Shadrach

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Shadrach last won the day on November 1 2017

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About Shadrach

  • Rank
    Won't Leave!
  • Birthday 04/07/1974

Profile Information

  • Gender
    Male
  • Location
    KHGR
  • Interests
    Too many... Fying obviously, restoring old stuff (or new stuff that I've broken), Cycling, Backpacking, Motorcycling (especially old British machines), Traveling, Cooking,...
  • Model
    1967 M20F

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  1. Shadrach

    Spruced up my wingtips!

    Beautiful Job! 43(c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations: (9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required. 43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration. (f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g). Log it with your certificate number as refinishing of wing tip decorative surface. If the net weight addition was <1lb, log it as weight and balance negligible. If more than a lb. you need to have the weight and balance recalculated by an A&P.
  2. My personal aircraft has been in my family since 1968, when it was purchased from the dealer. When I became a partner it was out of annual and had been sitting dormant for the better part of 36 months. There was no utility in pulling the jug at that time, because my buy-in was already under market for even a basket case. I was happy to be involved in bringing it back to airworthy condition and I spent weeks going through the airframe. You've seen several examples from other members and I have listed two first hand examples. It's not like I'm the only one here who has mentioned it. There are all kinds of buyers and sellers out there. Some transactions are easy, some are not. I don't care that you're skeptical. Your inquiries do not appear to be good natured attempts to learn more about how these transactions have taken place. They appear more like an attempt to discredit my opinion because I didn't pull a cylinder when I bought into my plane. There are many subjects in life that warrant contentious debate...this ain't one of them. Best of luck in all future transactions!
  3. Shadrach

    Accident Metrics

    No argument here. I'm an advocate. Indeed it's a nice thing to have. Especially for short field work. I also think that many low level pattern stalls are accelerated. I think the scenario is abrupt. An AOA will reduce pattern accidents, but sadly there will still be those that manage to overcome the additional advantage...
  4. Can you not conceive as to how a buyer and seller might come to an agreement with regard to conducting an inspection of the internals locally? If it's part of the purchase, it's the first things thats done. Would you complete 15hr inspection with panels removed and gear swing only to wait to the end of the inspection to verify the engine is not rotting from the inside? The reasons for pulling a jug are rare, doing one on site is not a difficult endeavor nor overly time consuming. It can be risky if not properly reinstalled. There are other airworthiness issues that might creep up on a pre-buy that could leave an owner in a predicament. Airframe corrosion is a real issue and is found during prebuys both on and off field. Trading old planes can be tricky business. Having an old airframe/engine that has been inactive for sometime presents an additional risk. That risk will typically get mitigated via inspection or price; to what degree is part of the negotiation.
  5. Shadrach

    Accident Metrics

    Thanks. The last crash listed fits the approach stall/spin scenario. The second is too high, too fast, mishandled go around. The first has very little info. All tragic...
  6. Who advocated that? Finding out your aircraft is airworthy at an airport that is not your base is not something I'd risk. I would not care whose credentialed MX professional pulled the cylinder as long as I was there to see the removal and the internals. Not a scenario that works everyone and that's fine. I am really surprised at some of the purchases people make, also some of the sales...
  7. Shadrach

    Accident Metrics

    Could you link them? I searched the NTSB database for stall, spin by make. The last Mooney stall/spin on approach I could find occured in Olney, TX in 08/04/2004 and occurred during a left 360 on final. I must assume the poor pilot was high or fast or both. It was number 9 on the list of stall/spin accidents by date. The first for occurred after botched landings during poorly executed go around. Some pilots like to suggest that all airplanes fly the same. They certainly are more similar than different, especially in cruise. But not all airplanes crash under the same circumstances. There are loads of recent approach stall/spin accidents in the database, but none that I found were Mooneys. The Nall report is a great tool for assessing the state of GA, it does little to tell our community where we ought to focus our efforts to improve. It does not really need to though, as anyone with a shred of awareness of our record knows that we tend to overshoot due to poor speed and altitude management and then FUBAR the recovery. The ones that merely result in a little off-road adventure probably don't even get reported.
  8. Shadrach

