nels

Would you need to replace rivets? Wouldn't re bucking them work? In any case, it seems like tightening up the existing rivets would be a good thing to do prior to a reseal.

I haven't read all the responses so maybe this question has already been answered. If the Johnson bar is not fully engaged and locked in the gear down position and the gear is down and over center so it tries to remain there on its own without the lock as insurance...can the front gear collapse separate from the main gear? If so, I can visualize the front gear being vulnerable as it's direction of retract is in line with the direction of taxi where that is not the case for the wing landing gear.

I also bought an Airtex kit and have started installing in my E model. I got the floor carpet in ok but was wondering about the other pieces. The one for the luggage section appears too large but I need to take a better look tomorrow. I figured that boomeranged must have been intended for the front wheel well but seems a little odd that none of the edges are bound. I assume it is supposed to go behind the Johnson bar and between the console and then wrap to both sides starting at the floor and go up?? That piece with the rounded end still has me confused as to where it is intended to go?

Anybody hear much about this?

If I remember correctly, my Mooney's skin on the pilot side wraps around the tube where the belt hook needs to go. That makes it impossible to put the strap around the tubing without cutting a hole in the skin. I never thought about coming down from the ceiling; I would think that would work ok.

I don't know Don from Adam but I bet he watches how he communicates from now on. He is in business and is very vulnerable and responsible for his actions. A good lesson, I'm sure.

You are probably right but then defending either side may not be the best thing to do. Criticizing my opinion may not be appropriate here either. We all need to realize no one is perfect.

I see nothing wrong with this man's post and I don't blame him for posting here.

Just saw this on Barnstormers. Doesn't this sound too cheap...maybe a scam? Or, is that all they are worth?

Tim Is that your second J model? It does look nice.

How do they do it in England, Australia and Japan? Hahaha

I thought mineral oil would be the way to go but not sure why you would not use cam guard?

My E model went in for annual and the rear cylinder on passenger side, I think that would be number three, was low on compression. They pulled the cylinder , checked valves, honed cylinder and replaced the ring set with new. I'm wondering if I should use break in oil, how do I initially run it etc. Also, the engine had not been run in two months and a compression check was done without starting the engine to reseat things. I half wonder if the low compression on one cylinder was misleading and the maintenance unnecessary? Any thoughts. I think I might start pushing a tennis ball up the exhaust pipe when I leave it for an extended amount of time. At least this would stop any drafts through the combustion chamber.

I would be more worried about doing a long cross country in a fresh overhaul than with an engine like the one in your plane. I do sometimes wonder about just jumping into an overhaul at 2000 hrs when nothing is showing up with the engines performance or oil check.

I had called on the plane and had a figure of 30 to 35 in my head but was concerned about the TTAF and the crank condition. Was the crank shaft ok? I even had a prop lined up.in case. I think it ended up in Ohio and is repaired and is on the market again ?

Was that your mooney that was in trade a plane a couple months ago?

Thanks guys. All went well and it wasn't a Mooney that left either but rather a Cessna 177rg.

I believe you are supposed to send in your old registration to the FAA after selling your plane. Can someone tell me exactly where, address, that might be? Thanks. Sorry if this doesn't appear in the right spot.

Aren't we all.

I think we are on the same wavelength. "You only live once" is what I struggle with. If I don't do the J thing within the next year or so, well, then, it will never happen.

Scott, Sounds like a great dream but I'm a realist, I think. I thought my definition of comfort was pretty straight forward. Maybe I could add that I would like the wife to be happy too. She is prone to motion sickness which dictates a better ride.

Well, I think you guys have succeeded in getting my finger off the trigger for the time being. To make my original post more clear, the 201 is a comfort thing for me. I do like stuff like an auto pilot, better layout of the instruments, maybe quieter, a little faster, better ride and just an overall newer airplane. I'm sure I will continue to be a vulnerable target for a super deal on a 201 but that is a good position to be in these days.

Got checked out in my E model and now have the itch to move into a 201. I like the simplicity of the E but think I might like the comfort of a 201? I would like to do some cross country flights from Cinci to Denver to visit the kids and probably some trips to Arizona on occasion. If I was 30 I guess I could just wait and see how things go, but I'm not 30. I think if I could find a good 201, maybe something that's been stored in a hangar, somewhat neglected, out of annual, maybe even a gear up and at a real good price I'd probably go for it. Anybody know of anything out there as described? I just see an awful lot of planes at various airports that are just not used at all. I guess the economy has just grounded a lot of aircraft or has it always been this way? My other option and probably the best one is to just cool it and enjoy what I have? But..the itch will probably go on.

Anybody know what this one sold for?