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Showing content with the highest reputation since 08/01/2018 in all areas

  1. 33 points
    So, as flight coordinator for our mercy flight organization based in the U.P. of Michigan, I field all flight request calls and dispatch the pilots for those flights. I’ve done this job on and off many times over the last 25 years, taking it back most recently April 1, 2018 after a 13 year break from another Mooney pilot that got burnt out. The negative with me dispatching, I hate telling patients we can’t find a pilot. I performed 30+ flights last year, and looking to be the highest flight count pilot this year as well. I got a call from an under 60 year old vet, back in March, with cancer. He was considering going to the U of M in Ann Arbor, but decided to continue treatment through the VA. Just over a week ago he was given 2-4 weeks to live (and I’m not sure ANY medical facility could have done him any better) and wanted to know if we would transport him back to his “home town” in KY where he had most of his family to support him in hospice. Although that’s out of our normal range, I said we would do it. We were scheduled to fly out Sunday but he was admitted for issues that morning. I had serious concerns he said was “transportable” when they called this morning he would be discharged and “ready to go”. I said I needed a doctors approval he could fly and got a call from the physician ( I was clearly impressed). So, he wanted to fly in my Lancair prop jet, but I would take him in our Bonanza (rear door boarding) if he couldn’t board the Lancair. We were looking at under one hour and forty minutes in the Lancair, a solid hour longer in the Bo. My return would be and hour and a half longer too His wife, an RN, was as my minimum requirement to do the flight, so she and their 3 year old son came along and she monitored and managed his health during the flight. He WAS ABLE to board the Lancair, so that’s what we took. We had some anxious moments during the first third of the flight, but everything relaxed after that and I covered a 12-14 hour drive (not doable for him) in one hour 39 minutes. I know I’ll never see him alive again, but the smile on his face when his family greeted him, just south of Lexington KY this afternoon when we landed, was priceless. THANKS FOR YOUR SERVICE JACK!!!! Tom Sorry, no pictures. Here’s a link to the flight. https://flightaware.com/live/flight/N994PT/history/20190603/1600Z/KIMT/KRGA
  2. 32 points
    Well, N1017L, my 1982 Mooney Rocket I’ve owned since 2001, flew for nearly 2,000 hours, was officially sold as of 6:00 PM yesterday. Both my wife and I have pretty ambivalent feelings, having flown our Rocket into probably 75% of the states in this country, and kids memories of a lot of those trips too. My first cross country airplane in 1996 was an F model, N929PG. We flew her for 5 years, accumulating 1300 hours with my now 26 year old being 4 years old when I bought it. He used to sleep on a bed made on top the luggage in the baggage compartment during many Michigan to Colorado trips in the early years. The buyer, a very quality guy out of Austin, TX, began the initial inquiry and commitment to purchase during the air show in Oshkosh of this year. He said once we talked extensively about the plane, he was buying from the owner more than just the plane. I was not bashful disclosing things that I would address if I continued ownership of the plane, and a good review of my logbooks made it pretty clear I did not hold back on any maintenance throughout my ownership of the plane. He came up and inspected during my annual, which began in August and was not finished until November (engine overhaul on another thread). He had say in every aspect of the overhaul and never got a final number from me until two weeks ago (I was waiting on all the OH bills to come in). We were $5k apart on his expected number and my final number, and he hadn’t accounted for the $5k prop OH. A tip to other purchasers, he’s getting a lot of items that don’t normally come with the sale. His only request to meet my number was getting a Flight Stream installed, which I provided for the sale. By not beating me up he got a lot of stuff from me I would not have been compelled to provide otherwise. I’ve really enjoyed my participation on this forum over the years. I joined Beach Talk about a year ago, participated for maybe 4-6 months and although most were pretty decent people , I found some so caustic I’ve not been back in 4-6 months. On the other hand, this forum is the BEST ONE I’ve ever been privileged to belong to. I will stay for a while, believing 22 years of Mooney ownership and owner supervised maintenance might be of value to a few of you here. Many of you have followed my Lancair project through the later build years and the two years I’ve flown it. It’s done, reliable, and a great cross country machine. I hope as old age creeps up on me, and I no longer feel competent in the prop jet, to return to the Mooney fold for my last years flying. You guys will never lose this pilot as a huge advocate of the Mooney airplane! Thanks a ton fellow Mooniacs!! Tom
  3. 30 points
    So I could be smiling like this!!!!!! For a little while I’ll be the newest Instrument Rated pilot:) Sent from my iPhone using Tapatalk
  4. 29 points
    Just wanna say a couple things about a fellow Mooney driver. Something I have witnessed with a couple other Mooney drivers in the past. Except this time it was Me an My Family in need. So this last Saturday my family an I took a quick 52min trip from DRP to MEZ to accompany the in-laws at looking at some houses in the area( relocating from Dallas Area). All went well, had a great time with them an seen some nice properties. Sunday rolls around for the departure home an we make our way to the airport around 2pm for the trip home. We load the Rocket up Strap in an prepare to light the fire. It was a cold night an a cool day so I hit the ol girl with 10-15 seconds of low boost then turned the prop. She popped an caughed a little bit, but clearly wanted more blue coolaid. Turned the switch off an prepared to prime some more but the starter was still turning the propeller. Master OFF stopped it!!!!! Master ON engine turns over!!!! Called my A/P an he said I needed to peck on the relays lightly inside the Battery compartment. Thought one maybe hung up. Doing so then walking around sticking my hand in the side window flip the master on/off to verify if I was getting anywhere with this. I wasn’t. The last shot at this ended with me flipping the master On then Off agin with the props still turning for awhile with master off, Starter fully engaged an cranking!!! Bout needed some new Huggies after that. During Conversion with my A/P bout this, he had mentioned Bryan had an issue with a Relay(s) at some point in the resent past, May wanna give him a call, So I did. Just to pick his brain. We talked about my issue for a couple Minutes, Then he offers to come give me an my family a ride home. Now this is Sunday Folks when most guys like me are in the process of making sure nobody steels the recliner. Not this guy. Like a warrior he herd a Mooney was down(broken), an he was willing to throw out a lifeline to some folks in need. Bout 40-50 minutes after we talked 755FM rolled on at Mena to scoop us up. Flew us our Luggage an a football home while giving me a hour of solid instruction on the Ins/Outs of the GTN750( Impressive black Box to say the least). We get to my home airport right at dark. Tried to put some Gas in his Encore, but the fuel pump card readers screen was unreadable. So he went Home with No Gas, No Compensation of any kind!! He wouldn’t even Consider it. The Selflessness of one, made the day for three much less stressful. That’s something I have witnessed on a few other occasions with people in this community, an it’s something that will not be soon forgotten. Bryan is a hell of a Guy. This is a great Brotherhood to be a part off!!!
