Popular Content

Showing content with the highest reputation since 05/07/2019 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. 25 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.
  3. 25 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.
  4. 20 points
    I can’t really think of the down side to declaring an emergency. I had the engine run rough once just as I was about to cross over the mountains. I was IFR in VMC. Immediately started a climb to best glide and turned toward the general direction of the nearest airport. I declared an emergency, told them I was climbing, one person, 4 hours fuel and the airport I was headed to, then ignored ATC for a while to fly the airplane. It ended up being a clogged injector and everything worked out fine, but the moment I declared an emergency (within seconds of the engine running rough and the egt dropping) I was headed toward the airport at best glide and was comforted by the fact that I could now deviate from any rule in part 91 to the extent required during my emergency. It immediately took the decision away about what I was going to do and gave me permission to do what I needed without worrying about anyone else. I work in emergency medicine so I often have to make rapid decision with limited information that can have catastrophic consequences if I’m wrong. One of the problems I often see is that people are very poor at picking between two undesirable outcomes. They cling to the desired outcome that too often isn’t possible at that time. My desired outcome for the day was to fly up to the Bay Area and visit my brother. As soon as the engine ran rough I had to throw that out the window and make the decision that was most likely to keep me alive. I think this is where we screw up and decide that it sure would be nice if the roughness went away, or we could find some nice long paved runway within gliding distance, etc.. What we really should be thinking is “what choice right now will give me the highest probability of walking away from this?” This brings up another issue I see people struggle with which is how we make choices with asymmetric consequences. Often, in critical situations you can choose between several options, but the outcome if you’re wrong can be very different. If the engine is rough, you make a precautionary landing and it turns out your engine is fine the consequence of being wrong is that your trip is delayed. If the engine is rough, you decide to mess around with it for a while and it turns out you have a catastrophic engine failure, the consequence of being wrong is you might die. I’m not lucky enough to be right all the time, so I think about what might happen if I’m wrong and try to minimize the harm if that’s the case. In my particular situation, I made a precautionary landing and everything worked fine and in retrospect I probably would have survived that experience no matter what I did. Lessons learned: 1. On the GTN 750, at first sign of trouble, press direct, nearest airport, direct to. I knew the general direction but it took some fumbling to get this dialed in. Sometimes during cruise I’ll even practice doing it so it becomes muscle memory. 2 Use ATC, but don’t let them make the choices for you. The very first thing ATC told me after I declared the emergency was that I was cleared to descend. I started a climb and told them I would do the opposite and would climb as high as I could while the engine was still running. A descent to the altitude they suggested would have taken me out of glide range to the closest airport. My hope is that if this ever happens again, I’ll be conditioned to respond appropriately and make the right choice. The only consequence to declaring an emergency was that I had to talk to the fire Captain at the airport who was extremely friendly and offered to give me a ride home. Sorry if this has all been said before. Hopefully at least something I wrote can add to the discussion.
  5. 20 points
    Which I still maintain is a good thing and in no way disparaging of the pilot. We all benefit from a discussion that reveals ALL the possible scenarios and helps us think through them now on the ground so we can make better decisions in the air. I have learned from this discussion already, about the concept of having the NRST page already loaded on my Navigator prior to takeoff. This is new information to me and something I hadn't thought about. I'll certainly see how this works on my very next flight. Again, no disrespect at all to the pilot here, I will assume that he did everything he could under the conditions, and likely better than I would have done under the same conditions. But I want to learn and this is a learning opportunity for all of us
  6. 19 points
  7. 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!
  8. 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.
  9. 18 points
    Flush $10k down the toilet. If you're willing to open up your septic tank and fish around for it, you're a CB Mooney owner.
