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  1. 32 likes
    It took 3 years and about 70 hours under the hood. On Friday March 10, I passed my instrument check ride! Big day for me. Learned how to fly at 51 and now 56. Glad to have done it in my mooney. Got kicked around a lot on Friday with the wind up here in the Midwest.
  2. 19 likes
    I have received a plethora of goodwill messages from people on here, checking that i am safe. It is very heartwarming to receive such things and that people care so much. I thought I had better post that yes Andrew and I are safe. We were travelling up from Cornwall at the time of the attack and so were well out of the way when it all happened. Thank you all for your messages. Andrew
  3. 18 likes
    Remember the first post in this thread. Not anymore
  4. 17 likes
    Full Reveal. People have asked asked why I had this done at Aeroskill in Holland and not the UK, here is why. Every nut and bolt that held something on that was removed has been replaced with new ones, new rubber washers etc. Each nut/bolt marked with paint so you can see if it has moved and become loose. They spent three hours yesterday making sure the gear doors were as tight as they could be so no drag was induced. The attention to detail is incredible. IMG_4185.MOV the doors begin to open and out of the ether into the daylight for the first time in four months IMG_4186.MOV comes AL I am one seriously happy man xxxxxx to all flying home tomorrow weather permitting
  5. 14 likes
    I got to do something super fun today. Perfect beach weather, light winds, and I got to take someone flying for the very first time. I mean very first time. No jets or airplanes ever. We had such a blast. She is a natural pilot. Gabriel was in the back seat calling out traffic like a boss. Super awesome rock star WALK-IT-ON landing was a plus. Smiles for days. #MooneyZoom #MooneyGirls
  6. 14 likes
    Hello all. TonyK here from Vermont. I joined the forum a few weeks back to gain some insight and knowledge. I am now ready to announce that as of today I have welcomed a new member into our family. Ladies and Gentleman I would like to introduce Victoria.
  7. 14 likes
    Not referencing any particular MSer or thread, but my life would be marginally easier if everyone said Dallas (RBD), rather than just RBD. I read most all the posts on MS, and spend some time flipping over the Airnav to check to see where Kxxx is.
  8. 14 likes
    Oh, the one that Mooney Pilots are the most levelheaded, responsible, quick thinking, good looking, and all around best airman of anyone flying four seat singles?
  9. 13 likes
    I've had my first customers airplane now for a couple weeks for the cowling modification. I'm waiting on FAA field approval before I physically start the mod on the aircraft. I have all the parts in house and just have a little more to finish on the baffling then I'm ready to go. My backup plan is using DER's if for some reason the FAA turns down the field approval. Once I get started, I'll post the before, in progress and finished photos in this thread. Thanks, David
  10. 13 likes
    Flight test in one hour. More pics and videos to follow once she is out of the hangar
  11. 12 likes
    Okay, let me do my best Carusoam impersonation here... What I've learned from this thread is: 1. Some planes don't get flown often enough. 2. Some pilots don't have access to planes often enough. 3. These issues may provide some mutual benefit. 4. The FAA isn't overly concerned about private plane rentals. 5. Your insurer or finance company may not be too happy about it though. 6. Check on renters insurance for such situations. 7. Look around and you might find some sweet deals on plane access. 8. Arrows are decent airplanes but they're still not Mooneys. Not a CFI, A&P, AI, CPA, CFP, FBI, CIA, NSA, PhD, nor an insurance agent, but I DID stay in a Holiday Inn Express last night. Sent from my iPad using Tapatalk
  12. 12 likes