  5. 29 points
    A BIG thanks to Shadrach (Ross) and gsxrpilot (Paul) for his MooneySpace Map. My family and I were on route from Peterborough Ontario Canada to warmer climate when we had a charging system failure showing 11.6 Volts. We landed at Hagerstown at sunset and called it a day. Early Christmas Eve morning I remembered gsxrpilot created MooneySpace Map. I used the MooneySpace Map and I was able to look up Shadrach who is based in Hagerstown. I sent Shadrach a PM and he came down to the airport the same time I arrived. We removed the original voltage regulator and cleaned the contacts. Ideally, I would have replaced it but all the service shops were closed for the holidays. We then noticed the SCAT air hose going to the back of the alternator was touching the terminals on the alternator. It is very possible the wire in the hose was making contact with the terminals and grounding it out. We put some RTV insulating pipe around the hose and started her up. To our delight we got 13.8 Volts. We had a great flight on flight on Christmas day to Kissimmee Florida with time to enjoy the sunny afternoon. I can't thank Ross Shadrach enough for spending Christmas Eve day out in the cold and away from his family getting us up flying again. And, Paul gsxrpilot for creating the MooneySpace Map and allowing us to be part of it. You guys saved Christmas and I am very grateful. Stephen Skinner
  6. 28 points
    Flew down to Fort Lauderdale to pick up my girl from Edison at Wet Wingologists East after getting her tanks resealsed. Before I left, she got parked in front of the FBO buildings and trees and I thought she was looking particularly good and had a nice background. So I just wanted to share.
  7. 27 points
    Todays flight wasn’t mine, but was the proudest day of my recent life. My 15 year old daughter soloed in our 150. Clarence edit: My wife found a picture of Amanda flying our second Mooney E model.
  8. 26 points
    Lucas C with his picture of his C parked in front of the rocky desert background. I chose this because I was really excited about the challenges of painting the very low angle of the sun and how the light played on the subject. Believe me it was not an easy choice as there were so many that I really wanted to do. Thank you all for your entries.
  9. 25 points
    So for those of you who dont know, Andrew and I are getting married on the 8th Dec at the Fitzrovia Chapel in London, fitzroviachapel.org. We cannot be happier, and although I know you are not joining us, Andrew and I see you as part of our extended family and we will,raise a glass to you all on the day. We will post photos the moment we have them. In the meantime we have been taking part in a promo campaign for the British Heart Foundation. Bhf.org.uk. Check put the photos and videos. It will amuse your thanksgiving celebrations. Thank you for being such wonderful guys. Andrew
  10. 24 points
    We've got friends fighting for life in the hospital and you come on and your first ever comment is this garbage? You're seriously concerned about your insurance premium going up? This is the last post I'll ever read of yours and hope to never see you or your Mooney on a ramp anywhere I fly.
  11. 24 points
    It's here! A functional GFC500 in my Mooney 231 that I got to fly behind today! I wanted to share my first impressions on the new AP, although I will likely be adding on after this weekend (read more flight time). Before it went in, my 231 was equipped with a KFC150 with altitude preselect and VS mode which was tied into my G5 HSI and GTN750- no slouch of a setup to begin with. As such, my comparison baseline is against the KFC150. Today was a great day for playing- CAVU, nice and bumpy below 5000 or so and then smooth above. I flew it about 2 hours, mostly dropping the test pilot off at CLT to get home. (He's a MS-er, so he's A-OK in my book) We were able to do some maneuvers, demonstrations and approaches. First off, the ergonomics and annunciations on the AP control panel and the G5 are intuitive and took about 30 minutes to get used to. Button press pressure is just right- not too hard, but not too soft for turbulence. The annunciator colors on the G5 are also pretty intuitive. I really liked the TOGA feature- you're all set for a wings-level climb right out of the get go. Preselecting the heading, altitude bug and VS are simple and get you set up for a nice instrument departure should you need it. I unfortunately forgot to test the coupled go around- one of the things I was super excited for, more to come on that. The VS mode is so good at holding rate it's scary, even in turbulence. IAS climbs in turbulence were OK as the pitch hunted for airspeed a little, but was awesome in the smooth air above. I'm sure I'll find it immensely useful in the summer when wanting to keep the engine cool in the climb- it's HOT in SC. 1,000 and 200 foot alerts are standard and really nice; you can also set the bug to minimums on an approach and it will aurally and visually alert you- yes, basic but still nice. Altitude hold? None of this 10 -20 feet off BS. It holds right on the money even in turbulence- it's digital after all and computers are binary. I didn't get to play with VNAV yet unfortunately. For lateral guidance, the heading mode exhibits smooth and consistent rates in addition to very good rolls in/out of turns. Nav mode tied to a GPS? Native GPSS? Yep. intercepts and course holding is where you would expect it- rock solid and on point. in turbulence, the roll axis doesn't wallow all over the place like a rate-based AP, that thing is rock solid like the 150 was- a very comfortable ride in bumps. ESP- I got to try out the envelope protection in the areas of of slow speed and over-bank angle. the stall protection is very cool as you can really feel it pushing the stick below about 70 kts or so, just as the stall beeper is going off. Steep turns are my jam; and cranking it over on a wing, it starts engaging at 45 degrees and is really fighting you at 50 degrees to get to a more reasonable angle- again kind of useful for those IFR hand flying distractions. Unfortunately it won't save you from an accelerated stall- so you need to continue watching your airspeed base-final. I think LVL mode also belongs in here- I was in a descending (or maybe ascending, I don't exactly recall) turn and I hit the LVL button- that AP meant business getting the airplane back to straight and level. It was a little uncomfortable, but hey, if you're hitting that button, you're likely in a jam and probably need aggressive responses. Approaches- I messed up the AP on the approach to GMU by hitting the AP key instead of APR key (dummy) but after realizing it (or maybe being nudged by the test pilot, whatever), I was able to re-engage the AP on approach and the AP recaptured the GS- Nice! CLT gave us a visual approach, so we loaded the 36R visual into the 750, and oh yes of course the AP can capture and couple like an ILS- kind of fun! I ran a real ILS back at my home drome and gave it a nice 70 degree intercept about a half mile from the localizer at 140 kts- only slightly overshot the localizer (less than a dot) but intercepted it and stayed rock solid down to minimums. My favorite feature that I didn't think I would ever value- the Yaw Damper. Today's turbulence (not too bad but still there down low) was a good test. I could not believe how much it smoothed things out. We induced some yaw oscillations and hit the YD just as the ball was in the cage- Boom; dead stopped. On my descent back home I tried YD on and off and when the bumps came- it was a big difference. Overall, I'm very impressed. The biggest shortcoming to me is that the airplane didn't come back with a G3X. Lastly and as a side note, the Garmin team and products are first rate, but you all probably knew that. Working with the people there was a really good experience. Yes, there were delays which was annoying, but they were all more or less because of the need to redesign some stuff (brackets, sprockets, etc.) to get it right- something that we all can appreciate in the long run.
  12. 23 points
    I’ve hesitated posting to this thread but can’t resist any longer. Most everyone on this forum complains about the Mooney’s going off the “active airworthy” list. This OP (original poster) is saving one from the boneyard, admittedly on his own account maybe not financially wise but for reasons not relating to financial reasons, and some of you are throwing darts at him?? So here I am, an ex Mooney owner, wondering WTH you guys thinking? SUPPORT HIM! He KNOWS it may not be the best decision “financially”, but doesn’t care. He has other reasons that make it right for HIM!!! And @super6 , there’s not enough room on this blog to list the guys that doubted my “project” would ever fly. It not only flies, it got some serious attention at Air Adventure 2018 and, it transports my wife in I across the country with an incredible amount more satisfaction than something I bought with no investment of time and labor. Go for it and DON’T let ANYONE take away your enthusiasm!! Tom
  13. 22 points
    Your level response and continued willingness to help has increased the already considerable respect I have for you, sir.
  14. 22 points
    Recently (in April) I took over the flight dispatching / coordinating for our mercy flight organization. I have been the coordinator on and off over the last 30 years, and the guy that took it off my plate 13 years ago was getting fried (24/7/365 on call). Anyway, I had a flight request going from IMT to RST (Rochester, MN / Mayo Clinic) in late August and all the possible planes for doing it were down for service work. I would ordinarily use my Mooney, but it's down for an engine right now. The girl was going over for a bone cancer consult, after just being diagnosed at Bellin in Green Bay. Mayo wanted her ASAP, as she was diagnosed early enough they thought they could give her a better chance than the 20% - 2 year life expectancy Bellin had told her. So I'm hearing her story and it's killing me we can't get her over there. She stated the 2 hour drives, with the tumor on her spine, to Green Bay were brutal on her. I'm thinking, how in the world is she going to sit for a 6-7 hour drive to Mayo? I called her and stated my only option was I could do the flight in my "Homebuilt" airplane, but qualified that this wasn't your average "homebuilt". I would be doing the flight as a friend helping a friend, not under the organization's control or direction. I also told her the typical hour and 30 to 40 minute flight in the twin or the Bonanza would be done in under an hour. She agreed to have me fly her over. She showed up early the next morning, with a close friend and some clear anxiety about the trip. She would have been nervous about a GA airplane ride anyway, and now an experimental? After looking at the plane she was more comfortable. I explained everything that was going to happen during the flight and I flew her over in 55 minutes. I waited a few hours and brought the two of them back, again in under an hour. During the flight I found out she has a 13 year old daughter, and has some real concerns she will see her graduate from high school. She really took a chunk out of my heart. After the flight she asked if there was anything she could do for me. I said "make it through this". A couple weeks later I flew her over again, waiting nearly all day as they did her final consult before beginning radiation. Her dad (about my age) went with this time and it was cool to see her telling him everything she had learned about my plane in the earlier flight. She was even bragging to the line guys how fast we were doing her flights (and I'm thinking I'm giving her a bright moment, albeit for a short period, during a pretty rough spot in her life....pretty rewarding!!). I told dad I was adopting her as my second daughter! It was just days later she needed to be dropped back over there for a couple days of treatment and two different organization pilots flew her over, and then back the next day. She was dropped again this past Monday, and I was the only one available to bring her back on Tuesday. By now I don't care what the fuel cost is, I'm doing what ever I can to make her journey a bit less painful and hopefully more successful. That was her last radiation treatment, and chemo will be done locally. Her only trips to Mayo now will be more spread out for follow up. I think she will get a few more 55 minute rides in the future. Tom
  15. 22 points
    Lolitta - N7432V has a new look!