  10. 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
  11. 15 points
    Dropped my gear in down wind. Base. Final. Do a short final landing check and tug on the J bar. It wasn't locked in! Looked at the dash and my green light wasnt on either. Don't get complacent thinking you went thru the motions. Give it a tug every time. Glad I double checked it! Sent from my SM-G930V using Tapatalk
  12. 15 points
    I have a story to convey that is very alarming for me and I'm still being haunted by what could have happened. I've been told by many aviation experts that "I can count my blessings" I didn't have an engine fire or engine shutdown while cruising at 15,000 feet last year over rugged terrain and low IFR enroute conditions over New Mexico. On 17 October, 2018, I was repositioning my aircraft (2015 M20TN) from Atlanta (KPDK) to Las Vegas Henderson Executive Airport (KHND) with one fuel stop in Clinton, Oklahoma. The first leg went just fine. My fuel stop in Clinton consisted of grabbing a bite to eat at McDonalds (not many food choices in Clinton), then returning for the final leg home. I arrived back at the airport an hour later, sumped the tanks with the 75 gallons of fuel I had pumped earlier, and I was ready to file my new IFR flight plan via ForeFlight. I fueled my tanks especially full on this leg because of enroute low IFR weather 1/2 way to my destination, high terrain and lack of close alternate airports along the way. After takeoff in good DAY VFR conditions, I smelled 100LL fuel, which was a bit surprising, but I discounted it, since I assumed it was caused by filling the tanks as high as I could (100 gallons). In the 2015 Mooney Acclaim Type S, normally I don't top the tanks due to the added weight for shorter flights. In my previous 1998 Mooney, I once smelled fuel in the cabin after takeoff six months after my tanks were resealed. The culprit was a few loose screws behind the pilot's sidewall that links to the fuel senders in the wing. In that instance, fuel was leaking from those screws very slowly and making a blue mess behind the interior sidewall. I ended up fixing the leak myself under direction of the "Weep No More" repair center. That fix entailed removing the pilot's seat, removing the left sidewall, and tightening the screws carefully and cleaning the blue stains, all which I could do as a pilot/owner legally. During cruise, I made a note to contact my Mooney Service Center in North Las Vegas the following day to have the fuel smell addressed. Again, I assumed the fuel vapor was primarily caused by a small fuel seepage from a cabin screw behind the sidewall. The fuel smell continued after two hours, so I knew it wasn't due to overfueling. It must have been the fuel seepage into the cabin.....so I thought. About an hour outside of Henderson Executive, while talking to Los Angeles Center, my G1000 fuel range ring all of a sudden showed I had five minutes of fuel remaining from 60 minutes I was suppose to land with. My fuel gages still showed I would have 20 gallons remaining on landing, which is my normal reserve on such a long cross-country flight. I discounted the G1000 fuel range ring as a malfunction, but a later review of my G1000 engine parameters database showed my fuel flow spiked from under 18 gph to 35 gph over a five minute period. I relied on my fuel gages, burn rate, and time. The G1000 fuel ring is not something I rely on, but is an advisory "nice to have visual display" only. I was cleared for the visual approach into Henderson Executive, made a smooth landing and taxiied to my hangar with the fuel gages showing I had 20 gallons remaining. Since I had 32 hours on the oil and since the engine oil was still hot, I decided to do an oil change right then and there. After uncowling the engine and draining the hot oil, I noticed the firewall, nose gear doors (inside and outside), underbelly, and parts of the engine right next to the 1600'F+ dual turbo-chargers were coated with 100LL thick blue stains. I was in shock, because I'm super meticulous with my plane's maintenance, aircraft cleanliness, and I've never seen any leakage before like this with any aircraft I've owned in the past. This was a very SERIOUS leak. The only maintenance I've had done in the area was to "replace the main fuel pump" and to "reposition fuel line to prevent chafing". This was done two years ago. The MSC that accomplished this advised me they did not touch the fuel line in question. The next morning, I came back out to the airport to finish the oil change and to start the engine to find out where the fuel leak was located. Under the direction of my Mooney Service Center both in Atlanta and North Las Vegas, I started the engine, let it run at 1000 RPM's and had another pilot take video of the engine during the ground run at 1000 RPM's. We had an extensive safety briefing before the runup due to the spinning propeller. We have video of the leak, and it was a massive leak near the top of the firewall, where the fuel transducer and main fuel line are located. The fuel was literally gushing out extensively and spraying all over the firewall. It was not a pretty site to see and as I said before, I'm told that it was a miracle there was no fire or engine failure while in cruise flight. The area where the leak is located is wrapped up in orange fire-sleeve materials. About a week later, I had my MSC director of maintenance drive an hour to my hangar to diagnose the issue. His corrective action was, "TIGHTENED FUEL LINE ON FUEL TRANSDUCER". He found