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So the past 3 months have been the most difficult in my life with loss of life and mom suffering a severe stroke and last week our beloved dog of 13 years died my wife and I are hart broke over the loss. Add to that a severe virus cold and constant rain and I haven't flow in almost a month. But, two days ago we adopted a shelter dog and he is so sweet my wife and I are very happy to bring him into our home. He is a German Shepard mix a little under a year old. We never took our previous dog Hadji with us flying since he was very large and I know this dog will be close to the same size too big for a kennel that will fit in our Mooney but we are planning to get him flying soon. We will likely get him some ear muffs and set up the back bench with a doggie bed. I'm sure most things with dogs and flying are common sense but any suggestions from those that fly with their pups would be appreciated including suggestions on muffs that you have used both good and bad. thank you in advance for any suggestions and kind words Our new dog is named Magneto

Took my wife and youngest son on their first ride in our Mooney. A short hop over to French Valley for a late lunch/early dinner. Pictures and the story are over on my blog. Put together a short video from the photos and videos my wife took on our phones. French Valley Dinner Run

Our Labradoodle, Darby, goes with us most of the time. She usually just sleeps in the back seat or looks out the window. She gets up and pays attention when we start the decent. She doesn't seem to mind the noise at all.

1. Is he left or right Magneto? Anyway, beautiful dog. He will be smart and sweet. You can tell right away. 2. We fly our two dogs and two of my daughter dogs all the time. We live 1 hour flight of each other and I fly dogs back and forth depends on who is taking vacation. The biggest is over 100 lbs and smallest 20 lbs. For the small ones I just put something soft in the baggage compartment and large one sits on the back seats. Just like in the car. They stare out of the window and noise doesn't seem to bother them at all.

I almost finished the rear baffle panel on my upper cowl. Just need to put the flame resistant sealant on and it's finished. I also worked on a new air filter box today and am liking it so far. Much better than the fiberglass one I made for my airplane. I'll install this on mine and make sure it fits like I expect it to. David

I fly with a Border Collie on a semi regular basis. The decibel level isn't an issue. I also do Pilots-N-Paws flights and don't worry about hearing protection ( no complaints to date ). If you do decide to use it, don't have Magneto's first experience with the ear muffs be in the plane. Taking away a base sense might be too much. Get him comfortable wearing them at home, then in the car, etc. good luck! Sorry the picture is sideways???

There are several threads on MS re interiors. Here's my log entry from 2012" "Replaced interior fabrics (headliner, carpet, leather) with materials tested by Skandia Inc. under w/o # 249481 dated 12-10-2012 and certified 14 CFR Part 23.853 and 23-49 app F (e) and certified by FAA DER on 12-12-2012. Said documents attached. Work was performed by Dave's Trim and Robert Belville, owner." Skandia charged $135 for 5 flame spread tests. The leather, headliner fabric, and carpet passed the part 23 standard very easily. (5 test because both the carpet and the headliner were tested in both the warp and weft.) It took two hides of leather to do seats, luggage area surround, rear seat kick plate, and side panels. Plus arm rests and small trim accent pieces. Including repairing and painting the plastic parts, I think I spent a little over $3000.

Three weeks to go. Painting almost done. Then interior in and test flights. Happy baby.

Sorry to hear about your mom and loss of your best friend. We flew with a large 70 lb Labrador, Bailey, for years. No doubt the dog had over a 1000 hrs before he passed a few years ago. Mutt Muffs weren't invented when he started flying but I felt convinced he was telling us he didn't appreciate the noise. So we used knee pads at first and then switched over to the Mutt Muffs when they became available. Of course I can't say with any certainty, but I felt the dog was happier with the muffs on. But after takeoff and climb out, and he would lie down, one of would need to reach back and make sure the the muffs were properly situated for the flight. Once in cruise, they would stay put for the duration. Like others, we use a harness, not just a collar, and a leash we tie to a fixed shoulder belt. Its loose enough he can get up and move a bit on the back seat but to short to allow him to get to the front seat. Labs are especially calm dogs so we've never been concerned about him trying to come forward, but the primary concern has always been him becoming a flying object in an emergency off field landing. In addition to our safety, we sure want him to survive one too and hence the harness rather than just a collar. Our vet recommended a liquid sedative and anti-nausea medication for the first couple of flights. Which we used. But our dog did so well I don't think it was necessary at all. After twio labs we decided we had to go with a rescue next and now have a more Mooney sized 35lbs little girl; is much easier to accommodate weight wise. Layla took to flying right away and we use the same set up with her.