  16. 21 points
    Hey friends, You didn't know we were friends yet, but here we are. We're all members of the "Owned by a Mooney" club. (Flaps hanging because I shot this picture from a J-3. It was my second-most-mismatched formation flight ever) My connection with this M20C goes back a while. I was a mechanically-inclined airport kid, well on the way to earning my A&P when I ran off and joined the circus. A flying circus, if you will. I crewed for Chris Smisson on the airshow circuit through high school and much of college, and in addition to his fast-movers, he had an M20C. Johnson Bar, hand pump flaps. All the latest and greatest gizmos that 1992 had to offer: A BF Goodrich strike finder, Apollo LORAN, even a widget that deciphered morse code to identify the VOR and the radial you were on. It was a great go-somewhere bird. He sold a small percentage of the Mooney to a friend, Kelly, so the insurance company would be a little more understanding. When Chris died in 2003, the friend bought the remaining share of the bird. Both of these men were like family. Without their patience and generosity, I'd probably be running a grader for the county road department. There weren't a lot of tickets out of my little hometown for kids without means, but they helped me chase a dream. Fast forward two decades. The friend wants to sell the Mooney and make room for other flying machines. He's spent years making ridiculous offers to me whenever he wanted to sell an airplane. He tried to sell me one airplane for $1 years ago but I was making chump change flying RJs for a day job. I couldn't afford insurance on it, much less any real maintenance. I had to say no. This time, the offer was reasonable, and I'm doing a little better flying A320s for my day job and spinning words into stories for some busywork on the side. I'm becoming the caretaker of a bird that's been in my family of flying friends since 1980. I took my bride for a flight, fully respecting her veto power. "If this just had a headrest, I'd be asleep in no time. Buy this airplane," she said. So, here we go. Hi Guys. My name is Jeremy, and I'm newly owned by a Mooney.
  17. 21 points
    I’m finally able to put a few pictures of the SabreCowl Gen2 project out there. This is a complete cowling unlike the previous version that I modified the original cowling. The intent is for this cowling to be an FAA/PMA replacement for the J models and an STC for the C, E, F, and G models. David
  18. 21 points
    Dear MS members, Occasionally we meet people who have an outsize presence. Like the sun they radiate energy that makes those around them feel or perform better. The man who has been working on our Mooney as A&P since we bought her in 2017, David Forgac, passed away last weekend. Dave was one of those people. My wife and I helped him on two owner-assisted annuals, he supervised us installing the EDM900, performed several repairs on our plane, and was CFII for several of my instrument training flights. I found that he was always a kind and patient instructor. His experience working for a Mooney Service Center in Florida years ago really helped with our plane. Today I received a link to his obituary as was written by his family. It is a good description of someone truly passionate about aviation and of a life well lived that ended too early. I can attest to Dave's nature as a passionate and natural teacher. Dave's obituary is here: http://www.northportfuneralservice.com/mr-david-forgac/ Dave passed away last Friday after a short illness at the age of 65. I wanted to share his memory with those of you who care to read his obituary. -Fred
  19. 21 points
    Happy to be a part of the Mooney family and wanted to share a story! I flew into Potsdam (PTD) on Friday evening with the plan to meet up with some friends in Ogdensburg and go hiking the next day in the Adirondacks. I didn't fly into OGS since they are some price gouging bastards and really need to be the target of an AOPA campaign of sorts.. (they charge you $100 if you fly in after 4pm on weekdays to open the door for you for a single engine piston and apparently it's another $100 to fly out on the weekends). I'd rather pay for a $100 cab ride than support that sort of pricing structure for single engine pistons (although slightly off topic, but our Lyft driver back told us that if you call the local police station in OGS they will let you in and out of the airport for free). Before flying into PTD, I looked at Lyft/Uber and saw there were drivers in the area, but when we flew in, I go to request and there were no cars available. I called the local taxi company and they said they couldn't send anyone out that way since they only had one car on the road (it's about a 45 minute drive). My wife and I are a bit stranded when I see a beautiful Mooney land. It's a gorgeous 305 Rocket with a fresh paint job and it turns out to be @aviatoreb! He didn't even hesitate after talking for a bit and let us borrow his car for a night! I was so grateful to see such kindness displayed among us and hope to be able to pay it forward in the future! If any of you ever need anything around my homebase in KIAG, please reach out!
  20. 21 points
    It's been a long and sometimes frustrating road, but today success was achieved! As most of you that have followed this project know, there was an unacceptable increase in CHT to go along with the very acceptable 4-6kt gain in airspeed. We tried many things to decrease CHT, most of which was only marginally successful. The decision was made to open the inlets to add more air and, after today's test flight, there was a solid 20 degree drop and the CHT numbers are what was being targeted! I personally think the larger inlets look better. Hard climb (Vx) yielded a high number of 367. Cruise numbers leveled out around 357. This was achieved at 50ROP, WOT; much leaner than I usually run it ROP. Oil temp was a solid 190. OAT 22 in the climb and 17 in cruise. On a really hot day, I am expecting to see no more than 380 on a climb and 365 in cruise. I couldn't be happier these numbers! Some rough calculations don't indicate any loss of airspeed with the larger openings. I will do a four-way test when I can though. The next thing to do is removing the third cowl flap and see what kind of difference it makes... if any... in both speed and cooling. The furry kids went along for the test flight
  21. 20 points