    Well finally N201NewUnderwear is mine. Okay I'm still working on the name. After two and a half years of looking for a 201 I finally have one. And without a doubt it is in better shape and sooooo much better equipped than any of the other planes I looked at. And I looked at a lot all over the states. And I guess the third time is the charm going to Texas. Some might call it a unicorn but I just simply call it mine:) I apologize for all the dumb questions I ever asked anyone about buying an airplane. But be ready for a bunch of dumb owner questions.... lol funny not funny. I bought the plane from All American Aircraft Sales. I jumped on it the night they listed it and started out bugging David after hours on his personal phone. And all I can say it has been great dealing with them. David and Jimmy are a top of the line broker and I wouldn't hesitate to do business with them again. Truly if all party's involved have the desire for the same outcome it makes everything sooooo much easier. And I believe AAA wants nothing more than to put a great Mooney in your hanger. I got the prebuy done at Dugosh and we are just about done with the annual. She is all buttoned up tonight and they will fly her in the morning. If anyone has any questions about Dugosh coming back after the last owner feel free to ask me. David is awesome, I have been bending his ear the whole time I've been here and my only complaint is they are not closer to Oregon where I could have all the annuals and work done on N201NU. The attention to detail on the pre buy and everything since gives me great confidence in the condition of the plane. I could probably talk about planes with him all day long. I did get to enjoy some time away from my plane today. I got to take an assembly line tour of the factory given by Robert Dutton. He answered every one of my million questions and still shook my hand after the tour:) He started out the tour by referencing family, and I told him it really felt like Mooney was family. From what I saw and what Mr. Dutton told me I don't see how that family won't be around for a long time. One thing that surprised me, with all of Roberts experience in aviation he said he is not a pilot. So anyone that knows him should get him some lessons:) Tomorrow morning Dugosh will finish up the annual with a test flight and then I will be able to put her in the air for the first time. I would head home to Oregon, but I have already ordered my first upgrade and it won't be here till Friday. I contacted Chase Larabee at Avionics Source in Seattle and he has a new Avidyne 440 heading my way. I'm pulling out the 430w and will love flying behind the new unit. The plane has an Stec 30 with a GPSS converter, and a jpi 830. Can't go to wrong with that set up and should make me a happy camper for many years to come. I would of ordered an LED landing light to have on the way home, but Aircraft Spruce wanted over $200 in over night shipping on the light. So I will have to wait till I get home to install the Aeroleds sunspot. Again I wanted to thank everyone for all the questions answered, and anyone that has started a thread that I have read. Because I've read a lot and learned so much thanks to all of you. And have much more to learn. It was even nice of the factory to put a sign out for me letting me know I was where I was suppose to be:) "hopefully you get a laugh at my expense with the Dip sign:)" Sent from my iPhone using Tapatalk
  13. 11 likes
    Returning from Harlingen to Bulverde Airpark IFR today I was being vectored west of KSAT when everything went dead. I was in and out of the clouds and there was a good VFR ceiling fortunately. Also fortunately my KI 256 is vacuum powered and I had a Garmin 795 battery powered GPS. I stayed on my assigned heading until clear of Class C then headed to 1T8. I lowered the gear manually but was not sure It was really down and locked. I was surprised there was no positive indication on the floor mounted gear indicator. Guess it was because there was no light. Landing was no radio, no flaps of course and it was a sweet sound when the tires hit the pavement.. San Antonio Approach was very understanding and said no problem and no paperwork required. It was a character building experience but makes you think what would have happened if the weather had been really crappy.
  14. 11 likes
    Today's flight was a little trip upto the Wash and back, the UK has two lumps sticking out of the bottom right hand side, the big bite sized piece missing between the two is The Wash. We have a flight sharing app here in EASA world called Wingly so I had two passengers join me for the trip. Glorious weather, not a cloud in the sky when we took off. 1.5 hours round trip. Flight prep as the sun rises Fuel draining. The wind which was calm at the start had begun to pick up and was pointing straight down the downhill runway. My husband's favourite interiors shot. It's his design, so he is quite proud of it. IMG_0167.MOV Take off IMG_0173.MOV Overhead. Can someone explain why those gear doors appear a different colour when they are not? IMG_0174.MOV Landing IMG_0176.MOV Taxiing home with some happy passengers. The sun on baby.