First off...Hang in there. So very sorry for your loss and the health issues for a loved one. I derive a lot of hope and faith from Kirk Douglas and his profound ability to bounce back after his stroke. I have laid two four-legged family members to rest and I compare it as HARDER (at the time) than the loss of my father who at 62 had lived a wonderful life and was so unhappy dealing with diabetes that to this day I feel his passing was a blessing. My dogs though had me and my wife to "control their fate". WE ended their time on the planet. That is rough...at least it was for me. I get emotional just reliving it here...Add to that foul winter weather when flying is an asterisk instead of an exclamation point and life can get real heavy. I am so happy that mags has found a new home. Nothing like "saving a soul" to help one's own soul be refilled with a lust for life. +1 on the harness. I would not personally have a dog unrestrained (unless <10lbs) in a plane until you really know how they will react. We have a collapseable kennel in big seat for small (50lb 1.5 year old pointer) and our senior 60lber goes in baggage...WHEN he flies. The other kennel serves as a barrier to his coming forward. We have not ever provided dogs with hearing protection. There does not seem to be any adverse results from this with all four dogs. Enjoy your new addition! Saying a prayer to the weather God's is never a bad thing. Sunny in Iowa today and 40's. Life is good.

Not true!! Not for fuel injected engines! Remember what happens after you shut down a heat soaked engines - what happens to the fuel in the lines - where does it bleed into??? This is why its so important to test the p-leads on every shutdown before you get out and push your plane back. So often before we push it back, we move the prop out of the way. When we do, we should always move it backwards to prevent an impulse mag from engaging and thus firing if we should have a bad p-lead that is not grounded. (don't worry about the OWT about hurting your vacuum pump doing that - its a myth.)

That doesn't make any sense, not doubting you, but I did some quick googling since CO detectors have become required in most every home in CA for a few years now. The real issue seems to be that the law requires that units sold in CA are all listed as approved by the CA Fire Marshall. Thus this one didn't meet the CA requirements and is simply not on the approved list and therefore can't be sold in CA. Don't know why this one isn't approved but there are lots of battery powered options starting at less than $20 at the local HomeDepot. Plus there are other options on Amazon that will ship to CA. Flying high, i take the threat very seriously and use a CO Guardian panel mount unit: https://www.guardianavionics.com/aero-553-panel-digital-display-multi-function-co-detector-tso-certified-aircraft

I was looking on Amazon this morning for co2 detectors and was ready to order, but Amazon said could not ship to address. It appears that all the detectors can not be shipped to CA because of our stupid laws about importing certain items that contain certain items that can cause certain things to its residents. Maybe we should ship Gov. Moonbeam to some other state and then CA would not allow him back in. Who want Him? Pritch

Darby is the coolest too! [emoji1360] Sent from my iPhone using Tapatalk

This is the exact reason I will be stripping the sealant off of the spar in both tanks before committing to painting my airplane. David

Final photo from the day is our group shot. I am safe and sound back at home. I am tired, but it is a happy tired!

This thread is just getting started! Wait 'til some of us get our new cowl and post pireps.