    In March of 2015, we finalized the purchase agreement of N4352H, a 1979 Mooney M20J “201”. Early in 2017, we decided it was time to do a full modernization project and ensure the safest and most capable aircraft we possibly could. We figured that this project would take just shy of one year, so I dropped the airplane off one day before new hire class for my airline started. Upon purchase, the aircraft was equipped with the Aspen PFD2000 system, a single Garmin GNS-430W, the S-TEC55X autopilot, as well as the Lycoming IO-360-B3A6. With the exception of those upgrades, the airplane remained relatively original in its equipment. Her most recent coat of paint was put on in 2001 and scored as a 7/10, her interior was from 1997 and also was 7/10. Avionics: We first started the project at Airborne Electronics in Sacramento, California (KSAC), with an entire overhaul of the panel. After much debate, the decision was made for the following equipment: Aspen PFD2000, with Synthetic Vision (previously installed) JPI EDM 900 Garmin GTN 750 Garmin GTN 650 Garmin G5 standby attitude indicator PS Engineering 8000G audio panel Garmin GTX 345 transponder S-TEC55X with altitude preselect P2 audio advisory system Below is the old wiring being dealt with as we progressed through the tear out process. New wiring being installed, not a single one of the original wires were retained: The panel layout was drafted several times throughout the process and mocked up with cardboard cutouts: After harnesses were created the panel was cut and powder coated. All harnesses were assembled in a manner that lets the avionics tech remove a few screws and pull the individual components down and underneath the panel for ease of maintenance: Finally, operational testing of the equipment began, this was an exciting day for all of us: As an aside, I hated the rocker switches in the original panel, so we went with a more typical switch setup, for any CRJ drivers, you may recognize that battery master switch: The panel and glare shield once installation was complete and she was ready for her ferry flight to Auburn, California (KAUN) for annual: After annual she began her last flight as N4352H down to Santa Maria, California (KSMX) for paint art Art-Craft Paint (http://artcraftpaint.com/). Paint: I dropped the airplane off at Art-Craft and discussed our project. They were certain they could pull off the design within the 30 day window as quoted, and they delivered perfectly on time and on budget. The masking and foil process began the day I dropped her off: The paint was stripped and they kept me updated every Friday (minimum) as to her progress of becoming N187CT. The base layer was applied: And finally the picture that got me the most excited about this project, seeing the paint start to come together, taken two days before delivery day: Finally delivery day! I showed up via Uber as they were just putting the finishing touches on the aircraft: The final product. It was a mix between the Mooney Acclaim paint job, and another scheme that I preferred for the tail design: Below is the original design that we presented to them: Interior: We contacted Bruce Jaeger of Spatial Interiors (jaegeraviation.com) to come out to Sacramento to help us bring the interior into a modern age and style. Bruce spent three days in the middle of summer heat reconditioning and repairing our original 1979 plastics. The results were incredible. The attention to detail that Bruce demonstrated was second to none. He spent the time to repaint the center control stack as well to bring it inline with the rest of the aircraft stylization as well. Finally, the seats were updated to include "Mooney 201" badging. All in, the project took about 9 months, a long time to be without our beloved Mooney, however it was the best decision we felt we could have made to create our dream airplane. Kyle http://www.comstockaviation.com/
  22. 20 points
    Folks, hi there, been busy and frustrated and sick to my stomach. No pilot error. The FBO made a mistake towing it and ruined the gear, as I was taxiing it collapsed, end of story. Mooney is ferrying it and I’m having a new engine and parts put in so I get my plane back as I had it, as new, I’m fine, shaken and distraught, but fine. Thanks to those who share their concern. It was KTMB not KOTF. FAA stated not pilot error, so that’s that, also, it’s an AWESOME machine and I’m proud of her, thanks, Sent from my iPad using Tapatalk
  23. 20 points
    Ok... i’ll Swing the bat here... as a pro-pilot (well... someone that gets paid to fly as my primary job, anyway)... It sounds to me like the plan was adequate- and let me know if I’m missing something... the pilot planned an IFR flight in VMC. The terminal area had a layer between 5-9K, but with VMC prevailing for ~4500’ below said layer. Freezing layer was forecast just below the tops of the clouds. Gusty winds, but nothing outside the relm or workable if they were down the runway (0 crosswind component). No sigmets/airmets for icing. No pireps for icing. I would have made this trip- with the “escape plan” being a descent to warmer air should I pickup ice (unforecast!) on the approach. Which is exactly what the OP did. Things that would cause me to cancel this flight: known ice in the terminal area (pireps showing ice and altitudes associated with them). A freezing layer to the ground (ie- no “out” either below, or geographically). In this case, the pilot was legal, and had mitigated risk by having a plan to get out of any icing should it occur. Seriously- this particular case is pretty cut and dry in my mind and probably the limit of how I personally employ my own light civil in the winter (and mine has tks-anti ice)... but I don’t think it was anything crazy, unsafe or illegal. The key here being that the pilot is VMC for the majority of the flight, The cloud exposure time is exceptionally small, the freezing layer is all the way up at the top of the cloud deck, and a safe, warm escape exists in the 3-4K’ of VMC conditions below the lowest decks (and probably throughout the lower cloud mass as well below the FL) JMHO
  24. 20 points
    I finally got my baby back today after a long and extensive refurbish. N201JJ is the 51st 201 to come off the line in Kerrville. It’s been in the family since new in ‘77. Now she is ready for my kids. Special props to KSMooniac for the inspiration some years back. I’ve loved his airplane since I first saw it here on the site. We made a few changes to make it our own.
  25. 20 points
    I went out to the hanger early this morning to swap out some Brittain servos in my wings. After everything I had read I was expecting it to be a painful experience. Turned out to be a pretty easy task once I started on it. Finished up the job and paperwork signed off I decided to head up to a local Fly in and car show at Franklin Co. VT. Taxied out to the run up area and what do you know there was another Mooney on the ramp. Neat we don't get many Mooneys in Rutland. Off into the wild blue clear sky to Franklin. Uneventful trip up enjoying the lake to the west and the spine of the Green Mountains on the east. Everything was going so well, until landing. I got it off the runway and onto the taxiway since there were other incoming aircraft. I asked the woman who was marshaling if she could see my front tire. She said "Yup it's very flat". She said just shutdown right there and someone would be over to see me. A minute later a few guys come up in a golf cart and say no problem you picked a good day for that to happen. One goes off to get a dolly and another heads to his hanger to grab a spare tire he had sitting around just in case. Turns out the mechanic on the field is Dan Marcotte (air show pilot) and he just happens to be there for the fly in. I spent some time talking to Dan while he swapped out the tire and he had one of these sitting in his hanger. 15 minutes later we are back out the door and putting the tire back on. Dan wouldn't take a dime for his time or tire and tube. What a great community pilots are! Everyone couldn't wait to pitch in and just be helpful. I enjoyed some vintage aircraft and decided that I had enough excitement for one day and headed back to Rutland. What started out as so well with the servos but ended up even better because what could have been a real PITA for me was a non event thanks to all of the kind souls. My faith in humanity is restored. (at least for the day or until I turn on the news)
  26. 19 points
    I proposed to my Fiance in a glider. We will be getting married next month on a multi destination vacation in our new Mooney!
