M20F

Sorry I should have been a bit clearer. If as in your example you know you are going down for awhile, change the oil or pickle. If the plane is flyable then find time to fly it around the pattern. If you have time to make it out and ground run it, then as others have pointed out for an additional 60 minutes you can burn the gunk off. End of the day in my opinion clean oil or flying a lot are the two things that stop corrosion, everything else in my book is iffy at best.

The issue isn't sharing, the issue is holding out. In order to advertise or otherwise make people aware of an operation you need a certificated operation. This has always been the case and this case changes nothing in that regard. The easiest example is posting a note on a bulletin board at your home airport saying you are flying to Florida and asking if any others want to share the flight, that is and always has been disallowed under part 91. Making a private Internet forum to essentially do the same thing the bulletin board does is a horse with different spots, it is though still a horse. People rarely if ever get in trouble for sharing expenses and I would venture all of us at one time or another have broke this FAR (fly me back from Maxwells and I will buy your gas) in one fashion or another. The FAA has little interest in enforcing that rule. Where people run afoul is with the holding out part, and that the FAA always seems to have a strong interest in enforcing. http://www.aopa.org/News-and-Video/All-News/2014/August/20/FAA-warns-flight-sharing-services

It would have been a lot easier and cheaper to just pickle the engine or changing the oil in prior to work with just a quick start to circulate it around. http://www.lycoming.com/Portals/0/techpublications/serviceletters/SL%20L180B%20(11-13-2001)/Engine%20Preservation%20for%20Active%20and%20Stored%20Aircraft.pdf The cause of corrosion is the stuff in the oil. If that stuff isn't present because the engine has been preserved or has fresh oil you aren't going to have a corrosion issue. Calendar frequency of oil changes to me is what stops corrosion more than additives or every X hours of operation. Better to fly oil 100hrs in a month and change then fly 25hrs in six months and change.

I got my F from All American, highly reccomend them. They don't like to wheel and deal but they are straight shooters. If they don't have what you want they can help find it. They can also help you determine what you want if you aren't sure. Two really good guys.

Flying a plane does more than just exercise the engine. Running it around a bit gets all the parts moving around not bolted to the engine as well which I think is important.

That is buying a hanger for rental income versus putting your airplane in it. I have nothing against hangers and there is a huge upside in having one, it isn't though a requirement for ownership; doesn't hurt your airplane if you don't have one; and certainly isn't a positive ROI on your money.

In fairness one case is a bit more complicated than the other. I don't think anyone thought Flytenow or the similar arrangements had a leg to stand on legally, hence the relatively quick process.

I think Bonanza's particularly the older models are exceptionally well made, easy to fly, easy to get in out of, comfortable and spacious, and just all around great airplanes. They are very expensive to buy for that reason, parts are expensive, and their fuel burn per NM is not comparable to a Mooney. For me a F is a more practical option especially with the RayJay and I had better luck finding the plane I own then a Comanche or Bonaza in similar condition.

It wasn't rent free it took a lot of money to store them there and doubling your money in 17yrs isn't the best return on that investment either (and I hope you included insurance, property taxes, utilities, cost for your heirs to sell, taxes, etc. in determining your rate of return on the initial investment). I have nothing against hangers and think there are a lot of reasons to own one (same reason I own an airplane which costs me a lot of money each year that I will never get back). Let's not kid people though into thinking it is some kind of great investment or a financially required investment to own an airplane.

Financially you never come out ahead on a hanger (it is a negative ROI). I like the fact you can store stuff in them, makes it easier to work on your plane, no need to brush the snow off, etc. and a lot of other pluses to having one. In terms though of additional maintenance or costs that come from being outside, 27yrs of parking outside haven't shown me any difference and that is a lot of money. 10yrs on the paint and parked outside.

I listed it as an option. As Jetlag points out in his post you can get a very extensive listing of items some of which may need immediate addressing, others may not and you can defer to a later date if you need to spread the expense or wanted to minimize your down time. You don't need to do everything immediately and you certainly could fly home and do some of them with a local A&P/I or do yourself under supervision of your A&P/I. It is an option and it depends on the circumstances. The fact one mechanic finds something another didn't does not make the first mechanic incompetent. I take my plane some years to Maxwell and some years do owner assist with my local A&P. Both are very good, both have differing expertise, and both bitch about the other guy every time I switch quick to point out things they think the other guy missed or got wrong (and they both have made some errors). I like both of them, feel I get good value from both of them, and I like having somebody crosscheck not only the work done but often times the recommendation to do a specific piece of work.

I wonder why the BP was up ;-)

A little too much negative and the tea is going to pour fine all over the floor. I agree nobody is going to do exactly 1G especially given the earth itself has variable gravity, point is an aileron roll is pretty benign (barrel, snap, etc, less so).

Nope I am just a google master :-)

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/C868D280A962F60A86257A0100649C41?OpenDocument

When done properly a roll is 1G, observe the greatest stick and rudder pilot ever (according to Jimmy Dolittle) https://www.youtube.com/watch?v=pMWxuKcD6vE

Nobody can give you that because your airplane is not going to be comparable to anyone else's. What I can tell you is once you get all maintenance issues caught your annuals become pretty painless because the plane is in good condition. If you had 10yrs of pencil whipped annuals (not saying you did, just as example) and you take it to a top MSC it is going to potentially be a lot of dollars to make it right. There is also not a lot that really needs to be done in order to comply with an annual. Mags have 15000hrs on them, no problem. Engine is 8000hrs past TBO, no problem. Landing gear pucks are original, no problem. The advantage of a good MSC is they can identify things you probably should fix and then it is your choice to do so or not. This doesn't mean you have to do those things at the annual or even have the MSC do it.

Tex Johnson and he did it twice. When asked why he said he wasn't sure if everyone was watching the first one.

This. The inspection is a fixed cost, what they find is the variable. The key is that you have a clear understanding that they prepare a squawk list of what was found in the annual and note what is airworthy and what is reccomended along with anticipated cost. You both than agree to the work to be done from there.

Mooney's can just not legally, all in the paperwork.

And a lot of US goods being shipped to Cuba, just not from the US.

Definitely a Bonanza which is better than Mooney's in just about every area other than economics (hence why I own a Mooney).

$14K for a repack, a friend just did his three weeks ago. I fall in the I would do it if the price was right category but that price would have to be awfully low in order to consider it (to the point where I am pretty certain I will never have to worry about considering putting one in).

For most NDB's the minimums were such that once you got onto the approach you were out of the soup or were shortly thereafter and then it was just a matter of the eyeballs finding the airport.

That is what I felt was the best quality of NDB approaches from a pure training perspective. Those who learned them fundamentally understood exactly how wind works on a plane and how to compensate for it. There is not a great replacement training tool to really show wind like NDB's.. Pilots today certainly learn wind and how to correct for it, but the NDB was such a great tool for it.