  15. 11 likes
    Back to the issue at hand. My thoughts are as follows: 1) This aircraft likely isn't going to sell as is for $14.5K. 2) $10,000 to make the fuel tanks airworthy seems excessive. 3) Aircraft ownership is going to cost you one way or the other...in the wallet or in the form of sweat equity. Sorry for the "tough love", but if your dream is to own and operate this Mooney, then you need to stop with the sob story and get to work. You have stated that you can't afford to just pay to have it fixed, so that leaves only one other option...sweat equity. Talk to your mechanic, if he won't work with you find one that will. The are several airports within 25 miles of you, which means there are several IAs. No offense intended, but anyone maintaining a certified aircraft needs to be prepared to write a $10,000 (or more) check at anytime or be capable with tools and have a predefined relationship with an IA (having both options is best). If you have neither, you need to find a creative way to make up for it. A sob story isn't going to get you anywhere. There are many folks who've conquered worse. You need some inspiration; you should watch the movie "The Edge" There's a lot I like about the film. In particular there are two quotes from the movie that are applicable here. "Never feel sorry for a man who owns a plane" "What one man can do, another can do" There is a way out of this FlyHigh603, but your current mindset is way too negative. You're currently heavy on devastation and light on gumption; you need the inverse to make this work.
  16. 11 likes
    Thanks guys! I'm getting used to being the oldest guy in the room. Sad how few of my friends from the past are still alive. Message: Eat well, drink moderately, do unexpected things, and never stop learning Sent from my iPhone using Tapatalk
  17. 10 likes
    Recently, last November in fact if I remember rightly, I was delighted to finally join the esteemed fraternity of Mooney owners, with the purchase of my first Mooney, a sweet little 1964 M20C Mark 21. I was, and still am, extremely happy with the purchase. She was drinking a little too much, (oil), so I was aware that some work would need to be done in the fairly short order, but I didn't give a shit, because as far as I was concerned, a Mooney in need of some repair was way better than no Mooney. initially I had been a little disappointed with the climb performance and airspeeds I was getting, but wasn't sure if this was the planes fault or my own, or even over expectation. So I thought screw it, dropped the keys with my L.A.M.E. with the instruction to "fix everything". That work has now been done, basically a top end rebuild for the engine, and may I say, I am even more enamoured with the Mooney brand than ever. Performance is now pretty much as advertised, and she goes like I had always thought a Mooney SHOULD go! I am absolutely a stone cold devotee for life, and I'd like to suggest that Al Mooney be rightly made a saint.
  18. 10 likes
    Some of you may remember Cal and his dog named Spot from decades of hawking TV commercials for his dealerships. Turns out to be just another Mooney pilot! Cal Worthington – From B-17’s to Lear Jets: 70 Years of Flying Safely Cal Worthington was born November 27, 1920, in Shidler, Oklahoma. Cal is best known as a legendary car dealer who has sold millions of cars throughout the western United States for six decades. His early TV commercials featuring "my dog Spot", and his catchy theme song urging folks to “Go See Cal” have become cultural icons. What is less known about Cal is his long-time, passionate love affair with aviation. Cal served in the United States Army in World War II, flying for the Army Air Corps, where he was the aerobatics champion at Goodfellow Field in San Angelo, Texas. As a second lieutenant during the war, he served as a B-17 Flying Fortress pilot with the 390th Bomber Group, flying 29 missions over Germany, and was discharged after the war as a captain. Cal flew in some of the most dangerous campaigns of the European theatre, including leading raids over Berlin. He was awarded the Air Medal five times, and was awarded the Distinguished Flying Cross by Jimmy Doolittle. When the war ended and Cal began to develop his automobile empire, he never left aviation far behind. He grew his early Los Angeles dealership in the 60’s by flying his airplane and doing air traffic reports for a major local radio station. As Cal became more successful, his planes evolved from a Bonanza to a King Air, and ultimately to a Lear 24 and then Lear 35, which he based at his 23,000 acre Big W Ranch near Orland with its private 5,000 foot runway. During the mid-eighties, Cal routinely flew the Lear to 23 auto dealerships spread out from Texas to Alaska. But his normal commute was from the ranch to Sac Executive in his Mooney 201, and air traffic controllers knew to expect that early morning check-in from Mooney “74H” just south of the Sutter Buttes. When he wasn’t flying the Lear or Mooney, he was probably in the Aeronca, checking out the ranch crops or finding lost cattle. General aviation has played a role even in the people with whom Cal works. His ranch manager flies the company 182 to the various ranches that he manages for Cal, while Cal’s long-time personal attorney has been a pilot for over 30 years. Today, Cal relies on a great co-pilot in his son, Rod, a retired American Airlines Captain. Through it all, from B-17’s over Berlin, to Lear Jets over Orland, Cal has amassed over 10,000 hours in the air and has returned safely each time without incident or accident. That’s just one of the many records of which Mr. Worthington can be justifiably proud.
