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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.

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.

Thanks for asking. You may have a fee for a consultation, but we don't have to pay a dime for this entertainment.

Peter said leave the teeth as they are and install a GTN750 in your Mooney.

Came across this on CSOB and found it interesting if not compelling. I want to re read 91.203 but this makes sense. http://csobeech.com/files/RampCheck-Part91.pdf

Well a lot has happened since my previous post. It really looked as if we had no weather. About 10AM the ceiling went up just enough for me to make landings, did a short trip and a few landings at a different airport and did an engine out landing that the instructor said was one of the very best he had seen. He had to go home tonight and I sure wish I could have flown with him tomorrow. I flew good enough for him to give me the endorsement, but I won't be able to fly again until I get back from spring break. That will be ten days if the weather is good when I get back. There will be rust from that trip. I will fly with my local Mooney instructor a little and then should be ready to consider myself a Mooney pilot. I have a sore palm on my right hand from handling the gear. I have the technique down reasonably well, but I have trouble with the button. I learned that it works best if you retract the gear very shortly after takeoff even if there is lots of runway left. The plane is wonderful. The interior leaves something to be desired, but overall the plane is great

I graduated from dental school and am licensed by the dental board in four states so most people would say that makes me a dentist. However I don't do what most people think of as dentistry. I am a dentist anesthesiologist. There are three year full time dental anesthesia residencies that dentists can do after dental school. I'm the associate program director of one of them. We provide the full spectrum of anesthesia services in dental offices, surgery centers and operating rooms for dental patients. There are less than 300 of us in the country which explains why very few people including most dentists don't even know we exist. Today I did a nasally intubated five hour anesthetic for an oral surgeon that did a double all on 4. Sweet case * Mooney content: I flew from Tucson to Las Vegas this morning in my Mooney 231, did the anesthesia for the oral surgeon in his office, then flew home in the Mooney. I was home for breakfast and dinner. ** I'm also a periodontist but I haven't practiced periodontics in over 16 years.

I don't know the specifics but based on what you've described here are my observations and recommended course of action: You should not feel pressured as if you're being "sold" something. This indicates a lack of understanding. You should understand why your Dentist is recommending a procedure. Either you are not understanding his reasons, which may very well be more than cosmetics, or he has not explained it to your satisfaction. My advice to you would be to call them and ask them to put things on hold before laboratory fees are incurred, and ask for an appointment to sit down with him so he can explain it to you. Then, once fully informed, you can proceed accordingly. You don't have to feel enthusiastic about the procedure but you should also realize that you are not a Dentist and you should trust him to help you make certain decisions that you should not be making. You are under his care and he is responsible for your well being. And it sounds to me he has your best interests in mind.

The ability to pop up through the marine layer or down through it along the coast out here is one reason I am considering going after my IR somewhere here in the next year or two. The other is to be able to skim along the tops of the clouds. My dad used to talk about when they would be flying T-38's and trying to keep one wingtip in the clouds just for fun. I did this a little while back with @MHemperly and thoroughly enjoyed it. My only other experience with Instrument Flying was the required time fro my PPL. Actually watching someone work the radios, the communication with ATC (I do it all the time with flight following but it is not the same), navigate and fly all the approaches/holds was impressive and a lot of fun. I highly recommend it. This I think sums it all up. When I was taking my check-ride the DPE asked me if I had plans to get my IFR. I told him maybe in a year or two, along with the typical "everyone says it makes you a better pilot" line. His response was "not necessarily." If you are a safe pilot that knows yours and your planes limitations and makes good decisions, you will be a safe pilot. On the other hand if you take risks and make poor decisions getting your IFR won't change that, just give you more opportunities to get into trouble... So maybe I'll pursue an Instrument rating, maybe not. Right now I am having a blast as just a VFR pilot, and will continue to do so.