that this connection was not even finger tight. This area is on the upper rear firewall above the turbo chargers on the TSIO-550G engine. The fuel connection was about to let loose completely. I was flying 4 hours in that condition with considerable fuel spraying out. He said that this fitting is tightened from the factory and should never come loose on its own. He also said that it's something NEVER checked on annual or 100-hour inspections, because it's not suppose to come loose. I verified this with other leading Mooney Service Centers across the country and they advised me the same thing.....this main fuel fitting is NEVER checked on annuals. It's wrapped up in thick fire sleeving and there's never a need to check it. My MSC mechanic was super surprised that the plane didn't have a complete engine failure or especially a fire with the glowing red hot turbo chargers just below. Note: This main fuel line fitting cannot be safety wired, so it relies on proper tightness. That following week, I drove to the Las Vegas FSDO office in Las Vegas and provided all of my photos to document the issue. They were VERY interested and directed me to submit all of my documentation online, which I did. Their conclusion was that this seemed like an isolated case and it hasn't been reported in the past. The purpose of visiting the FAA was not to point any fingers, but to document the issue and perhaps prevent this from occurring to someone else. If it happenend to me, there's a good chance it will happen to someone else. So the moral of the story is: IF YOU SMELL FUEL IN THE CABIN, LAND AND HAVE IT CHECKED OUT BY A MECHANIC. PLEASE DON'T DELAY! I could have easily ended up a statistic in this case and possibly the NTSB would have never known what happened after their investigation since the plane would have most likely burned up after a forced landing in the rugged mountains or rough desert floor. At every annual, I will direct my mechanic to remove the fire sleeving from this area and check the security of the fuel line on the fuel transducer. After my incident, the MSC advised me they will start checking this on all TSIO-550G engines from now on. Another tip is to always keep the engine bay and wheel wells super clean, so that in the event there's a new leak of some sort, you'll spot it immediately. I learned this years ago while flying corporate aircraft.
  13. 15 points
    Well I'm gonna jump in a disagree with every one else. First of all I don't believe in the myth of shock cooling. It's been thoroughly debunked and a needless concern. I'm sure some other very experience Mooney drivers will weigh in shortly in agreement. Once having dispensed with the shock cooling garbage, you can just trim the nose down and recover all the time you spent climbing. I just monitor the VSI to ensure I stay below VNE if in smooth air, or out of the yellow arc if in bumpy air. Leave the throttle and mixture right where it is and trim for 500 ft/min down, sit back and enjoy the speed. This means you do need to start your descent a bit earlier than you might think. It's not difficult to go from 160 TAS to 190 TAS in the descent. So start down a bit sooner. Upon arriving at pattern altitude, pull the throttle back to 15" and level off. It will slow right down.
  14. 15 points
    We at Mooney space should make this guy who pulled the pilot out of the plane a nice trophy and crown him the first Mooneyspace hero of the year!
  15. 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.
  16. 15 points
    Guys, I know thread drift is fun, but can we save sniping each other debating trending political issues on one of the threads which is not about the loss of an aviator in a tragic accident. Whatever you may think of the pilot's behavior, it is still a tragedy, and please also remember that the good folks at Airmods must be devastated. Out of respect for those who are more closely emotionally involved, and remembering that a man has died, please let's not make this thread all about you and your views on widely varying politics.
  17. 14 points
    Many, many people get this wrong, its something that has to be emphasized with instrument students repeatedly along with the definition of "established" (try looking that one up!). we also see the very similar mistake made by pilots, that after being cleared for the approach and intercepting final don't start down because the controller told them to "maintain xxx feet" along with the their approach clearance - again failure to understand "established". But absolutely, you were not cleared to descend below 3K' when you got your initial approach clearance. Nor would I consider that a mistake by his part because you were likely still too far out for him to clear you below 3K. he could have added expect lower in x miles but its kinda a waste of time. But I am very confident, he saw your altitude, dip below 3K, at 2700, sees your target showing still assigned to 3000, but by now you are close enough that his MVA allows him to clear you down to 2000', so he does to avoid doing an deviation paperwork. I am very confident that if you had descend below 3K before his MVA had dropped below that he would have been saying check altitude. Even in very busy TRACON's its not unusual to get cleared for an approach many miles out if the approach doesn't have any traffic. But that far out he's not necessarily going to clear you lower given he had you coming down to 3000' as it was. He had plenty of time. BTW, charted MSA has nothing to do with this as you said above.
