Bob_Belville

The language above is ambiguous. (I'm sure the bill is clearer.) Does it mean the pilot has to have held a medical for the last 10 years or just at some time during the last 10 years? I returned to flying 5 years ago so I've had a 3rd class medical since then with no denials.

But we're only parking the plane in VAP so likely to be going to Caravan tent from somewhere else, right? Looks like the Red Tram connects to the N40 Bus?

Thanks Becca, those are the considerations I need to weigh. Sounds like we could stow chairs, maybe a cooler, in the plane for use during shows.

I am parking the plane, not camping, and I am still trying to decide whether there's any reason to park in the GA North 40 area. My '66E is eligible for the Vintage Parking area which seem to be closer to the exhibition facilities. We're coming in Sunday in the Caravan and expect to leave Thursday or Friday. Pros and cons? Advice? Anyone in the same situation?

Maybe so but I know my IA has regular visits from his FAA regional office and has to meet cetrtain currency and record keeping standards. I do not know the details but I have the impression continuing ed and minimum activity are required to maintain IA status. But I can't speak to how up to date the roster is. (Understand I am not an A&P, I'm a PP and long time Mooney owner who does as much maintenance as I can on my own plane under the supervision of my friendly A&P.)

Ms. Google found this site: Select IA and FAA office (I selected Charlotte NC and got a list of 192 IAs in our area including contact info for my local IA. I suppose being on this roster means the IA is current but you might want to contact the appropriate FAA office to verify the IAs status. http://av-info.faa.gov/DesigneeSearch.asp

I just heard from "Sandman" the lead pilot for my flight and know that I'll be flying in Formation/Element "E". "Say What" will be #2, I'll be #3. We will fly a couple of sorties on Saturday in Madison.

I was at Fredericksburg. 90 kts climb and landing, no flaps. Lead called out gear down over # 2 radio freq. (Mooneys are no very good for hand or head signals. No way #3 - right wing - can see the lead pilot except for release brakes, start t.o. roll.)

I had a prop strike while taxing on a paved ramp. (There's an old thread here somewhere.) The required engine tear down discovered a worn cam and lifters. The engine had 692 hours on a FRM. Was the plane more valuable before the tear down and repair which included new cam, lifters, etc. or before the prop strike when that condition was unknown?

Maybe pull the NAVCOM above the radio that has you stumped. Doing that will give you a feel for how the seating system works. Pull it out, study the keep, run it in and out. (Be sure the Allen is all the way CCW when you reinsert the radio.) You report the screw is "free wheeling". That's not where you want it to be. I'd push it in and tighten the radio all the way clockwise. Then start over and be sure the Allen goes all the way to its stop. In that position the lever should not interfere with removal. It is likely something is catching a little on one of the 4 sides but you should not have to force it, as suggested it takes a little wiggling, twisting to free it. If you've turned the Allen wrench all the way counterclockwise to its stop the radio should be loose in the rack. push in/pull out firmly. If it's hanging on something you'll want to try pulling while holding it to the left, right, top, bottom to get past whatever it's catching on. Got a friend or mechanic there who has done this before? Let them try it - they'll show you how to hold your tongue right.

Did you intend to quote Jetdriven?

I have a set of the corkscrew type tie downs which I note EAA does not recommend. I'm considering fabricating some of the style on the EAA site using a steel plate and 3 long rods driven on an angle to each other. ISTM the corkscrew would work pretty well in the right soil. At Kerrville a few years ago we were parked just off the closed runway and the stakes would not penetrate the ground.

Cassettes ain't that old. My pickup truck, '98 Dodge Dakota, has one.

Pete, you'll find many folks here who would not be concerned with a plane that's had a prop strike. Don Maxwell (Mooney guru in Longview TX) estimates he's repaired 100 gear ups over the years. Christmas money. He told us at MooneyMax that if it was a gear up and not a partial deployment he is always(?) able to swap out the prop, get a ferry permit, and fly it to KGGG. Airframe damage is minimal - he has a modified auto lift to make it easy to work on the belly - the engine is torn down and the prop replaced. No big deal. A pretty high percentage of the vintage fleet has had some kind of damage history by now. A qualified mechanic will be able to advise whether repairs have been properly done.

Spot on, happen frequently here, doesn't it!

Revealing our age, are we?

That's where the GTN 750 really shines.

And I see that Mooney Girl is working on that long postponed Instrument Rating! Happy, happy, happy.

DMax, for one, is active on the MAPA list and a very long time resource for Mooney owners and their mechanics, whether or not they are his customers. He is a regular presenter at Homecoming, Oshkosh, Mooney Summit and just hosted MooneyMax for owners interested in learning more about the care of their Mooneys. Even though I spend time here I recognize that MooneySpace is not the only game in town. And Don is not the only generous Mooney expert.

Practice.

We changed from .032 to .041 after Jerry Mantrey told me that what had been used by the shop that installed the prop after my MA prop strike was wrong. I do not intend to research whether that was unnecessary based upon Clarence's post.

Some great pics! See you @ KMSN for the real thing!

My Hartzell Scimitar is safety wired. In fact I believe it calls for .041 and not the .032 we use for most bolts, oil filter, etc.

No, I have the 1000 Pro. But the NAVDATA is in the GPS (in my case GTN750) not the Aspen. The Aspen functions as a HSI. (It does have a backup GPS which only comes into play upon ship power loss.) An HSI does not display terrain. Neither does the Aspen PFD. (SV is an option.) Marauder, and others, who have a second Aspen have a MFD as well as a PDF. http://www.aspenavionics.com/products/general-aviation/evolution-2000 It is not necessary to have electronic approach plates, current or otherwise. You can have your paper charts or view on your phone or tablet. You do need to have current NAVDATA which is the data bases from Garmin, Jeppesen, or Seattle, etc.

I have not experienced that. (STEC50, GTN 750, Aspen 1000 for GPSS). I don't think it should be speed related.