  19. 10 likes
    Well, I have undertaken another Mooney restoration. After building what could quite possibly be the nicest 231 in existence, I am going to build a nice solid M20J and keep the price down where it's still affordable. This is a good, solid '81 J model that was idle for only a couple years. It has a factory engine that has 1600 on it, so we just freshened up the appearance with new paint, baffles, plugs, hoses, scat, etc. Prop is only a few hundred hours since major, but it's at the prop shop for an IRAN to make it look new again. That takes care of firewall forward. Panel will be a GMA347 audio panel, G530W, Still up in the air about the KX170B thats in it now, new GTX345 transponder for ADS-B in/out, and a Century 21 autopilot with an S-tec PSS for pitch and a GPSS adapter. There is an old school engine monitor that will probably get updated to a JPI730 or similar. Here are some photos showing what it looks like now, and the progress we have made on the firewall forward. During the annual we pulled all the control surfaces, everything is getting new bearings and hardware.
  20. 10 likes
    The real question you ought to be asking is what kind of airplane does your dentist fly? If he flies a Cirrus, he makes too much money and must be overcharging. If he flies a Bonanza, it's a death trap. If he flies a Cessna or Piper, must be a lousy dentist cause he can't afford something better. Now if he flies a Mooney, then it's just right and you should trust your teeth to him. Unless it's Peter Garmin, he has bad Yelp reviews.
  21. 10 likes
    I'm a general dentist. Give me some details and I'll try to help. Whenever I have patients question my treatment plans I recommend they go to another dentist for a 2nd opinion. You should get your current X-rays and treatment plan then get a 2nd opinion. Your current dentist should understand. If he or she doesn't understand then I recommend you find another dentist.
  22. 9 likes
    My wife's Hyundai is easier to load then the Porsche, but I'd still rather drive the Porsche. I'm reminded of a comparison that someone made between my M20C and a 182. The conclusion was that the 182 was better than the Mooney in every way, except when flying. It's better for loading, better for unloading, easier to get in and out of, easier for passengers to get in or out of, easier for the A&P to work on, easier for sitting under the wing in the shade at fly-in's, better for camping under the wing, and better in many other ways. But all that goes away once in the air. And at least for me, I own an airplane because of the flying part.
  23. 9 likes
    I thought it would be a good time to post an update to the saga with 252AD. We've been down the road with a DER to get a fix approved for the spot of corrosion on the spar cap. The prescribed fix is actually pretty minor. It's just a doubler of about 4" covering the spot where the corrosion was polished out and removed. There is a specific number of rivets or fasteners that must be driven through the doubler. In addition, we have to create a new gusset to attach the rib to the doubler. The doubler should go in today, while the gusset is out for heat treating. We should get the gusset installed next week. Then it will just need to go back to the tank shop to seal the tank. I've also been collecting avionics for an upgrade to the panel. But had put that all on hold while we tried to determine if the plane would even fly again. We're in the home stretch and so it's moved into the avionics shop for that work. I'm removing engine instruments, JPI EDM-700, Turn Coordinator, KI-256, KI-525a, VSI, KNS 80, GNS530W, KR 87 ADF, KT76a, WX-10A Strikefinder, GMA 340, Hoskins, and the standby vacuum system. I'm installing, Aspen E1000Pro PFD, Avidyne IFD540, AXP322 remote, SkyTrax100, PMA 450a, EDM-900, Garmin G5, CiES digital fuel senders, all in a new left side panel. I'll keep the ASI, and encoding Altimeter along with the Altitude pre-select and KFC150. I'll also keep the GDL 69A and KY 196 com. I'll try to get some pics tomorrow of the repair work on the spar cap. It's been a long road, and we're not done yet. But hopefully another month and we might be flying.