Here's a couple screenshots. The fuel page shows my MPG. I got some flack a while ago about the fuel burn. This shows it's pretty much the same as the Rocket except I'm not wearing O2, we're a 100 knots faster, fuel is cheaper, and with the extra speed and dropping the fuel stop we shaved several hours off the trip

This is just a pimple not a cancer. It is common on planes left outside. Get a Dremel tool with rotary brushes and brush the area well to bare metal. Clean it with MEK and apply zinc chromate. The whole process is no more than 1/2 hour. This is more prone on planes with bladders. Moisture is trapped between the bladder and the structure causing interface corrosion. If the plane is left outside have the bladder area inspected every five years. On integral tanks fuel keeps moisture out. And sealant is not corrosive. The above pimple is not inside the fuel tank but on the outside perimeter. José

Trip to the in laws on Sunday. More of the same weather. The bowl over Johnstown stated to lift up so we went out VFR (icing airmet and reports in the clouds) to take a peak. Ceiling was sufficient to clear the ridge line at my preferred altitude (no scud running allowed). However as we got close to the eastern ridge of the bowl noted that the visibility dropped down a bit and I lost the peaks. I didn't like what I was seeing - snow - so I headed north where I knew that there was a lower ridge to cross and the reporting stations were saying things were better north and east over south and east. That was plan B, plan C was to return from whence we came. Anyway, we were able to cross the eastern ridge and had a beautiful and smooth flight until the last leg over the Tappahanock river need Shannon / Fredericksburg - snow squalls everywhere. The destination airport was VFR, and I was below the clouds, so I picked up an IFR pop up to get us through the precip and then cancelled . A couple of planes in the pattern. We sequence ourselves and land.ed uneventfully. Unfortunately the forecast for the return trip the next day was iffy. Wife and I both needed to be at work at 6p back in Pittsburgh and the forecast wasn't supposed to lift over the bowl at all and over the WVa mountains until about 4pm. I didn't want to get there itis a VFR trip over the mountains with a lot of variable ceilings and having to dodge snow squalls. So, we rented a car and drove the leg back. Dee Dee Blue is now sitting at FYJ waiting to come pick her up on Sunday. Such is life with no FIKI or turbo living in the lake effect and using a plane for cross country travel. As my wife says... that's a first world problem. Btw the drive back reinforced the decision to drive. We also encountered some of the scariest driving I can recall - visibility down to a few feet over the mountain passes. This trip also reinforced the concept that mark one eyeballs are just as important in the winter as they are in the summer. The TAFs and FA was saying things that were rosier than the reality of the weather in that microclimate along the ridges and gaps for the scrubbed flight back home. Avoidance of squalls is key in the mountainous terrain. A daylight only study and know the local terrain and obstacles kind of thing. Reroute north and east to go around weather over the ridges. Clear with an overcast to our west, but this is what it looked like along my "planned route". Flying NE parallel to the ridge line with JST airport in clear view off my left wing. Foreboding weather over the ridges toward 2G9 (Somerset). Where we passed the eastern ridge just southwest of the city of Altoona, PA. Everything starting to break up a bit as we head east towards the Blue Ridge. Near Shannon, VA (Chesapeake / Tappahanock R region) - a snow squall started to fall as we were passing under. Visibility reduced and we picked up an IFR plan. Cancelling IFR at our destination with a great sunset in the background. Driving through the FRZ on the way home at 59 kts. Note the reporting stations are looking VFR. But not so between. Sent from my iPhone using Tapatalk

Absolutely.

Another vote for this

Yes I did see that, spending a lot of $$ on avionics this year though, need to cut back somewhere, the LED's will be a huge improvement over my GE 4509's. I know my alternator will like them too ;-)

Nope. No more crying wolf from me.

Plastic like cap and fill port on mine.... threads are very thick

Vacuum independence is a major reason I prefer sTec autopilots.

The top cowl cracks near the spinner hump because the cowl inflates in flight and flexes quite a bit there. The only way to stop that is to make it very strong and stiff in that area. Boat resin and fiberglass cloth only adds weight. Nothing froma hardware store should be used. You need structural aircraft epoxy and either S-glass or carbon fiber.

Pritch, you might want to send a note to your AOPA friends on that one. See if they can receive and reroute your shipment. Best regards, -a-

It is "belt and suspenders". If the P-leads are good, you should be safe even with fuel available. If you shut it off with the mixture cut-off, you should be safe even with bad P-leads. But with both, you have redundancy. Yes, when you turn off the ignition switch momentarily, you will know instantly if the engine starts to die. If it doesn't, you shut if off with the mixture and have the P-lead repaired before flight. (I would probably do the P-lead check a second time, thinking perhaps my ears were deceiving me.)

thinking good thoughts for you and your family. and your new cute pup!