  27. 19 points
    I wanted to share this with my MooneySpace Friends: On Friday June 7 at the MooneyMAX conference in Longview, TX, Jimmy Garrison and Don and Paul Maxwell announced the formation of a new aircraft sales company, GMax American Aircraft. The new company will focus on the sale of most models of Mooney aircraft and will have facilities in the San Antonio, TX area and in Longview, TX. Jimmy also announced that David McGee, longtime All American Aircraft team member, will be retiring from aircraft sales after a long career in aviation, including accumulating flight hours exceeding 25,000. David has been part time for over a year now and has made the decision to make it full time retirement with the exception of doing some transition and recurrent training and ferry flight. Contact Jimmy if you would like to employ David to do some quality Mooney instruction in the Texas and surrounding area. The new company combines Jimmy's nearly 24 years of aircraft marketing and sales experience in Mooneys as the owner of All American with the Maxwell family name, a fixture in the Mooney world that stretches back into the 1960's. Jimmy has sold in excess of 800 Mooney aircraft while at All American. One can only imagine the thousands of Mooneys that Don Maxwell has worked on and flown in his long career and the tens of thousands of hours of free advice he has given Mooney owners over the years. While Don will continue to operate Don Maxwell Aviation and provide support as needed, his son Paul will take the primary reins of GMax's pre-201 sales (Mooney models M20C, E, F, G), leaving Jimmy to focus on the marketing and sales of models ranging from the M20J to the M20TN. In addition to the current 10,000 square feet of hangar space currently occupied by All American, GMax has secured additional hangar space at East Texas Regional Airport just a few hundred yards from the current Maxwell hangar. It is the vision of GMax to continuously house from five to eight pre-201 aircraft at KGGG under Paul's oversight while maintaining and inventory of 15-20 later models under Jimmy's watch. The launch date of the new entity is July 1, 2019. GMax will publish any phone number or website changes at a later date. In the interim, continue to keep up with Mooney inventory at www.allamericanaircraft.com and direct any questions to Jimmy at the phone numbers and email address published there.
  28. 19 points
    I have experience with Ethiopian Airlines going back to 1976 and my family has ties to Ethiopian Airlines going back to when it was still on the drawing board in the 1940's.* I've flown Ethiopian Airlines several times every year for the last few years. On a recent flight I was seated next to the Boeing VP from Seattle who covers Africa. He said they were Boeing's best customer in Africa and second place wasn't even close. They also fly one of the most modern fleets anywhere in the world. I've flown lots of airlines around the world and around Africa. And Ethiopian Airlines is the premier Airline in Africa and actually a very nice airline to fly anywhere in the world. They are almost a 100% Boeing fleet, and is the largest airline in Africa. I've also done quite a bit of business with their Parent Corp, Ethiopia Group, which includes their training arm. While GA is virtually non-existent in this and many parts of the world, Ethiopian runs a very large and well respected Aviation Academy. I would not believe the reports you're seeing in the media of low hours and low experience. When I visited their training academy, I was shocked at how modern and extensive it was. They have huge classes that start every year and most are weeded out early leaving only the best and most talented. They also train pilots from all over Africa as well as Asia. There are also a very large number of female pilots flying for Ethiopian Airlines. Notably on the first Dreamliner flight from Addis (the capital) to Riyadh (capital of Saudi Arabia), Ethiopian Airlines sent it with an entire female crew. Captain, FO, Purser, and all flight attendants were female, just to make a point. Classes at the aviation academy are almost 50% female. It's still Africa, but Ethiopian Airlines is not some third world operation. But rather a proper modern airline with standards that would be considered rigorous anywhere in the world. *My grandfather, Dr. Claude Steen Jr. an American missionary, was the very first Chief Medical Officer and Flight Surgeon for Ethiopian Airlines and the first AME in Ethiopia. In 1945, Emperor Haile Selassie sent my Grandfather back to the US to interview HH Holloway to be the first GM of Ethiopian Airlines. --and now you know the rest of the story.
  29. 19 points
    My brother, a SWA Captain reported back to back Cat 3's at HOU and AUS this morning.
  30. 18 points
    The LAST "Doolittle Raider" has gone west, last night Lt Col, Richard "Dick" Cole passed away at his home in San Antonio TX at age 103. Lt Col Cole flew as co pilot with mission Commander Jimmy Doolittle on April 18, 1942, this first strike at the Japan after the attack on Pearl Harbor. All of the Raiders volunteered for the "suicide mission", they trained extensively to fly the North American B-25 bombers off the pitching deck of the USS Hornet (roughly a 400 ft take off run). An amazing accomplishment by exceptionally brave and skilled aviators, the world owes the "greatest generation" a debt that can never be re paid. God Speed Col Cole, tail winds and smooth skies, thank you.
  31. 18 points
    Got my new Mooney Ultra yesterday and am getting the training by Mike Elliott. Really happy and look forward to sharing my experience w all of you. Best Sent from my iPhone using Tapatalk
  32. 18 points
    Well, it's been 2 months since I made my first post on this subject. All repairs have been made to the plane, the Annual is completed, and now we're just waiting on the new engine (which is supposed to be done next Thursday) and new prop to arrive. I found out that the shop really went to bat for me on getting a new prop because I'm told the old one was repairable. There was just no way that was going to work for me. The insurance company, through its adjustor, listened to my requests and for the most part was very responsive to my wishes. Baring any unforeseen issues between now and when the the engine and prop are installed, given that this happened, the result could not have been handled in any better manner.