  24. 9 likes
    Nervous but excited. Pre-buy next week. https://www.controller.com/listings/aircraft/for-sale/17574153/1965-mooney-m20e
  25. 9 likes
    i'm 67 but lost medical 3 years ago and FAA just told my AME TO "wish me luck" if I were to apply again. My Doctor says cancer is no longer active, but the FAA thinks otherwise. So my Mooney is in annual and may soon be sold. Ihave taken up High Performance Driving Education and am a certified Instructor. Sort of like flying low When plane sells I'll get something faster.. Bill
  26. 9 likes
    82 this month, but still a kid at heart. Started flying (Army De Havilland Beavers on wheels) in 1956 - Long story, I was not an Army pilot. Civilian flying started around 40 years ago, and I bought my first Mooney shortly thereafter. Pretty much continuous flying since then in a variety of owned aircraft for business and pleasure. I know there are older Mooney pilots, but I don't know if they are MS members. Sent from my iPhone using Tapatalk
  27. 9 likes
    Private NY center: "Mooney 12345, would you like to SuperSize your IFR clearance today? Only $9.95 extra for pireps, our exclusive hold avoidance guarantee, and full traffic separation services?" Mooney 12345: "Negative, thanks." Center:. Turn left fly heading 090, expect further clearance Tuesday."
  28. 9 likes
    My beautiful Mooney and I made the cover of MAPA Log this month! My thanks to Trey Hughes, et. al, for the honor!
  29. 8 likes
    From all the bad backs around here, I am gathering that Mooney needs to go back to the drawing board on this whole rubber-puck-landing-gear thing. Or you guys just need to learn to land softer.
  30. 8 likes
  31. 8 likes
    All depends on the specific surgery and the underlying cause for the surgery. 4-6 months of no flying would be pretty drastic. I do brain and spine surgery to pay for 100LL. direct message me details, phone# etc. I'd be happy to discuss with you. Brad.
  32. 8 likes
    Since the thread is creeped quickly into finding women and talk of unicorns, if you have never watched this video, it is definitely worth the watch..
  33. 8 likes
    Just out to craig CO and back. snow, lakes, mountains, not much else. 16,5 out and 17,5 back.