You're only 64? In a hurry to quit?

Hi David, So regarding the Hartzell scimitar HCIC2YR- 1BFP F7497 2 blade propeller and 835-54(P) spinner what will allow me to move the larger 14" diameter backing plate ? would that be in your cowl mod STC allow a '67C owner to deviate from P920 TC or ???? Just curious James '67C

Apparently that was my plan before painting - only I didn't realize it ahead of time that it was my plan!

Just bought one of these. Works great!! TONOR Portable 0-2000ppm Carbon Monoxide Detector Yellow [url=https://www.amazon.com/dp/B01HCP2UJO/ref=cm_sw_r_cp_tai_QX7Lyb5F8Q63X]https://www.amazon.com/dp/B01HCP2UJO/ref=cm_sw_r_cp_tai_QX7Lyb5F8Q63X[/ I show 0 - 15 ppm while taxiing. Zero while in flight.

$84 Works great. https://www.zoro.com/uei-test-instruments-carbon-monoxide-detector-0-to-999-ppm-utlc11/i/G7609996/

Oh awful. John King tells a story of an off field landing where he had a small tool chest sitting on the hat rack of his airplane, and when they stopped (abruptly) it flew forward and hit Martha King on the head, as a glancing blow leaving here with only a minor head trauma, from the luck of not having been a more square blow.

Hi ALL - so following this current thread and my recalling that I too just went through a complete spar cap repair - at least two different mooneyspacers contacted me for more information - which I will be happy to correspond to them directly by PM, but I decided to repost a very detailed report I made about a month ago, describing my experience, and then a phoenix is rising thread about a better airplane on the other side. For the reader's digest version - in Anthony-bullet-style: -intergranular corrosion is different from surface corrosion - once started and even if it seems relatively mild, it will propagate inward and cannot be stopped. Replacing the part becomes the only option. -such a corrosion attack can happen in a relatively short time in a relatively small place in an otherwise fine plane. -spar cap under the fuel sealant is a common scenario. -there is a specific standard of how deep the corrosion is allowed to be and still be brushed out rather than replace the part -I had my spar cap replaced at airmods in new jersey. They KNOW what they are doing and have done this specific job on Mooneys several times before. They did a fantastic job on my airplane. It was expensive and most of the expense was labor - I think the part - the spar cap was $500. They are a no nonsense and very reasonable shop and I think they did me right both in charging hours and in choosing the most efficient repair method possible. It takes several hundred hours to do. -they did not remove the wing, but they separate the wing from the plane and displace it just a few inches. They remove lots and lots of rives and work the whole spar cap out and then jimmy in a new spar cap. Then apply lots and lots of rivets. Structural plus skin rivets. -this method saves the trouble of removing control rods, fuel lines, electronic lines, and in my case, the tks plumbing. -the alternatives were remove the wing entirely, or maybe even replace the wing. Replace the wing might be competitive if you find a good deal on a good wing and it fits exactly. In my case, there were no tks ready m20k wings not from the later series (landing gear and other details changed in what 1984? in the m20k line). That would have greatly increased the cost. -before proceeding with an expensive corrosion repair, consider getting the whole airplane re-inspected as if a pre-buy because wisdom says that if there is some corrosion, maybe there is more. In my case, it turned out to be yes, mostly just a single attack and the rest of the airplane structures, and tubular pieces too, came out fine. -I think the repair itself took about 4 months in queue waiting my turn on the shop floor with the right mechanics (yea - if I had only planned ahead..... eh?) and about 4 months in process of repair. -I went through some soul searching before proceeding to decide if I want to keep this plane or get something else. Every time I looked at something else, I kept coming back to I like this one. -I am in starbucks in Princeton NJ (Hi Anthony!) today, flew down yesterday for business - at 13,000 ft (low traffic zone) at >200kts the whole way.... and I go home tomorrow. lifestyles of the rich and famous. Gotta get back to work now...