  33. 17 points
    My first ever year f ownership I decided to total up all my costs. After seeing the results I assiduously vowed never to do such a thing again.
  34. 17 points
    As many of you know, I lost my C model just over 1-1/2 years ago with my little run-in with CO. That was on the last business trip I took with my own airplane. Until Thursday. I replaced the C with a 231 just over a year ago. It had a long period of inactivity prior to my ownership, but I have been working the bugs out. I have been slowly upgrading It and it has been getting better and better. Oil consumption has been cut it half since I brought it home. I have changed the oil 5 times now and the Blackstone reports keep getting better. The first one was great considering its history. I finally really felt I was getting in a groove with this airplane. Thursday I took off on the first business trip since my fateful day. While cruising along VFR at 14.5K ft all was well. I was running lean of peak, 10gph, all but the #2 CHT’s were 340 or lower(#2 was around 365), TIT was around 1510, and I was showing 169kts true. Life was good. Then I heard/felt 3 little pops and everything returned to as smooth as it was before. But I noticed my #4 cylinder went cold(EGT and CHT). It was running so smooth I suspected I blew a spark plug out so I reduced manifold pressure to the low 20’s and hung a U-turn to divert to KPKD, about 16mn behind me. I advised ATC that I was diverting do to engine troubles. I told them it wasn’t an emergency yet but would keep them updated. Once I got over KPKD, around 10Kft, Center advised me they lost me on Radar and asked if I needed any assistance. I told them I was over the airport and should be fine. They then asked me to take down a phone number to call after I was safely on the ground. I copied it down and switched to CTAF. Some time just after this, the engine started shaking violently. I reduced power more and the shaking let up a bit but was still very uncomfortable. At this point I knew it was much worse than blown sparkplug. I pulled the mixture back to IC and that seemed to smooth things out a bit. I did a steep spiral over the airport and set up on a downwind about 1800agl. Much higher than I would have liked but I wasn’t in the mood to loiter around and circle one more time. In the back of my mind I was expecting a fire. I really wanted to be on the ground! While on downwind I pushed the mixture back in briefly and the violent shaking returned. So out it came again. I put the gear and flaps down on a tight, high base. I had to slip on final as I was a bit high and fast, I managed a nice landing and only used 3500ft of the 5,500ft runway. It turns out the #4 Cylinder had a classic head/barrel separation. I suspect it fully let go when all the shaking started. It broke the intake riser of #4 and #2, The injector fuel line broke, and the baffling got banged up good. The exhaust manifold kept the head from departing all together, but got bent in the process. We have yet to dig deep into it yet, I’m hoping there is no more damage. I only lost a quart of oil. I’m very thankful for Mooney Friends. Texts went out after I got the airplane back on the ramp. @ThorFlightand @lotsofgadgets both offered to pick me up. Thor rearranged his schedule and was pulling up in his J just a few hrs later. I was back home in time for dinner with the family. Mooney friends are awesome! Some lessons learned. I should have declared an Emergency when center asked if I would like to. It turned out OK, but no one on the ground was aware of my situation despite several “engine out” calls on CTAF. If I hadn’t made the field, search/rescue may not have been alerted. Be safe out there! Dan
  35. 17 points
    I have been dealing with an erratic idle for a long time now. Nothing seems to help. It would only do it when the engine was hot. There are no intake leaks so I have really been stumped. At Oshkosh this year, I visited the Lycoming tent. They had a seminar on sticky valves, but that particular one got cancelled or rather rescheduled, and the one I sat in on was about induction systems. I wasn't going to stick around, but I thought well, this might be interesting. And it was! One of the things he talked about, was people pulling their fuel Servo and send in for overhaul when it is unnecessary do to idling issues. Not that it can't be the problem, but it rarely is. He said to run a clear tube from the fuel Servo to the spider and watch for bubbles. If there are bubbles, then you have a airframe-side fuel leak. I was all set to do this when I got back from Oshkosh but then he said something else that caught my attention. He said they had Mooney come into the shop with an erratic idle problem but only when it was hot. after 3 weeks of diagnosis, they finally found that the intake side of the fuel pump had an O-ring that had to run up on the threads and when it got hot, created a small leak. I thought to myself, "I have a Mooney that has an erratic idle when hot. Upon his advice, I pulled the connection to the inlet side of the fuel pump and replaced the O ring that had been smashed and had a ridden up on the threads. With the new o-ring in place, no more erratic idle! I can't even explain the joy of fixing this! It has been a huge pain in my butt for a few years now. if you're having a problem with an erratic idle, and you have no intake leaks, take a very close look at the airframe side of your fuel system. the chances are very good you have a leak there somewhere and it most likely will not show blue staining since it's on the vacuum side. Sent from my XT1585 using Tapatalk
  36. 16 points
    This is your first post, and you have been around since 2012. What is your name? Don't hide behind an alias. I want to make sure we reevaluate the need to help you if that time comes. I have been very non judgemental until I read your post. You contribute nothing and bitch about your potential insurance rates. You sadden me on a very sad day, Sent from my Pixel 2 XL using Tapatalk
  37. 16 points
    This was exactly my thought process. And I want to be clear, I posted this not because I think it was "neat" but to demonstrate that even with what I thought was a pretty safe plan, I still found ice and to document what I did when it happened. I knew there would be a couple folks who couldn't help themselves and would act like they always do, but I'm not afraid to post my mistakes so that others learning after me can come here and find examples and file it away in their library of how and why things happen. So, it's fine with me that I got attacked. And called inappropriate names. I knew what I was getting in to.
  38. 16 points
    You have one of the coin operated Mooneys. They fell out of favor when people realized that keeping the correct amount of change onboard for a flight was difficult.