Tough questions you can only answer for yourself... I started my IR training in a well worn M20C. It had one VOR and ILS combination. A second nav radio would need to be added for good use... many waypoints are intersections on a IFR chart. 'Requiring' two nav radios to identify it... Today I would have added a used 430W just because it's navigation strength is so superb. If you have these things already, consider taking a CFII for a fight or two. An instrument flight in VMC to demonstrate that your stuff works. Then repeat the flight in light imc.... If you have two nav coms that are working already you would need one other thing... pitot/static and altimeter check. That costs a few tenths of an AMU... When you're done, report back with yay, nay, or nowayinhell.... My M20C was so worn, it didn't make sense to try and update it. It was sold, and I took a year off from flying... I spent my annual flying budget on the IR. Rejuvenated, having the IR in hand, went looking for a newer Mooney that was better prepared for traveling. My family/relatives do not really like flying. They watch the clock and the weather to make sure I have enough cushion in the schedule. Having the IR is a bit helpful that you can leave when the weather isn't perfect VMC. If the government thinks I am rated to fly in cloudy weather, than they can believe it too... Clouds at 5k' to these people look like a low ceilings... I got a 98% on my IR written exam to have a piece of paper worth showing to them. The closest thing I have done to IFR flying this year was sit in the right seat while somebody else Flew a few approaches in their Mooney. Try that too... the right seater is responsible to look out the window. Recognize traffic and terrain. Typical responsibility of a VFR pilot. Bring your iPad along, but know that it is difficult to be looking for traffic and at the iPad at the same time. PP thoughts only. My first IR flights were pure elation. Adding VMC to the mix was really sweet. Doing this with a modern Mooney and taking the kids to WDW.... Best regards, -a-

Well, I now have some crosswind reporting as a low time Mooney pilot. We had a 12 gusting to nineteen today and it was virtually a non event.

I have a veterinary medical degree. I will be glad to take a fee, but can't offer any advice.

Garmin just announced they will supply buttons to Garmin dealers to have them do field repairs so you don't have to send it in to be fixed.

I just love having the rating. I can't remember the last time I shot an instrument approach that was IMC enough to count for currency, but I file most flights regardless. But the best part of having the rating is being able to take off on an overcast day, surf through the clouds a bit, just long enough to impress the passengers, and then bust through into the beautiful clear blue and sunshine above. It's just pure fun, right @"Chocks"?

And for what it's worth, my insurance went from $1800 to $900 as a result of the rating...

I mostly agree, but disagree to an extent. If you are a "bad" pilot, instrument training will make you a less bad pilot. Yes, you have the risk that it may encourage you to get into trouble. But I think that any time spent with an instructor, especially doing new things, is helpful.

I ordered it the 6th and received an email the 7th that it had shipped. UPS says it should be delivered the 14th.

Ovation cycle? Are we talking about women or airplanes?

Tell Peter I'm getting a Dynon D10.

No - its true - I saw it on TV.

I don't think that's the case. I'm sure several of us, including myself, will be willing to help when we get a response and some more details. This has got to be one of the most helpful forums I've ever seen.

Even with my electric gear, I don't wait for "usable runway" to go by. Once I confirm positive climb rate, they go up and are usually tucked away by treetop level. Jbar folks are usually even faster! The climb rate is just so much better with the gear up! And unlike many other retracts, the gear goes up quickly, and doesn't create gobs of extra drag a la the brand C wounded duck gear swing . . . Get 'em up and get gone!

Glad someone's willing to help a Mooney brother out - hopefully without getting sued by another one Now can someone here tell me why it burns when I pee ?

I'm a mathematician and I know nothing about dentistry but I have strong opinions about random things that I know little about. so maybe I can help?

So overrated. Shortly after I bought my E I flew to Florida (from Tejas). I stopped at Marianna (MAI) for fuel and a pee. Probably hung around longer than I should have, got into the air and as I approached TLH the weather kept getting worse. Before you know it, I was deep in soup, first time in my life. The next thing you know, I see the hands on my gauges spinning and I thought, "Damn, I'm in the death spiral! So this is what it looks like." After being transfixed by the scenario for a moment, I then thought, "Damn, I'm only at 3,000' or so, sprialing down into middle-of-nowhere Florida, with all those damn TOWERS everywhere!" So then by some miracle I get out of the spiral (I channelled my grizzled old CFI from 1986, he'd be so proud--or pissed) and pull back and in a moment I am 'on top'. Just beautiful, absolutely beautiful. So, then I call TLH and they say it just gets worse and they are IFR anyway. They suggest I turn around and try to get back to MAI, which I do. Now I see HUGE thunderclouds off to my right, with little flashes of lightning inside. Mesmerizing. They seemed to beckon me to fly closer for a better look, I resisted. Now it is getting dark and finally I am into patchy clouds and can see the ground every so often. As I approach MAI I can't see the airport and start flipping through my docs to find out how to turn the lights on. THERE ARE NO LIGHTS! So now I get a bit panicked and TLH suggests Quincy. I fly there and like magic the lights come on with the radio. I do the dodge clouds landing and make it in. This is why my wife won't fly with me. I digress, IFR cert is first on my list to finish at retirement. Flying in clouds is too much fun to pass up.