  18. 14 points
    The Mooney has been relocated to her new home in the Denver area. I'm very fortunate to have found a hangar at BJC. It's a Porta-Port T hangar that's designed to hold a King Air. Needless to say, I don't have to watch the wingtips, pushing her into the hangar. I'd hoped to leave early on Saturday and fly straight through from Austin to Denver. But there were a few little things we were trying to sort out on the plane before leaving SWTA, JD and his crew. I also wanted to update my Avidyne IFD540 to the latest software version. So after all that stuff, I didn't actually get away until about 3:30pm. By that time, the usual line of storms had formed right across my path. I've always believed the best weather backup I have with my Mooney is speed, altitude and range. So while a couple of other friends canceled a flight to Denver in a Sundowner, (Beech Cherokee), I went ahead and launched. This isn't a perfect depiction of the weather at the time I was crossing those storms. And I actually couldn't see the gap through them due to haze, an overcast, and multiple layers. But a combination of ATC, and ADS-B weather on the IFD540 and ForeFlight gave me confidence to venture through. I was at FL220 and could see the ground the whole time. Here's the IFD540 as I'm most of the way through the gap. Just a word about the IFD540 and the new software update. I did the update myself and it went through perfectly. On the long list of new features is better integration with ForeFlight. I like using ForeFlight for logging, and filing flight plans. I also just like the interface. I also really like having traffic and weather displayed on the iPad. It's a large screen and the pinch/zoom is nice as well. Previously the IFD540 would "talk" to ForeFlight but only for transfer of flight plans. With the new update, it also shares all ADS-B data with ForeFlight as well. The weather depiction is amazing and no need for a Stratus to keep charged or stuck to the window. It also now depicts Cloud Tops. On ForeFlight, just choose your altitude with a slider and see any clouds in your path that reach higher. Similarly there is an Icing depiction. As I was descending into Raton for fuel, right at 16,000 there was a little patch of clouds directly in my path. The temperature was -1C. It was a small cloud, but I thought I probably should ask for a deviation instead of going through it. After getting the deviation approved, I brought up the Icing depiction on ForeFlight. Sure enough, moving the slider to 16,000 ft brought up a blue patch of ice right in my path. Needless to say, I'm very happy with the upgrade. No stratus and yet I had full ADS-B traffic and weather shared from the panel to ForeFlight on my iPad. There was a minor hiccup with the upgrade. It wipes out a number of settings. I took pictures of all the settings pages with my phone before starting the upgrade and good thing I did. One of the pages it wiped out was the transponder configuration page. As I took off, IFR out of Smithville, ATC asked me to reset my transponder. Thats when I noticed it was indicating standby so I pushed Alt, and it immediately reverted to Standby. I canceled IFR and fussed around with it and then headed back to Smithville. On the ground I was able to boot into maintenance mode and find the transponder page. It was all blank. So copying the picture on my phone, I input all the parameters for the remote transponder. That solved it and I took off again, this time everything working. I'm having one other issue with the Mooney, but that will be another post. Speaking of speed and range, here's the obligatory picture of going FAST while just sipping the GAS. The KFC150 is holding altitude as best it can in some light turbulence.
  19. 13 points
    The Bravo is definitely under appreciated and, therefore, the bargain out in the marketplace. Most buyers just don't get it--or care more about a couple gallons an hour than the benefits of the longer body and higher gross weight. I recently flew with a student who had upgraded his Encore to almost the same avionics as I have. After flying with me he commented that the Bravo had a much more "big airplane" feel. It does, and it should. After all, it has 50 more horsepower and a higher gross weight. It rides turbulence better and goes faster. After 26 years of ownership, I wouldn't trade mine for anything--just keep upgrading it with everything new that comes along. In the final analysis, though, there is a Mooney for everybody.