    Accident Metrics

    I'm usually alone when flying landing with half tanks or less. That put's my F at a weight of around 2100lbs (or less). Using 2100lbs, the full flap, level stall speed is 54mph. 80mph is nearly 1.5*Vso (1.48) at that weight. For years I have been advocating that folks learn the numbers by weight. This is how people end up in a ditch on the other end of the runway. There is no "use this number for this airplane" if you want to fly with any precision at all. It depends on weight and configuration. The stall speed between 2100lbs and MGW is only about 8-10mph depending on configuration, which is no biggee. It's the mutipliers that can quickly create an issue. In my experience there is almost no reason to fly a VFR approach faster than 1.3*Vso, even that gives a lot of excess energy to lose as one is nearing the low drag environment of ground effect. These are the stall speeds in level flight at 2100lbs. You would have to be pretty ham fisted and or distracted to stall from abeam the numbers to final. We are far better at screwing up a landing than stalling on approach.
  9. Shadrach

    Backseat of an M20J - Not so bad

    I'm 5"11 (on my best day), 205lbs with a 31" inseam. I use the second seat notch but sometimes slide all the way back if no one is in the back. In my typical seating position, the Mooney has way more leg room than many economy airline seats and more room legroom than my E91 BMW (3 series Wagon). I've spent a lot of time in the back of a mid body and found it to be perfectly comfortable, especially with the split rear reclining seats.
  10. Shadrach

    Backseat of an M20J - Not so bad

    I would like to see a pic of that arrangement.
  11. Shadrach

    Brittain Industries coming back

    I am pleased to learn of that the company will continue. I think the core system is one of the most reliable in the industry. I hope they are operating again soon.
  12. This is a great example! Aviation can be a high risk business. That risk is what motivates my desire for as much understanding of a transaction as possible regardless of which side of that transaction my interest lies. I'd feel lousy if I paid for a low time engine that turned out to be a core due to corrosion. I'd also feel lousy if I sold an engine and discovered that it quickly needed a tear down (or worse case, failed and caused harm) due to something that may have been present during the transaction. I'd much rather have as much transparency as possible rather than have someone think I sold them a lemon on purpose or by accident. Byron's case is a good example also. He knows that his cam failure came after his prebuy inspection. Byron's pre-purchase cylinder removal protected the previous owner's reputation (at least in this regard). Without the inspection, Byron may have passed on the plane but whomever the next owner was would likely have had the same failure. Without the inspection, most would think the plan was sold with corrosion by the previous owner with or without knowledge. Saying know to the inspection tells me the seller does not want to know and doesn't want anyone else to either it's off his hands.
  13. I’ve never had a need to do it as a buyer or seller. I do have knowledge of it being done as a contingency of purchase of engines or aircraft that are well within time TBO but with long periods of inactivity. One situation involved a used engine that had been removed, stored and offered for sale. Another situation involved an estate aircraft that was inactive for several years before and after the owner’s passing. I’ve learned of at least one other since reading this thread, but then so have you. It’s a simple equation. Inactivity presents additional risk. That risk is going to be mitigated one way or the other (unless the buyer is ignorant). The engine is either priced as run-out or it’s thoroughly inspected giving the buyer some extra level of comfort and the seller a higher though still discounted sales price. For what it’s worth, neither of the engines I mentioned above had cam corrosion at the time of inspection. I’ll amend my previous post to say that if I was a seller of an engine that had been inactive for years, the buyer wouldn't have to ask as I would have already initiated the inspection.
  14. Shadrach

    exhaust leaking?

    4 years is a lousy life span for an exhaust system. They often go to TBO. Have you spoken to Dawley about the failure?
  15. Shadrach

    Can't upgrade avionics if i wanted to

    Huh? There are loads of MX 170Bs on the used market right now. Slide in replacement, you don’t even need an A&P to install.