  34. 8 likes
    Putting a positive spin on this thread... I know this thread is about the operating budget for a 1975 F, and maybe some of the numbers in this thread are high because of that. However, owning a plane can be done on a budget. It just depends on what someone is looking for and maybe they need look for something less expensive. To say that you need to be able to come up with $50,000 is perhaps true, depending on what you are flying. However for someone like @Raptor05121 or myself (and I think quite a few others around here), that is more than our planes are worth. If I had to come up with that, I would just scrap my plane and start over. I think that this and other online boards tend to scare away many a prospective owner. Yes, people stretch and buy planes beyond their budget which end up not flying, but to own a plane you don't have to have six figures of disposable income sitting in the bank just waiting to be spent on the plane. It depends on what you want. A lot of people told Alex that he shouldn't buy a plane on what he made and had available, but he did and put in a bunch of sweat equity. Look at all the adventures he has had and what a great ambassador he is to other young people thinking of GA, which is really what the industry needs more of. I just bought three headsets off Amazon for $85/ea + about $7 for cloth covers for the ears. They aren't as nice as what everyone else is using, but my wife and son like them just fine. I don't have ADS-B out, but I have a few years left to get that done and as with everything else electronic, the price will come down. I think there will be options in the marketplace that we have not heard of yet which will get the job done for less. I built a stratux with just over $100 of a raspberry pi and other pieces and have ADS-B in along with free weather on my tablet. My plane has no glass panel, older avionics (with an annoying Com1 that gets a stuck open mic from time to time) not IFR capable, but neither am I. However, I did fly my wife and son to Lake Havasu last week for lunch and over Anza Borrego State Park for some flight seeing on the way home last Saturday. Yesterday we flew to Mesquite for my wife's dad's 75th birthday and did a little flightseeing over the Hoover Dam on the way. We flew back home today, 254nm and 2 hours from wheels up to touching down at home, beats the heck out of the 5-6 hour drive back and fighting with the traffic from Vegas. Next weekend I'll fly my son and I to see family in AZ, probably going to take some family flying while we're there. I don't have an "F," just an old "D" that was converted to retract and CS prop 50 years ago, but it flies great, and these trips wouldn't have happened if I had to work out renting a plane.
  35. 8 likes
    My opinion...and many will disagree...is that if you cannot afford to pay cash for the airplane, you probably cannot afford the airplane in the first place. If you need a loan to acquire the airplane due to a lack of funds, what will you do when you get the first big, unexpected bill? How will you handle the surprise engine job, the leaky tanks, the landing gear that needs to be rebushed, the prop that needs an overhaul or replacement, the avionics repairs or upgrades, etc. I've seen guys that took loans to buy airplanes they really couldn't afford and get caught with these types of bills. The airplane gets parked while they make loan payments, pay hangar rent and insurance while they try desperately to raise the funds for repairs. Not a happy situation. Besides a good C or E is a GREAT airplane. My Dad owned a 1964 C model and it was special!
  36. 8 likes
    I'll contribute my perspective on the usefulness of an IR in a traveling airplane which might be representative of several MSers. While flying with "reference to instruments only" skills will rust with disuse, as with riding the proverbial bicycle the skills, habits, and instincts ingrained in 40 or more hours of training never goes away completely. I did not fly from about 1990 to 2011, but before 1990 I had flown well over 2500 hours and my logbook indicates that about 10% of those hours were IMC. When I came back to flying in 2011 I found that landing a PA28 was about as easy as ever. Holding heading and altitude did not take much practice either. When I prepped for an IPC I found that those "aviate" skills were still there as were the "communicate" skills. "Navigate" took a little longer largely because GPS was completely new technology to me. I conclude that even if a pilot does not exercise her privileges the skills obtained may well save her life when weather does what weather does. Further, filing IFR when traveling over 50 miles, even in CAVU conditions, has several benefits: I'm talking to someone in the case of an emergency; I will not inadvertently enter a restricted area or a hot MOA; I will have another set of eyes looking out for traffic conflicts... I just checked my logbook and note that my IMC hours are still running about 10%. Once in a while I find it "necessary" to shoot an approach to near minimums (ceiling under 400). Being willing and able to do that got us into KGGG for MooneyMax and into KERV for a plant tour last year. (MooneyGirl was with me on the latter, perhaps that flight was part of her motivation to get the IR she's working on now!) I had to do an approach into both Madison WI and Fredricksburg VA to do Mooney Caravan. Likewise Panama City Beach for Summit a couple of years ago. I fly NC to ME every year - I'd guess that at least 1/2 those flights involve some IMC. I'm 74 and I've been retired for 16 years. I do not "have" to be anywhere on any schedule but being "qualified and equipped" is useful and personally satisfying.
  37. 8 likes
    Perhaps the dark side of the OP is that we may be sharing IFR airspace with aircraft not legally equipped. Our IFR protections assume everyone is adhering to the standards. How many other knuckleheads are there out there betting a lunch and our lives that portable equipment is good enough?