I'm not a dentist, but I did stay at a Holiday Inn Express last night.

You don't need no stinkin dentist. This will help you...

Ditto with the DVM degree. Go Tigers. If you had listened to your mother when she told you about those sweets, you wouldn't be in such a predicament now. Advise not trying to treat yourself. I fractured a upper molar and tried to repair with super glue. After 10 days another failure, so had to go back with Bondo. Bondo seems to fix just about anything. Glad to help any way I can. Best,

EDIT*** Now in new improved desings! New Designs found HERE https://smile.amazon.com/s/ref=nb_sb_noss?url=search-alias%3Daps&field-keywords=201MPH+club&rh=i%3Aaps%2Ck%3A201MPH+club Hi guys! My name is Jesse, Im a 24 year old Private Pilot who loves Mooneys and would one day love to own a 1979 Mooney M20J exactly like my grandfathers. I am going to be doing my High Performance and Complex rating here in the next week or two! I mainly hang out on reddits flying forum, but others there recommended that you all here might like to hear about my efforts. In an attempt to save up for my instrument, I have drawn a Mooney M20E(C) design (among others) for a t shirt that I’m trying to sell to help fund my training. I list them for sale on amazon, and a company prints them and ships them to you in just over a week or so. I would love it if you guys could take a look. If you have any suggestions for other models or tips, I’d be happy to incorporate them or add them into the design! Thank you guys!! Here is the amazon link. smile.amazon is the same amazon, but they send a small piece to our favorite Mooney charity. For more info on the connection ask Mooney CFII Mike in Florida...@mike_elliott. At this page you will see the indication 'supporting Mooney Summit, inc. https://smile.amazon.com/dp/B071CQ4Y31 NOW IN WOMENS and Youths! EDIT* I realize I might have posted this in the wrong section. Mods, if you can, please move this to the classifieds section, sorry! Or I can repost it there.

Severe clear yesterday in SoCal. Short breakdown of my commute from San Diego Montgomery field KMYF to Imperial KIPL. https://youtu.be/KhaxBVgnZ0E

This thread should excite you! I think the summary is that getting IFR rated makes you a better pilot even if you never file IFR after getting it. I have a buddy, with a gorgeous Ovation, who basically uses his IFR to get-out and get-in when nature decides to drop the gauze-curtain over VFR operations. In other words, he doesn't push the envelope very far and won't fly when she drops the blackout curtain even though he can. I envy his options. At the end of the day, it all reverts to mission.

Light blue works, too!

We need a "Don't Like " button. Sent from my iPad using Tapatalk

For the same set of flights it makes you safer. For the now expanded set of flights you can make as an IR pilot, it doesn't necessarily as IR flights are riskier to start with. I've been told if you wanna make a super safe car, line the dash with daggers pointing at the occupants. The point is humans have an uncanny knack for toeing the same risk line.... Sent from my iPhone using Tapatalk

Glad to help with anything you need Antares. There are options in Dentistry which may be difficult to navigate through. PM sent.

Of course life went on. But in those 16 hours, you'd be half way done with the rating Sent from my iPhone using Tapatalk

Thanks for the information. It is exactly what I needed to know.

Drill baby drill!

just imagine the wind needed to do this in a stock F model

The Prelim on this came out on this yesterday: https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20170227X34320&AKey=1&RType=Prelim&IType=FA No mention on a possible miss-fueling. But they did verify the pilot was the 83 year old ATP pilot and registered owner (therefore we assume is PPL wife was not the pilot flying) and they describe the pilot's witnessed difficulty getting the left engine started after the right started. The most pertinent points they made in the report IMO was: " A preliminary review of ATC audio revealed that the controller issued an IFR clearance to the pilot multiple times before he repeated the instructions back to the controller correctly. Witnesses that were listening to the pilot's communications with ATC reported that the pilot required progressive taxi instructions to runway 09, the departure runway. Once the pilot reached the runway, the controller read the departure clearance to the pilot, verbatim. After an uneventful runway departure, the airplane began a left turn as it entered the clouds. A portion of the airplane's final moments of flight were captured by a surveillance video, which showed the airplane descend towards the ground in a slight left wing low attitude. The airplane disappeared behind a residence, which was immediately followed by the presence of fire and smoke." If you also add in what is only rumor at this time, but from comments made purportedly from someone working their, that when the pilot returned after an earlier attempt to depart with a IFR to VFR on top clearance, he went to the FBO to buy charts and asked the FBO how to file an IFR flight plan. This strongly implys he had not intended to make any IFR legs on this trip from SJC and even worse, implying the pilot may have lacked any IFR recency in experience. Only rumor at this stage but the prelim does seem to corroborate to some degree. But its now going to be a year or more wait to get the final report. Also sadly, one of the two woman survivors of the crash died on the 7th. This was the mother that suffered 3rd degree burns over 90% of her body that was pulled out of the burning house: http://www.sbsun.com/general-news/20170308/riverside-plane-crash-victim-stacey-pierce-dies

