Shadrach

Yes but you need 1500hrs and an ATP. Those are not the jobs were talking about nor are they the same candidates as the job listing in the OP.

nope. I am 99% sure he had under 400hrs. Prior to 2010 the minimum hours required to get an ATP rating was 250hrs. The accelerated program at All ATPs was pretty intense class work and basically fly the next check ride. I think they were able to do combined some check rides back then as well. We both got our private tickets at a little country airport in ~50hrs maybe a bit less. He went to All ATPs after right out of undergrad with maybe ~100hrs.

I think I may be confused. In earlier pictures, it looks like it has yokes from a Beech A36 installed. Are you planning on selling the Mooney OEM yokes?

Is this the alleged crack location? It appears too small to be properly assessed with the human eye. Is there anyone on your field that does Non Destructive Testing? Someone more versed than me can speak to the appropriate guidance, but I would think there are additional steps to be taken before it is condemned.

I don't think the site is affiliated with the Mooney Aerospace Group other than a friendly agreement to host a link on the homepage.

Probation is only for a year and then things get better. I have a family member who got his ATP with about 380hrs back in 2001. He worked for the school he graduated from for a year and made less than 10K in 2002. He took a job in the right seat flying bank checks in a Lear 25 his starting salary for "first Jet job" was $18,500 in 2002. He's doing just fine now but it took three years of starving while flying, minimally maintained and minimally equipped aircraft in the worst weather to get there. Getting a shitty jet job is likely harder now.

The bottom line is the Job listinh in the OP has a min requirement of 350hrs with 600hrs preferred. This is a time builder for career starters buidling hours for the ATP. The days of working a low paying job for a few years out of flight school are not over. Indeed they have been extended with the 1500hr requirement for ATP. There was a time when you graduated from ATP school with a min 250hrs sometime with a type rating in a Citation or similar and then built time instructing or whatever else you could do to meet insurance requirements. Now you need to build 1500hrs before getting an ATP rating. 121 ops require ATP Some 135 ops require ATP. 91 ops are driven by insurance The days of entry level time building jobs are far from over. The "pilot shortage" may escalate as the next generation retires and the new generation forgoes the expense and and challenge of getting an ATP in favor of a career that requires less delayed gratification.

Are they? After the Colgan 3407 crash, a bill was subsequently passed requiring 1500hrs to become an ATP. If your young CFI friend is working for a regional, he’s already built sufficient time to attain an ATP.

That’s more than double what instructors make at the ATP mills. This is a job for 25-year-old that wants to build time and travel.

All Fs had smooth control surfaces prior to 1970 (IIRC). The “beaded” control surfaces of the later models are less expensive and easier to make.

Next annual.

Perhaps they do but the IPC for the 1967 model year only shows one P/N for the F model balance weight and it’s the hybrid number from the SB/AD. My F model received its airworthiness certificate in July of 67 and has the solid weights. There is no reference to the solid weight P/N in my IPC for the F model.

One of the problems is that there is no way to distinguish which parts are which by part numbering . As far as I can tell, the parts manual for 1967 has but one part number for the elevator balance weights (430018-1) but both hybrid and solid weights (430016-7) were installed on 1967 model year aircraft. With the age of the fleet and the number of salvage parts that have been installed over the last five decades, I understand why they want to cast a wide net.

Smooth skinned is referenced in the Background section of the AD. However, the Applicability section makes no mention of skin type, only serial number and model.

The way I read it is that all potentially affected aircraft are subject to an initial inspection to determine the type of weight installed. I am not sure whether this determination needs to be made by a credentialed maintenance professional or if the owner can make the determination. If it is determined that the aircraft has airworthy hybrid weights installed, the elevator is subject to a recurring inspection. The AD can be terminated by installing non hybrid weights.

You would not be a test pilot. That would require a major alteration. Airworthiness of owner produced parts is determined by the IA involved in the installation, not the owner. It’s fair game to negotiate to the best of one’s ability. However, actually removing a part from service that is functioning as intended and was properly produced and installed IAW FAR21.303 seems like a “More cents than sense” situation. Perhaps I’m biased because of my exposure to the very active EAA chapter at my airport. I know more than a handful of guys that I would bet could reproduce 90% of the parts on my airplane to standards greater than or equal to the factory. Unfortunately, most of them are going to be gone inside of 20 years.

Thanks gents, The harness is well isolated. It is protected with spiral wrap and is protected with fire sleeve in areas near the engine. Connectors were cleaned prior to joining and we’re shrink wrapped. The probe itself does show some external deterioration. Swapping was my first thought, but I Who is weary of the potential for creating additional problems. The leads are different lengths so that the connections are staggered throughout the harness to avoid creating a large bulge. Does anyone know offhand what the resistance reading should be?

If anyone has some detailed insight into modes of thermocouple failure, I would greatly appreciate a synopsis. After adding a CHT probe piggy back and rebundling the wiring at annual, my #3 EGT is intermittent. It was part of the rerouted at annual. It was not dropped nor externally damaged during R&R. It always ops checks fine in the hangar but drops out at start up. It then randomly cycles between delivering no data, inaccurate data and accurate data. I have triple checked the connections. Obviously I induced the failure by removing and reinstalling. I am trying to understand how/why. Thanks in advance.

Wow...my plane has the same SOS box that it was delivered with in July of 67. It's has served reliably for 1000s of starts over 55 years. If only starters were so robust.

I had a recollection of mine popping, but that's not what actually happened. Mine has never popped in 20 years but I did close the passenger belt in it once... I found out how easy it is to open and close in flight. The baggage and oil door however have both "popped" a few times which is to say that they were not properly secured by the dipshit in the left seat.

Indeed, you were just 60 seconds faster…

Most prop shops pick up from airports within a fairly large radius. My prop shop is 115 miles away and they have picked up and delivered my prop for every overhaul. Make sure you’re not on their route before you go to the trouble.

I have XeVisions 50w HID (5300 lumens) and during taxi it illuminates a water tower that is more than a half mile away. The 100w LED you linked is rated at 10,870 lumens. That has to be about the brightest set up on the market. It’s a shame that it’s not certified.

Like every aspect of this show, it was a staged event. That poor Mooney was likely just innocently sitting on the ramp minding her own business while being filmed without consent.

that it’s a shorter day than taking the airlines. He was a third of the way to providence in the time it takes to drive from Eagle to Denver.