jetdriven

Seriously, though if you have extensive experience painting stuff and you value your time at zero you can paint airplane and save money but it’s going to look like you painted your plane to save money. And when you go to sell it that’s going to be reflected to. And that’s even before we talk about the artistic aspect of all the layout. A magazine picture of a long body morphed into a short body or a mid body airplane painted in a T hanger frankly, doesn’t look that good, if you buy the right materials it’s gonna cost about five or seven grand. Shoot, Hakf the time the paint shops can’t even get it right, and you see a series of 1 foot long tape lines morphed into a curve waterline or solvent pop, overspray, or everything else that’s wrong with paint jobs.

Dang was a blue and white 201? Because I did a pre-buy on one over there and it looks like it was painted outside and it was not in the logbook and the owner owned a boat painting business. What a coincidence. Some unfortunate guy that I’ve seen on the Facebook DC pilots group bought this plane

Send the cylinder to Poplar Grove to get reworked and you can still make it.

What is a mooney specific upgrade seminar?

When we first bought our plane we changed the nose tire. We reused the tube. It went flat on the next or the second flight. It had a small hole on the side of it, all we could think of is it had a wrinkle which finally shaved through after five or six landings. We took it out and folded it up in a box and set it on the shelf. Later we changed out the main tires and put on desser tubes and put those tubes that came out of the tires in boxes. Within a year, the original nose tube was disintegrating, it turned into powder while the tubes next to it was still supple and probably reusable. Interesting thing with the desser tubes was that one failed before we could get it off the jacks it was flat the next morning and taking it apart they were bubbles coming out from where around the mold seams were the stem was molded. The other one lasted about a year and it went flat while I was taxiing from the fuel pump in Kerrville back to the hanger on a day trip. That one cost me 500 bucks and since then it’s new tires and new airstop tubes and I haven’t had one go bad yet.

star lock washers are also tried and tested, but also single-use. just get the Airstop tubes and follow the manual, inflate to rated PSI and then check in 24hr.

More pics of that interior. Looks great

Sure the suits begin. And the insurance company is on the hook for the defense. But it’s that, the hull, and the policy limit. Often it’s only 100k per seat. The pilots estate pays the rest.

Lifting the tail I’d imagine. Send it to LASAR for new bearings and to have it shimmed tightly. And also replace those bolts that hold it to the fuselage.

Bundled into that was the 737 max which is a huge payout, but has nothing to do with GA it whatsoever.

In this case I landed it and turned off on the reverse high speed long before these guys behind me touched down. And they even put a guy between us to take off.

Going into IAD two days ago yes, I was, but that’s a rare occurrence.

Hartzell, which is really Kelly, quality control is total shit. Plane power alternators at least new, the Prestolite is a rebuilt 1970s ford alternator which fail pretty regularly and also cost 900 bucks because they say well if you want to overhaul it you can send it in and wait six weeks and will send it back to you someday. You should just buy one and send yours in for a core. Great

I think the STC specifically states that it has to be an engine driven vacuum pump. But since the electrical motor drives the vacuum pump in the tail, you should put a standby alternator on that and then you can have your standby alt alt whenever you throw on the switch right?

I think it’s a little less noise and a little better protection from birds, but it takes extra several hours to install because you have to mill a step on the edge of the window down to fit inside the joggle but not too far is to be visible from behind the plastic.

Which is why you have a backup battery on your standby AI. Or pair of G5s etc. That’s your third and fourth independent source. There’s actually something to be said about a lifesaver iron gyro with a backup battery. It’s not electronic

Can’t use an STC as approved data for a field approval. However you can hire a DER. Not being able to replace a vacuum pump with a alternator is patently ridiculous.

That’s exhaust corrosion. We had our last mount done by awi and it was about 1200$.

There are M20J’s flying around with standby alternators on the vacuum pad. How’d they do it?

We could not even get 1 million smooth on a lowly 201. And we’re paying what you pay besides.

It’s not advertised or it was not sold to be a standby system only for the Approach Phase of flight it was a standby system for all phases of flight. That’s why there’s a Placard on the instrument panel showing Max usable manifold pressure per altitude. But generally I agree, we have better technology now get AHRS electronic gyros and let the standby vacuum drive your vacuum attitude indicator for your century auto pilot. Or just rip everything out and put in a standby alternator which is really the best way to go here

I think the factory calls it 24 hours flat rate but I can’t do it in less than 30. But I use the whole checklist to. I’ve read a lot of log entries and very rarely do they say accomplished the Mooney hour/annual inspection checklist, they say they referenced the checklist and used FAR part 43(d) which are not the same things.

And all over the whole country you can make an M20J sustain level flight at about 15 inches of manifold pressure. You’re not getting anywhere very fast, but you’re still flying. Here’s a quote from the POH at 12,000 feet there’s still 5 inches available there. Now just depends on the exact model airplane you have whether it’s turbo charged and where you live but for a large part of the country it’s doable.

You have to pull the throttle back the same number of inches a vacuum you need which is about 4.5” I don’t see how somebody’s Mooney cannot stay aloft at 4000 feet running 22 inches of manifold pressure that’s still almost 60% power.

I’ve done a bunch of this stuff and usually the paint touchup looks worse than just leaving it like that. First you got a prep the metal well enough that it’ll stick then you have to feather the edges then you need to prekote it and then prime it and then paint it and you have to match the color accurately. and then you have to mask off the entire airplane and the only paint sections but then those sections will look nicer the rest of the airplane then you need to buff the entire airplane to match and if by the time you get done you’re gonna spend four days and it’s gonna look one percent better than it does now trust me on this it isn’t worth it.