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I spent a lot of time trying to find someone to install a GFC 500 in my airplane without feeling like I was being robbed. I had several good bids, but they were for installs in either September or December. Another was for a June installation, but for too much money. Today I flew out to Minden and was happy with what I saw. A reasonable bid, not the lowest, but reasonable. They could start near the end of the month after the parts arrive. They were ordered yesterday, and the job should be done before MooneyMax in June. I'll give a pirep when the job is done.

While it's concerning that we haven't heard the process being approached like a training and remediation opportunity, which is supposed to be the approach of the new-fangled FAA, I would hardly call an IFR flight that terminates in a thunderstorm, going ahead with the approach to minimums anyway and diverting to an alternate which had insufficient ground visibility to taxi off the runway a "successful" IFR flight?

It might have something to do with closing the runway for 30 minutes. I would expect that to attract some attention. While visibility is determined by the PIC and rarely can be disputed by anyone not in the cockpit at the time, not being able to leave the runway because of visibility is likely a dead give away that the visibility wasn't 200 and a half mile. I guess if the definition of "successful" is no one died, then ok. But I'd expect the FAA's definition is a bit different.

Sounds like your son has "The Knack."

Here is a Moon and a Mooney. And a Moon reflecting in a Mooney.

I kept turning the iPad around to see it better... Then I threw the yoke over to get it out of the way.... Best regards, -a-

I think@Hank nailed it above. I am sure you'll find the material to test the pilot on is an exact extract from the ACS or PTS depending on his certificate. (I've been involved in giving remedial training for pilots who have deviated and the requirements stem directly from the pilots ACS or PTS). I suspect the oral portion is going to be the real test and would suggest he be prepared to discuss in addition to his pre-flight panning procedures, his equivalent of the CARE checklist aloft and his selection of an alternate and especially 91.175 in detail - since it appears he violated that one pretty good. Of course everything else listed is fair game but from the background presented those seem to be some of the key elements that the FAA is concerned about. I doubt the FAA has any concern on his ability to fly an ILS to minimums but probably suspects his poor judgement could have resulted in a much different outcome. His attitude will be critical to success and sorry to say, but right now the first interview isn't predictive of a positive outcome. Sent from my iPhone using Tapatalk

Their definition of a successful flight might differ dramatic from your pilot friend's definition. As Hank pointed out, they are questioning his decision making and preparation through the whole IFR flight process. This wasn't a "he busted altitude" discussion. Like I said before, your friend and the FAA know the whole story. From the additional information you provided, something noteworthy happened on that flight that caught their attention. And since they don't sit in the ATC hubs listening for problems, something transpired that caused it to be reported.

It appears that they are questioning his preflight planning, especially checking weather at destination and alternate, and why he chose to land at the alternate when visibility was so low that he couldn't see to taxi. That last part would be covered under ATC Clearances & Procedures, Flight By Reference to Instruments, Navigation Systems, Instrument Approach Procedures and Emergency Operations; not being able to taxi would be Post Flight Procedures. It's just investigation into his thought process . . . which only the pilot knows, nobody else, not even The Shadow. when do you divert? how low can you go? how do you navigate the approach? what are the deviation limits? what do you do if you deviate too far to the side? what do you do at DH / MDA? when do you go missed? how do you navigate / fly a missed approach? what is the purpose of a missed approach? what are the ceiling and visibility limits for an approach? how do you determine what the visibility actually is? what do you do after landing? Did he stop on the runway and sit there, or did he exit and block a taxiway instead? Was there other traffic on approach that had to hold or divert because he couldn't taxi in? etc., etc., etc.

This week I took my youngest son on college choosing tours in a "Southern campaign". We did William and Mary (Williamsburg, VA) and Duke and University of North Carolina (Raleigh-Durham and Chapel Hill). Flying from Williamsburg, KJGG to KTTA (40 min drive from Duke) I heard on the radio a helicopter get clearance to land at Duke. Which was out next stop. I figured, gee how convenient that is! And we stayed at a hotel right across the street from that helipad. Helicopters were coming and going fast enough that in the short time I was there I saw several come and go. Only that's not a helicopter ride you want to take, because those were medical lift helicopters landing on top of the hospital. Generally I have come to choose the slightly further out airports rather than the big city airport for money AND time reasons. RDU is 20 min closer by car to our first destination, Duke, vs KTTA which is Raleigh-Executive which is a fair bit further out (40 min). But all in all, besides the fact that the fuel is much cheaper, ($5.19 vs $7.09) I don't even feel like I save time going to the big and closer airport. Since at the big airport there is a lot more time spent taxiing around, waiting your turn to depart behind big jets, waiting to pick up your clearance, waiting your turn land, sequencing behind the big guys, not to mention some added stress of wake turbulence. So for 20 minutes savings, it seems to get almost all eaten up in those extra ground operations, etc. Maybe not all 20 min but at least 10 min extra. Then for 10 min only saved in actuality, and I need a top off for the 3 hrs flight home, that extra $2 per gallon savings is nice. Good fun college trip. Good dad-son time and we bought several t-shirts. A few more such trips to go. In between all the SAT's.