My nephew was a real cheap guy...he would rent a 152 from the Fallon Nv flying club ,head over to Minden ,find some wave ,shut the engine down and soar for hours.They caught wind of it when he had the 152 out for 3 or 4 hours and the Hobbs only recorded .6

The closest thing I have to that is a Warrior. Though this isn't the first request for that plane, so I might add it to the (long) list of planes I plan on drawling! https://www.amazon.com/Piper-Warrior-Airplane-PIlot-T-Shirt/dp/B06XDQB2YX/ref=sr_1_2?ie=UTF8&qid=1489075873&sr=8-2&keywords=piper+warrior+t+shirt and heres't he full list of shirts I've drawn so far https://www.amazon.com/s/ref=w_bl_sl_s_ap_web_7141123011?ie=UTF8&node=7141123011&field-brandtextbin=JF+Aviation+Apparel You are welcome! And thank you so much!!! My dream is to see my shirt being worn by a stranger at a flying event haha. I wont be making it to SNF though Maybe Oshkosh!

Those HP increases are over what is actually produced with a stock Mooney exhaust and air filter. They do not increase HP above the rated value. Remember the engine was certified at 200 HP independent of the airframe. It did not have the Mooney induction system and exhaust to contend with. Both of those things you list just reduce the effects of the airframe-specific limitations and get you closer to the rated HP. They do not allow the IO-360 to produce over 200 HP.

It depends on whether they have downloaded the software twice on separate usb drives from Avidyne. There's a lot more to it that just sticking the drive in and coming back in two hours. All settings have to be written down from each unit and then both need to be conformity checked at the end. So it will definitely take them longer than two hours even if they have it on two usb drives. It is very detailed - I'm not sure I'd want them doing two at once. If they mess it up then the unit needs to go back to Avidyne. If it was mine I'd want them to take their time and concentrate on what they are doing. If you are taking it back where to the shop that did the work initially they may cut you a break, looking for future business.

Be interested to see a picture of what this gizmo is. The chip detectors I have seen are usually magnets stuck into the drain port or other location and catches particles. I have heard of an electronic version but never saw one. Are you sure it is not an oil pressure or temp light?

If you want to have fun. Make two templates out of Ply wood or pressboard. put the aluminum between the two haves. Then use a router with a laminate flush cut bit to make a precision cut out. you could put several into the "press" and cut them all at once.

Oscar, I added you and sent the invite. I wouldn't recommend putting all your details here, however, don't know what kind of nutjobs from Mooneyspace might want to stalk you. You can erase your info here. Anyone else joining, please PM or EMAIL me your details for our private list. We won't post your info publicly. It is only accessible to others who have joined.

You keep on saying this and I for a fact know it is not true. Plenty of twins will fly away with one quitting right at rotation, depending on weight, altitude and speed. We've been here before and yet you keep on spewing this BS. Last time this happen I even showed you a video of a Diamond taking off on a single engine. Commander crossed the entire US of A with a prop stowed in the back. I know for a fact a 421C will do it. I know a fact an Aerostar will do. I know for a fact a Navajo will do it. And I certainly know a RAM IV T310R will do it because I've spent quite a few hours in the right seat of one. I know for a fact that a T310R with 325hp will out climb your M20J on one if 500lb under gross (it will hit 1000fpm) and will easily do 650fpm at gross at sea level. Why do you keep on spewing this BS when certification requires it for twins that stall above 61knots. You can feel safer in your M20J, because after all we are in the new "I don't know it for a fact, but I fell it's true era" but a properly flown twin, on a proper length runway, gives you a ton more options than a single. A T310R will blow right thru blue line with all 3 wheels still on the ground under 3000ft at gross. Fly it from a 5000ft runway and you can be as safe as a jet. An Aerostar will climb away with the wheels hanging out.

Wouldn't this reduction in runway length only add to the loud jet noise the locals so inherently loathe? Correct me if I'm wrong but some of the smaller business jets and VLJs can still operate in and out of 3,500' but I'm sure the thrust reversers will have to be utilized rather aggressively upon landing.