Mooneymite

Dynamic balancing is good! However, make sure they guy who does it knows how/where to place the balancing weights. If placed on the spinner back, they can cause cracking, or worst cast scenario, a loss of spinner. That smooth running prop won't seem so smooth! Any A&P can buy a balancing box and go into business.....

One of the worst things about aging is you can't remember if you just said something, or not. One of the worst things about aging is you can't remember if you just said something, or not. One of the worst things about aging is you can't remember if you just said something, or not.

http://www.flyingmag.com/avionics-gear/nextgen-fund-will-help-finance-avionics Anyone know any details?

Going into CDK, I somehow mis-read the wind-sock. Landed the wrong way. Short runway, exciting roll-out.

I have done owner assissted annuals under the same IA for more than 10 years and "we" know the airplane pretty well. Over the years, his participation has decreased and mine increased. At this point he does what he is legally required to do...I do the rest In terms of dollars, my annuals are very inexpensive, but time consumming. The previous posts pretty well cover "best advice". Buy a plane based on what you'll be using it for 90% of the time. You can always rent a plane for those 10% trips. Buy the plane you want. Buy a plane you love. Do not buy something less and plan on up-grading. It will cost you money, time, and effort. Whatever you buy, make sure it ws hangared. Plan on hangaring your new baby. "Outdoor airplanes" are more expensive to maintain/preserve. Once you buy your plane, DO NOT keep careful financial records! You cannot justify the cost in terms of dollars. That's why you have to buy a plane you love. Most importantly, fly your new plane often. If you go a month without flying it, it's time to think about selling.

There's no "funner" airplane than a Mite. It's an airplane you wear. Many of the Mites out there are way overweight with modifications. Check the wt & bal. carefully. Mites with the -12 Continenal 65 have a factoty electrical system (w/starter). If you're a big guy, try getting in/out of the cockpit before you set your heart on one. 120 mph on 4 gph makes those other expenses palatable!

I've had several close calls where I almost went for the wrong airport. In Navy advanced flight training, they'd have you do a non-precision approach to Corpus Christi International, then allow you to go visual about a mile short of the missed approach point. As the instructor very well knew, the aircraft would be in a perfect location to make a landing at a closed airport (Cabanis, I think). I had been warned, but lots of guys took the bait. Because I've had some close calls, I always follow the statement, "I've never landed at the wrong airport", with the word "yet". A lot of pilots with a lot more hours and experience than I have done it. I just haven't done it "yet".

I don't know about Teflon, but Spruce sells nylong washers that protect the paint (somewhat). Aircraft Spruce: http://www.aircraftspruce.com/catalog/hapages/hanylonwashers.php

Most Part 121 airliners have excellent navigation displays. The problem is pilots don't look at them once the attention gets focused on a visual approach. Landing at the wrong airport rarely takes place in IMC. It is a VMC "lookin' out the window problem. Can happen with our iPad's just as easily.

Yes, it is the small print in the ATC handbook: "The controller shall give the pilot a long series of confusing vectors until the crew is hoplessly lost, line him up with the wrong airport and immediately clear him for the visual." :-)

Runway required numbers for part 121 dispatch are conservative and make assumptions such as the 50' obstacle, touching down 1500' drown the approach end, no credit for TR's, etc. The actual stopping distance can be significantly shorter. Similarly, for takeoff, the numbers for dispatch assume a myriad of worst case factors. Actual distances are much shorter. I suspect the ferry flight out will be dispatched on a ferry permit and under part 91 rules. As a passenger, you wouldn't want it any other way. As a pilot, it's nice to be operating in a comfortable envelope. Military pilots are sometimes required to operate much closer to actual conditions.

When you discuss the settlement, remember there will be the "damage history" in the aircraft log book with "some" loss of value. Be sure to include that in your estimations of what it will cost to "make you whole". The insured may try to poo-poo this concept, but it is a legitimate cost that will have to be negotiated.

? Dish washer? this? 100° CSK STAINLESS WASHERS Aircraftspruce.com

Since the cost of repairs will be borne by the "other guy's" insurance, what you have your hull insured for shouldn't be a factor. Simple fact: HE damaged your airplane; HE has to make you whole....his insurance may help, but HE is still on the hook until you accept the settlement. His insurance company may tell you your aircraft is totaled and try to give you $30,000, but the bottom line is HE has to make you whole again. If his insurance company tries to total out your airplane, make sure that it covers the total cost of an equal replacement.....what you have your hull value at is of no concern except that it is a subtle statement of what you thought the airplane was worth the day you bought your insurance policy. Don't sign ANYTHING until you are completely satisfied and made whole.

Nah...too much surface roughness to buff that out. Try duct tape.

Were I you, I would start with my own insurance company. You pay for protection, the insurers deal with these situations every day. Use their expertise. Check your policy. While your agent won't be available until Monday, the underwriter may have a 24 hour contact number. (Aren't you glad you have hull insurance!) I'm so glad no one was hurt. So sorry to hear about the mishap.

I always know what the outside air temperature is.....I don't need no stinkin' gauge!

If you plan to use MARTA, then PDK is your best (only?) choice. Epps is probably the most "single engine friendly" FBO at PDK, but expect some sort of fee/minimum fuel purchase. There is an alternative....http://www.pdkssavgas.com/ When you land, tell ground you want to taxi to the self-serve avgas area....it is located up the hill past Epps. You can deplane your passenger, and if you need fuel, buy the cheapest fuel at PDK....or buy no fuel. Your passenger will have about an easy 1/2 mile walk to the Chamblee MARTA station, but he'll be on his own. Otherwise, use Epps and ask for a van.

I can't tell from the pictures if the owner did, or did not use MMO, but this is an excellent example of what happens if one does, or does not use it. Be forewarned!

I've used Don's service for an up-date, or two. I actually met Don once on a business trip. He's a nice guy, (rarely beats his wife!) and always prompt with his up-dates. Thanks, Don.

CGS only has one approach to one runway...makes "certain days" tough on the commuters depending on you for the return trip at the end of their day. You might want to do a study and see what percentage of days/year the wx permits ops.

Just a thought....aircraft should be chosen after the routes/customer base/market are chosen. If you choose the aircraft, you will lock yourself into/out of certain operations.

There's a small outfit in Maine that provides short hops to islands off the coast of Maine. The folk that run it are very friendly and I suspect they've got plenty of time to talk this time (off-season!) of year. It might be worth a phone call to get some insight from them. Your stage lengths are probably similar. http://www.penobscotislandair.net/aboutus.php

Didn't we just discuss this issue?

I heard that hangar fairies drink the stuff. Sometimes it only lasts 10-15 years.