My tow bar snaps onto the back of the rear seat. (This is an old pic, tow bar has been painted since!)

Ah, good point Anthony, I didn't comment on that because it's superfluous to me since I had his N number But Scott, @231lv, you can post a link to one flight or all flights. I suggest the former, then anyone on Mooneyspace can play with your data using our Savvy tools. It's really not practical any other way. Just go down to the bottom of the page and click where you see Sharing options to generate a link to share with. Savvy has awesome tools! Sent from my iPhone using Tapatalk

Mag hasn't been overhauled in ages! But the MAG shop says shes still ticking - Switch I couldn't find - but TBH haven't specifically looked for it yet - Wouldn't be surprised if it was original. But yes, the MECH checked continuity - funny thing is, the P LEAD for right MAG wouldn't GROUND - indicating always hot. WEIRD!

carusoam The last thing I want to do is insult any one here. I have respect for pro and con conversation. I am overwhelmed by the reply's to this thread! I love the site and am trying to read through 20- 30 posts a day. I want to be civil and constructive. Thanks to all.

The Airtex insulation is not very expensive, it’s light, comes with a burn cert and is easy to work with. Comes in different thicknesses too...

+1 on getting the valve adjusted to control the rate of flap retraction. If you are bumping the control lever to try and control the flap motion, this is a set-up for failure... There isn’t a benefit to having the flaps snap up into place.... The maintenance manual covers the procedure for making the adjustment. Including the time need on the ground for set-up... compared to the time you actually get while flying.... Keep in mind what can happen during slow flight, and the flaps go from full down, to snapping full up... loss of a big chunk of lift change in the center of lift/trim requirement change of the stall speed Find Ross’ video of flap operations while on the ground. A great piece about how they are supposed to work... it is a great lesson. Setting the flaps up properly is a great project for annual, while accessibility the belly is Best! Do the flight testing at altitude... the loss of lift is pretty dramatic when the flaps snap all the way up quickly PP thoughts only, not a mechanic. Best regards, -a-

IIRC, the 730/830 does allow you to adjust the OAT reading from the sensor?

...you're correct, i'm getting a little defensive for my friend. The only planes that landed after him were air force pilots that landed on a parallel runway. We had another pilot at the airport land, after this incident, without dropping the gear and closed the runway for 1+ hrs with a student on his first solo circling while the runway was cleared. The FAA basically shrugged with no repercussions after $70K+ damage, etc. thus part of my comparison basis for successful...my friend was in a bad situation that developed while in flight and ended it with no damage or anyone hurt, but should have turned back or landed sooner. I will share your feedback with him as he preps - he is older and does not want to end his flying career like this. Hopefully they will be reasonable on the check ride while ensuring he is still safe. Having never been through this it is alarming on several levels. Thanks for your thoughts!

Why do I always think of this movie when Yetti tells us about his seating experiences in a Mooney.

I thought about it being much bigger than the OEM probe - not really sure why the OEM probe style can't be used with the JPI but that a separate issue. And then I thought about the pitot tube that is much bigger an in the other wing. So, if anything seems like it would even the drag out. That should let me use less rudder and pick up at least 5 knots.

How much room between seats in an F when large furry mythical creatures fly.

My solution: Riding mover off the CL ($160 + some work) and tow bar...

Theres always Beechtalk !!!

why go around?

Bill must be my mother-in-law’s spirit animal! Sent from my iPhone using Tapatalk

My grandfather used to have a joke: Grandfather's friend, Bill shows up to the picnic with 3 elephants. Grandfather: "Bill, you don't need an elephant. Bill why did you buy 3 elephants? You don't even need 1" Bill, "I saved money, they were buy 2 get 1 free."