  38. 8 likes
    that guy has way too much time on his hands here is the finished product. Its been painted a year now.
  39. 7 likes
    Flew it home this morning from calgary. A few minor issues to resolve, right wing feels really heavy during level flight, not sure if the JPI is working properly and the Attitude indicator isn't working properly so we could not use altitude hold of really even the auto pilot as it always wanted the nose night. I'll get some separate posts on the later, but I am just pumped to have my plane home!
  40. 7 likes
    My plane doesnt often save me money. It DOES however save the one thing that money cannot buy....TIME. That makes it worth its weight in gold to me.
  41. 7 likes
    Dogs are wonderful companions. In addition to Mutt Muffs be sure to protect them from cosmic rays. Sent from my iPad using Tapatalk
  42. 7 likes
    This is perhaps the most interesting and heart wrenching thread I've read on this forum. There have been lots of comments about whether or not it was smart/safe/well planned/etc to fly that night. As a point of learning from this tragedy I also believe it's worth discussing what do you do if you find yourself in a similar situation. I submit a simple, plain English statement to ATC can bring a lot of resources to your aid. A radio call such as "I'm disoriented, I'm having trouble controlling heading and altitude and I'm low on fuel. Please help me get this plane on the ground." will get you a great deal of priority. Please don't take this as a criticism of the accident pilot but rather a suggestion for the next one of us who finds him or herself running out of options.
  43. 7 likes
    I always tell my patients that i would much rather have then say "I wish that I did this sooner" rather than "I wish I didn't do this." You are ready when you are ready. Most of the time it is ok to wait unit it is the right time for you. Sorry it was such an ordeal to get you fixed up. Good job seeking out the right doc for you. I'll have more about that for @peevee offline. My favorite t-shirt: "It's not Rocket Surgery" Today was all spine surgery. Tomorrow is lumber fusion surgery and then a brain tumor. I love that everyday is different. @Hyett6420 - really not all that impressive - when I'm at home, I am still the trash boy (have to remember to take it our Thursday night ). And it doesn't get me any priority with ATC. Sounds like you are in a much better situation than some of the others. Spinal stenosis can certainly be a bad problem, but the fixes are a little easier. Physical Therapy, Injections by pain management. If that doesn't work, the surgery for that is usually about 1 hour or so and maybe home same day or one night in the hospital. Probably flying in under one month. Feel free to PM with questions. Yes, the spondy often progresses to needing surgery. I absolutely recommend looking around for the correct surgeon for you. The internet is a good starting point, but don't rely solely on the bad or good that you see there. I usually treat spine fractures (I am assuming here, I couldn't find it rereading the accident thread) for about 12 weeks in the brace. Depends a little on the type of injury, but that is a good general rule. If you are complaining about the brace, that is awesome! Given what you could have been complaining about - I'll take it. I hope all else is healing well! Bone spurs in the neck are usually fairly easy to deal with. If you are talking about a cervical discectomy and fusion, you could be back in flying shape in 2-4 weeks. If it is just a pinched nerve, put it off as long as you can deal with it (pinched spinal cords are a different issue). Happy to answer questions if you want. A second opinion is always a good thing when considering anything like spine surgery. No one should discourage it if you mention seeking one. Don't feel bad about it.
  44. 7 likes
    Made my second flight to Florida this morning from the U.P. of Michigan with the Lancair. Caught a bit of tailwind making it pretty enjoyable. Boy I love this plane!