Bayern- There are differences in what is allowed for fabrics between CAR-3 airplanes and Pt 23 airplanes. Qualifying material can take several different avenues. Most Pt 23 fabric comes treated and approved. Other fabrics can be treated and be made to meet approvals. All fabrics can submit to a burn test and may or may not qualify. Most do. CAR-3 fabric has a much lesser design requirement than Pt 23 fabrics. "Most" fabrics for automotive use actually meet a USA national standard. It only requires a statement in the log entry that the manufacturer says the fabric meets "some national standard" for burn, 43.13-1B Chapter 9 sec. 3 Acceptable Methods, to qualify for CAR-3 airplanes. I direct you to my second post in this thread for some more information.

When and where are we going to have our Northeastern formation training... Oscar

I hope to have a picture to share with a caliper showing the depth. But according to Carl, it's definitely not surface corrosion. The pits are evidently pretty deep. Stacy and Bill at Mooney have instructed us to grind it down to shiny metal and then we can evaluate if enough is left. I believe the rule is no more than 10% of the original thickness can be removed and still be serviceable.

"All pilots and all fixed-wing propeller driven aircraft are eligible to participate." YooperRocketMan already won. Sent from my iPhone using Tapatalk

It sounds like the manufacturer can set the max amp draw to 22 amps on that unit, or 19 amps on the smaller unit mentioned in my previous post.

But... I'm looking for a quick, easy solution... which reminds me, does anybody have magic pills to lose weight?

Ok Hank. You twisted my arm. 3.5 hours from the U.P. Of Michigan to Spruce Creek, FL (just south of Daytona Beach). We were supposed to leave with the Mooney Rocket on Friday, but my 1900 hour alternator went TU as we were going out for an IPC Thursday afternoon. I've flown 8 approaches in the last 8 weeks, but was looking to work on partial panel. Anyway, neither plane was ready for the trip as of Thursday night. A new ADAHRS arrived Friday morning for the Lancair at the same time the Rocket alternator showed. By Noon both planes were ready but decided I wanted to leave early enough to land in daylight so delayed until today. Flew the Lancair Friday afternoon and felt it was ready for a REAL trip. It was my wife's first flight but she loves it now! Only picked up 25 knots tailwind but was well over 300 knots the whole way. Tom https://flightaware.com/live/flight/N994PT/history/20170204/1300Z/KIMT/7FL6

My "Flightseeing" trip last Sunday. Going to take my wife and son flying tomorrow. "Flightseeing" - Was that Wind Shear?

I would suspect the ignition switch isn't grounding the left mag when in the right position. You can confirm it with an ohm meter after disconnecting the p-lead. If so the bendix switch can be dissembled and cleaned up and you'll probably be good for a long time.

Rule of thumb out west...2,000 feet for each 10 kts of wind at the top of the terrain. So at 6,000 feet msl, if the wind is blowing at 30kts, then you need another 6,000 feet of altitude, 12,000 feet MSL. Just a rule of thumb...but generally pretty good IMHO. So if the wind is blowing at say 50 kts at 14k feet out West, it's not a good day to go across the mountains.

We took 1ZX out to KMRN to let Lynn look it over yesterday. Lynn took some time to look the plane over and show us around his shop. We're due for annual at the end of March, and planning to have him do it. Thanks to MooneySpace for letting us know about the 10% discount.

You Canadians with your KM/H!

The useful load in my C is 1019 lbs. But this number will vary between aircraft. These models are all old and have been modified many times over the years resulting in widely varying numbers. My one annual was $1900 but this was following a very thorough PPI which addressed all squawks. Remember, YOU don't have to "live with the cramped back seat" as you'll always be in the front left seat. :-) I flew my C 100 hours in 2014. About 60% were solo, 39% with one other person and only about 4 hours total with anyone in the back seat. And no one sitting in the back seat ever has any financial interest in the airplane, so I'm not so concerned with their lack of leg room. How tall are you and your other front seat passenger? I'm only 5'9" so there is quite a bit of room behind my seat. Of course, on long flights, once the autopilot is coupled up and takes over, I usually slide my seat back and stretch out. And with that, the leg room behind me is gone.