jetdriven

These A&P schools require something like 1900 hours of class time, and most take 2 years to do. Some have 12 month programs. http://forums.jetcareers.com/mx-hangar-p-amt/79964-12-month-p-schools.html Another way is to work in a shop full time for 30 months and you can get signed off to take the test based on experience. Building a homebuilt does not count. Quote: DaV8or There are two ways towards an A&P certificate. Spend loads of money, go to a flight academy and get it done quick, like in a year or less, or go to a city college and get it done in about 2-3 years on the cheap. After that you really need to go and get the IA because that's what you really need to sign off on your own work. It's a lot of time or money. If you don't have either, it's best to find and A&P with IA to just sign off on your work. This is what I'm pursuing.

No way we can get 22.5" of MP at 8000'. Maybe 21" at most

Does the LASAR set include the dust cover you are looking for? Or the LoPresti Hubba caps?

There is plenty of snobbery over in the Brand "B" camp. Must go hand in hand with paying 3,600$ for a strobe power supply, 10K for a set of gear doors, or 5K for a circuit breaker subpanel cause the light burned out. Hey, your faminly rides in that thing, pay up. Only the best.

yes definately say something, you might save his life. some people are clueless to airplane parts.

SSnose $35.00 wheel covers for nose wheel SSmain $45.00 wheel covers for main wheels

These guys did my RSA-5 for the previous owners. Give them a call, and maybe they can talk for a few minutes. Mike's Aircraft Fuel Metering 9406 East 46th Street North, Tulsa, OK 74117-5807 (918) 838-6217 ‎

What brand of LED nav / strobe did you get? The strobe is still a flash tube, right?

The fuel servo on a Bendix RSA-5 uses ram air pressure into a tube (similar to a pitot tube) to give a reference pressure to a diaphragm, which in turn meters fuel to the divider and injectors. Anything wrong in this area can give you problems. I would have it recertified, IRAN'ed or whatever.

Austin, the engine was just overhauled, it is his problem

Try to use an EZ out to remove the stripped helicoils, and then put in a new 8-32 helicoil. I havent seen a stripped helicoil before, thats a new one.

Same here. We have an AL-12P70 that replaced the crappy Kelly. It bolts on like a car, a long pivot bolt on the engine end, and the bolt that goes in the bracket slot has safety wire. simple. Baffling needs to be closed in a little, but easy to do.

I would send the fuel servo off and tell them you had an inflight failure, and to look it over real good. Also check the flow divider and injectors. I would probably postively verify the fuel tasnk vents are free, and disassemble the fuel selector valve. This kinda problem gives me the willys. i would definately dig deep, friend.

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Heh you called that one right. However, you did get the most out of it, but wasn't it warranted to 2000 hours? Our Rapco rebuilt pump has 900 hours on it.

take the panel to an auto body shop supply. They have a scanner that will match it exactly. Trying to look at paint codes is a waste of time, as the paint fades and doesnt match the color card anyways.

A twin cessna heated windshield is 25k. per side

Problem with that is the aircraft no longer conforms to its type certificate, and it becomes an unknown quantity. Wth that, valuation is harder to establish. You do have that option at any time if you wish to. My former boss put a TIO-541 from a Duke in his V-tail Bonanza. 375 HP at altitude, and 50 gallon a side tip tanks. It would redline the airspeed indicator at about any altitude.

Your 1800$ alternator problem is kinda like the 25K for a G1000 WAAS upgrade in a Cessna, but Mooney charges you 80K to pass it through them because Garmin lets the manufacturers certify the G1000 with the airframe manufacturer. What a scam.

You can legallly do anything to an aircraft that you wish. But an appropriately-rated mechanic must supervise you,("available for consultation" works) and inspect the work to sign it off. Find someone ok with this arrangement and pay them well. We have saved tons of money that way, and all the repairs are legal and proper. I hear a lot of problems with KFC-150 autopilots.. Many failures of boards and servos that keep failing one after another. Hopefully Avidyne can cetify the DFC-90 for our planes. That uses the existing servos and can right the plane from upside down, something only an attitude-based autopilot can do. 9 grand.

Yep, i bet if he ran ROP he would have made it Im waiting for the video that tels you how to prevent ditching.

Does anyone know the length, diameter, and type for these hoses? Mooney parts catalog numbers are not valid. I am not able to get to the plane to measure them. 1977 M20J 1. Defroster to air manifold. Both sides. Appears to be 1" CAT tubing. 2. Cabin heat - firewall to muffler. Appears to be 2" SCAT. Thanks for info.

If they build a few more, maybe. For now its the 1966 C and E models everywhere. Wait till Mooney comes back and builds 1,000 Acclaims, our planes wont be worth anything then.

I gave an IPC to a gentleman one night in a turbonormalized AC-500 Shrike. Things went well, and on short final to KSGR on the ILS, we heard several loud thumps and the airplane shook a little. Birds. We got the hell out of there and went back to West Houston and landed uneventfully. Next morning we surveyed the damage. We must have hit a whole flock of birds at around 140 knots because we cracked the left windshield, the left cowl lip, a landing light, OAT probe, and the right prop took one enough to take the deice pad off it, which hit the fuselage hard enough to put a hole in it. from: www.int-birdstrike.org/Athens_Papers/IBSC27%20WPI-3.pdf For instance, during the FAA sponsored high- speed climb test at Houston, Texas in 1998, a Delta Air Lines B727 collided with a flock of snow geese (5-7 pounds) at 280 KIAS. The #1engine was destroyed by bird ingestion, the #2 engine was damaged by ingestion of radome parts (radome and radar unit were knocked off the aircraft by collision with birds) and the #3 engine, while suffering no direct ingestion damage, was put at risk as two birds penetrated the pylon which holds the engine onto the airframe and contains both fuel lines and control cables. Obviously this was a serious event, but it was not recorded as a multiple bird ingestion event as the #2 engine was not damaged by birds, rather by airplane parts knocked off the airplane by birds. The #3 engine had no ingestion, so the pylon penetration was considered by the engine certification group as a structures matter. As the aircraft did not crash there was no reason to amend the standards. this too: http://www.birdstrike.org/commlink/signif.htm

Jets use 1-2" heated multilayer windshields with an inner and outer glass layer, many have a polycarbonate or plexiglas middle layer as well. You can even dispatch some of the for one leg if one layer is shattered. They are also something like 50-100K a side, so don't look for an STC anytime soon for a Mooney. A bird strike in a Mooney can end really badly. I had a friend took one in an Arrow going 150 knots and it blew out both panes of the windshield, then continued through the aft cabin wall.