  45. 7 likes
    An article discussing some aspects of Mooney airframe icing by Bob Kromer was posted here: http://www.mooneyevents.com/flying5.html. It focuses on tail stalls. From the article: "... But as you can imagine, we also learned a lot about structural icing on the Mooney airframe during thest tests. Lots of important information came from those tests, but I want to pass along what I think was the most important for your consideration. Most of the airframe ice I accumulated at altitude was brought to the approach and landing. It was just too cold at lower altitudes to melt anything. And what we learned that I think was so very important was this - WITH AIRFRAME ICE ON A MOONEY DURING APPROACH AND LANDING, CONSIDER LIMITING FLAP DEFLECTIONS FOR THE LANDING. Here's the reason. We all know the amount of nose up trim required in our airplanes is pretty substantial to retrim when the flaps are extended - especially the M20K, M20M, M20S and M20R airplanes. Retrimming our airplanes causes the entire horizontal stabilizer to move and significantly changes the angle of attack of the horizontal tail's leading edge (nose up trim is leading edge down). With a substantial amount of ice on the horizontal tail (1/2 inch or greater), we found that the airflow could seperate over the horizontal tail and the horizontal tail could begin to stall when retrimming the airplane nose up for the landing with anything greater than 15 degrees of flap deflection. The buffeting started around 85 KIAS with the flaps at the takeoff setting (15 degrees) and got worse as we got slower. Buffeting was felt through the control column and elevator effectiveness was greatly diminished. With ice on the M20K prototype while landing, I learned to make my approach and landings at 90 KIAS with the flaps up. This completely avoided the retrimming/tail buffeting/stall situation. We felt so strongly about this (limiting flap deflection for landing with ice on the airframe) that we immediately added this recommendation to the Pilot Operating Handbook for the 1985 model M20K when we got back. The aerodynamics of the airplanes we all fly are very similar. I suspect that what we experienced on the M20K prototype in Canada you will experience in your airplane. So think about limiting flaps to minimize retrimming the tail when landing with airframe ice on your Mooney. Keep the speed up on the approach (85-90 KIAS) and carry that extra speed to the landing flare (just make sure the runway is long enough to handle the extra speed and landing distance). Stalling the horizontal tail is something not to be reckoned with, especially close to the ground."
  46. 7 likes
    I'm in a situation much like you describe and have been working on my IFR for a couple years. In part I started just because I wanted to get back in training and get one more rating. I like learning about new things in aviation and I've been having fun working on the IFR. I bought my old M20E to be an instrument trainer and wanted a complex plane, not just a loaded C172 and I've been happy with it. I'll admit that it tempts me to buy a bunch of very expensive upgrades but its possible to hold back on that urge and just go IFR light on the plane and still get some value over VFR only. I've had some days when I made a VFR flight of a hundred miles or so stuck scud-running just above pattern altitude under a thin layer of cumulous clouds that I could have slipped up between and just barely broke the clearance of clouds rule for VFR. An IFR clearance to VFR on top would have been just the ticket and wouldn't have strained the skills of a newly minted IFR pilot. The IFR training makes you learn more precisely what to expect from your plane and how to manage your time. I had no idea how much I waste putzing around. Also learning how to talk more efficiently to ATC and learning more about how to use all the resources is worth the trouble. Just keeping it right side up on instruments isn't a big deal. Most of us learn to do that OK when getting our private ticket. I remember thinking IFR didn't seem so tough back then. It's when you try to put it all together in an environment where you'll have to coordinate with others and not get burned that you realize how much there is to learn about aviation. Challenging and fun go together in my book. I'm having fun going after my IFR. I expect to take my check ride in a couple of months or so.
  47. 7 likes
    Child to mother, "Mom, when I grow up, I want to be a pilot" Mother to child, "Now dear, you know you can't do both"
  48. 7 likes
    and the winner is..... fuel injector #4, probably paint stripping residue of my new paint ....
  49. 7 likes
    Maybe all of us airplane guys can agree on one thing - boats are an expensive pain in the ass and no one in their right mind would buy one.
  50. 7 likes
    Nothing could be further from the truth! You need a TSO's GPS navigator to navigate IFR within the NAS period. If I recall correctly its TSO C129 for non-waas supplemental nav and TSO C145 or C146 for WAAS sole source navigation. Even experimental aircraft have to be install such devices to fly IFR. Tell him to call his local FSDO or ask anyone on his local FAASTeam group. he owes you lunch