  39. 16 points
    I've had a few days to calm down and thought I would share an experience hoping it might be of use to someone else. I've gained a lot from this forum over the years without posting or commenting much. I hope to change that going forward. Especially when I have something that might be useful to others. I apologize for just lurking for so long. After a two hour cross country on Monday with no issues, I landed at my local airport to refuel before heading home to our private strip. On takeoff just after gear up the engine loss 90% power. I was able to recover and land on the runway after a scramble to get the gear down. I think it lock in about 30 ft. above the ground. I rolled to the end of the runway with the engine barely making power. I was able to keep it running by pulling the mixture back to about an inch before cutoff and taxied to my local A&P's shop on the field. Luckily he was there and came out just before I shut the engine down. His first thought was that I had a valve stuck because it was backfiring back through the exhaust. Here is what we found. It appears the Bendix Fuel Servo failed and flooded the engine with excessive fuel. All four spark plugs we equally fouled. The engine just could not handle the extra fuel and basically flooded. There is no other apparent damage to the engine. We are still investigating to be certain, but after calls to Lycoming we are pretty sure that is what happened. Any other insights are surely welcomed. Lessons learned. First: Always use every inch of available runway! Second: Do not put off maintenance on the fuel system. As I understand it, the TBO for the Bendix Fuel system is equal to that of the engine. We had a factory overhaul at 1500 hours or so and have only put 800 or so hours on the engine since that time. However, there is also a time TBO of twelve years regardless of engine hours. That is what I ignored. We are past that time limit by several years. Big mistake that could have cost me the airplane or worse. I was very lucky that I was on a 5,000 ft runway and not the 2800 ft private strip at home. That would have been a disaster.
  40. 16 points
    I select the tank I plan on using before start up and do not touch the fuel selector again until I'm at altitude and in cruise flight this is generally an hour or 10 gallons which ever comes first. This way the run up and all taxing is done on one tank and to the best of my ability proven that it will continue to provide fuel to the engine during takeoff.
  41. 16 points
    Once I was flying right seat in my friends Citation. We were flying from Mesa Gateway to Palomar CA. We watched a Mooney taxi out and take off. We farted around for a while and finally got around to firing up the jet. We taxied out and flew to Carlsbad. We landed and parked the jet. We looked out and saw the same Mooney land. The moral of the story is; you don't need a faster plane, you just need to stop farting around the airport.
  42. 16 points
    After many months of searching, learning, scouring posts, talking to many people and making a couple offers ... I can PROUDLY say, I am now, finally, a Mooney owner. I ended up going with a 1965 M20C that was marketed by Jimmy at All American Aircraft Sales. Thanks, Jimmy for being patient with all my questions since it was my first aircraft purchase. I pick it up next week, so will post pictures and update my avatar once I have it. THANK YOU to so many people on this site that provided invaluable information that helped me narrow down what my mission was and how to match that mission with an aircraft equipped to support the mission. I hang out and read almost everything because I know I have a big learning curve. So although I won't mention the twenty regular posters that I have learned a lot from, I do appreciate you providing your knowledge daily. @AaronDC8402 and Wayne, thanks for going out of your way to look at a great Mooney for me in Tennessee. I believe that Mooney will be a nice purchase for the person that decides on it. A special thank you to my fellow Arizonan, Ken Reed, @KLRDMD for being a sounding board and spending a lot of time looking at data that I sent, hoping for solid feedback (by the way, I always got feedback). I guess 63 emails back and forth constitutes a lot of help. Now the real learning must begin ...
  43. 15 points
    Christmas 2008 I took my girlfriend up for a flight to look at the Christmas lights from the air. The end of the tour was over a friends 10 acres with almost 100 strands of lights laid out to spell out the question. We got married the next year and she's had a soft spot for our airplanes ever since.
  44. 15 points
    As PIC you have every right to carry that responsibility all the way to your parking spot. The word “unable” is a complete sentence. Have a great time. Sent from my iPhone using Tapatalk
  45. 15 points
    We flew to the Grand Canyon and Lake Powell from Sedona. It was a perfect day for flying and the scenery was spectacular. Even our pictures don’t do justice to the natural beauty. This was definitely a Mooney flight of a lifetime. We feel blessed and privileged that we can do this flight in our Mooney. A few pictures (or it didn’t happen): Grand Canyon, Dragon Corridor: Grand Canyon, Zuni Corridor: Lake Powell: Final approach to Sedona RWY 03:
  46. 15 points
    What are these sectionals and charts you speak of? Are they new apps? Tom
  47. 15 points
    Hello all! I'm excited to announce that we've become a sponsor of MooneySpace! After working in aviation insurance both as an agent and an underwriter for the greater part of the last decade, I started an agency that services all aviation insurance segments- personal, business, and commercial. While aviation is experiencing a general hardening of the insurance market (capacity going down, rates going up for some policyholders and new customers), we will professionally represent all clients in such a way that ensures they receive the best prices and most broad coverage available from each respective carrier. Clients can rest easy knowing that they are being represented by true aviation professionals. Feel free to reach out here, thru the web form at AirspeedInsurance.com, or by phone at 214-295-5055. My email is Parker@airspeedinsurance.com. As always, if you have any insurance questions or would like a quote, feel free to contact me. I look forward to working with you all! I'll also be making a few more posts over the next month addressing common insurance questions and concerns. Parker Woodruff
  48. 15 points
    Tonight marks the 2nd anniversary from my little run in with Carbon Monoxide. Right now I would be getting loaded into the medevac helicopter. Despite having a bad cold right now I can say I'm enjoying the evening much, much more than two years ago. I'm very happy with the response from pilots over the past 2 years. A lot more airplanes have CO detectors now. But we did lose 4 people to Carbon Monoxide in a Cherokee in Iowa a few months ago. I would bet 95% of everyone who reads this post already has a CO monitor, but I ask that you all pester your pilot friends and hanger neighbors to get one. The discounts are still in effect. 20% www.sensorcon.com code: aircraft2017 20% www.guardian.com code: coaware Cheers, Dan
  49. 15 points
  50. 15 points
    First rule of flight club... don’t talk about the cost of flight club.

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