for the paint, no one here uses wax, because the rain just strips it off. At Kenmore Air our planes are subjected to rain, spray and saltwater. We use rejex, a polymer based coating that has drastically reduced our corrosion issues. But back to the original post, our caravans, beavers and otters all slow down a few knots in the rain as does my Mooney.

ok, somehow I was logged in as flight 2000.

Quote: 74657 Thanks for the help. Testwest - I fly a Missile. Call it a poor mans Ovation.

If your really that interested, go ahead and do a title search, see if it has been landed on its belly. Next step is to check the logs, look for 337s (major repairs) due to structural repair, and go ahead and get a prebuy. Hopefullly it is just some surface issues and everything else is ok. You don't want to take on a project. It's always nice to find a plane that is equiped how you want it, good luck!