I found this one missing on the right side during my last annual. Had to VERY CAREFULLY drill it out. By standard, they're the press-in style of zerk with the serrated, and smaller than anything I could find locally. McMaster Carr has them. I believe it was part number 1102K52. You'll also need a tool like the one at the link below. I had to grind a taper on the nose in order to get it to fit next to the flange and rivet. https://www.amazon.com/Lumax-LX-1430-Silver-Straight-Fitting/dp/B000MCZKB0/ref=sr_1_8?keywords=zerk+tool&qid=1555587614&s=automotive&sr=1-8

You would have lost money if you wouldn't have bought it . . lol

Altitude sensor. Supposed to be plumbed into the static system. It gives the barometric reference to the autopilot so that it can hold altitude and provide vertical functions from the autopilot. Plug the hose back onto the nipple. It probably got pulled off inadvertently when someone reached their hand up there. Some might say that technically you ought to have a static system leakdown check conducted to ensure static system integrity. Probably not a bad idea.

1) These are what I used for the same job. Only difference is that you want OR6501G, OR6501R if you don't have enclosed wingtips like I do. 2) Unlike me I think you're good to go with just the wing tip lights unless you have enclosed tips. If you're going with LED strobes though, it's tempting to go all the way at once and never have to replace a bulb again. 3) No it's mainly a style point. I think your installer has to run a wire from wingtip to wingtip. It added minimal extra labor for me when the plane was already opened up at annual so I did this. So do it at annual if you're cheap like me. 4) My A&P had to fabricate and install a cover for the hole (I just had the belly beacon). Looks like you will need two of these these. The top one merits being sealed very carefully to prevent future water leaks. 5) It's no biggie. You will gain at least ten knots, and women will find you even more attractive than they already do when you pull up on the ramp .

Hi. I'm new to the forum. Been lurking while I sort of fell into a 64 m20e basket case. I have spent the last few weeks inspecting the aircraft before purchase. I am A&P , very little experience in GA, been at American airlines for most of my career. This aircraft was fairly well maintained up until several years ago when prev owner got tired of costly thorough annuals.after nearly a decade of short cut annuals, The owner got what he paid for. Now he had a basket case on his hands and I got it for a bargain.....I think. It is currently 4 yrs out of annual. Plan on going through the whole aircraft and bring it up to a safe condition. I visited the Mooney center in New Jersey. The guys there were great, gave me tips and a lot of confidence to move fwd with this plane. I dont have a pilots license, I'm 10 hrs into my training in a 172. I'm in the Chicago area, aircraft is currently at KLOT Louis univ airport. It's parked under the canopy is out there, feel free to stop by and chat I will be out there a lot trying to resurrect this aircraft. Glenn Villa park, IL

Agreed, but don't forget, this area can not be viewed through any inspection panel. It is on the very tip of the wing and is only visible/accessible through the nav light hole. I took off the four outermost inspection panels and there was nothing like this in any of those compartments. Kind of makes me wonder how long it's been there. When I get it out, I'll report back on what it is (assuming I can figure that out once it's removed). I'll also spray some corrosion-X in there and try to get it covered well. My other wing had a bucking bar in it from the previous wing repair. I let the mechanic keep it for his tool set.

Guy here found a bucking bar in the wing of a new 182 during its 1st annual several years back

Yep.

3F4842A2-BACF-48AF-8963-C9CCECEC36B8.MOV

Besides the air vent ducting, check the drain line connection to the airbox. Mine was petrified and leaked like a sieve. I also had three splits in the aluminum drain tube from water being trapped in it and freezing. Tom

You're right. I meant to offer $100.00 but I'll pay the $120.00. Tell me again why this is your business.

Seriously we're quibbling over $7 . . on an airplane part . .lol

He put it on T-A-P today.

Right - however, most of it had already been pulled, I’m in there anyway, may as well pull it and update it. That’s my thinking anyway.

Everyone needs a set of these

Older Mooney’s had high and low vacuum lights, but I thought newer ones did not...only low. No suction gauge? I suspect the light you are seeing is the low vacuum, which is actually higher pressure (ambient when failed) and is likely the same light you get when shut down on the ground (?). My guess is you lost your pump.

An interesting perspective although I disagree. So people who don't act as I do are of a different race? If I'm critical of someones politics, I'm being racist? It's far too easy these days to accuse someone of being racist for far too trivial a reason. From my narrower definition of racism I think the "third world" comment was really about training, expertise and experience, not a racist comment. Broadening the term racist that much just increases the polarisation and tribalism that we see these days. eg. Just because you guys beheaded MY Queen, I don't think it was racist, just politics.

@gsxrpilot- You're probably busy loading the truck, but ya'll be careful, Paul- blizzard today and snow this weekend in Denver. Have fun starting your new chapter.

The same way as Cirrus pilots- they don’t. They taxi around at night with all the strobes on annoying the crap out of the people around them.

Putting anything other than 1090es on a turbo is a waste imo

Your level response and continued willingness to help has increased the already considerable respect I have for you, sir.