  20. 13 points
    Formation practice in Seattle area. Madison can’t get here soon enough. Sent from my iPhone using Tapatalk
  21. 13 points
    Good. Now is not the time for him to be placating our curiosity. He is full of pain medication I’ll bet. There will come a time he will share with us his observations. The NTSB will be hounding him to recant the accident well before he is mentally prepared to as it is. Let’s let Mark heal and let’s help him heal. I guarantee you it is a real hero who pulls you from a burning plane. This person I hope becomes known to us, we all owe him a round or two. Bobby, thanks for being there for me.
  22. 13 points
    First, I apologize in advance for the length of this post. Here's a teaser image to entice you to read on: There is just no brief way of telling this story and I think it is one worth sharing. Like so many others on this forum, I gleefully took delivery on my new to me "forever ours" Mooney last fall, a '95 Bravo. Since then, I have been diligent about learning all I can about proper maintenance and monitoring of the condition of the engine and other components. Once all of the more urgent issues were addressed (overhaul of the exhaust system and turbo, new cylinder, TKS troubleshooting) the time finally came for installation of a JPI EDM 830 and a trip over water to the Bahamas. The planning for both started months ago (selecting and ordering life vests, a PLB, stobes, planning our day trips, learning about eAPIS and customs documents, applying for a Customs sticker and FCC radio license, etc). About two weeks before my wife and I were planning to depart, I purchased the EDM 830 and dropped the plane off at my local IA / A&P's shop for installation and an oil change. The day before we left, I picked up the plane, test flew it around the pattern, and I discovered that one of the CHT and EGT probes were swapped which was quickly remedied. The mechanic also informed me at that time that the MP sensor was defective out of the box and JPI would send another one. I would have to return for its installation later - no big deal. I then flew the plane again back to my home base in the neighboring town without incident. Our plan was to leave the next morning and to fly from KHBG via HEVVN intersection to KFXE, a flight that we could easily make in about 3 hours 45 minutes. That night, my wife commented that she had intended to ask her parents to bring our snorkel gear home from their condo in Gulf Shores Alabama but that she forgot. She begged me to make a stop the next morning on the way down to FL to pick them up and I agreed. Again, no big deal, Gulf Shores is on the way and we have a car stationed at the airport KJKA. The next morning, after a thorough pre-flight (oil level at 8 quarts), we took off for our 28 minute flight to KJKA. Here is the flight log from Flight Aware: The flight was smooth and uneventful until about the last 4 minutes, right about the time you see the turn due south to set up for landing. During my descent, partly because my JPI 830 was brand new, I was somewhat fixated on it during this flight so I was literally looking at it when I noticed a jump in the TIT to about 1675 degrees. Here is the graph from SavvyAnalysis from that timeframe (minus the MP because of the faulty sensor): At the time, I advanced the mixture to bring the TIT down and refocused on setting up for a safe landing. I kept an eye on the JPI and I did not see anything else of concern. BTW, I had mine mounted right beside my Aspen 1000 pro at the sacrifice of the stock VSI: We exited the airplane, and I was shocked to see oil all over the place! No, there was absolutely none on the windshield, though. Needless to say, I called my AI. To his credit, he immediately hopped into his own plane (a Mooney) and flew down with tools to investigate. This is what we discovered: The right magneto was loose...literally. Again, to my AI's credit, he inspected everything very thoroughly, apologized profusely, and re-installed the mag while cleaning up copious amounts of oil. It took 5 quarts to bring the level back to 8 quarts so I narrowly missed the teardown requirement! We test flew the aircraft without incident. After a long discussion with my wife, we agreed that we would continue on the next morning to Apalachacola then Ft. Lauderdale, monitoring closely along the way. We did so without further incident. We overnighted at Banyan and continued to Governors Harbor the next day: It truly was a trip of a lifetime! I have asked myself many times what I could have done differently and what lessons there are in this experience. So far this is what I have arrived at: 1. It is not prudent to take a trip away from home base right after maintenance. 2. The more post-maintenance inspection the better. 3. When the monitor shows an anomaly, take it very seriously. 4. Give the person who made an error an opportunity to make it right. 5. Distraction is a dangerous thing (I'll elaborate on this on in a subsequent post). I hope that this PIREP elicits some good discussion around MIF (Maintenance Induced Failure) and that additional lessons will be brought forth. I truly appreciate this forum and I hope to meet some of you at Oshkosh this year (my first year to participate in the caravan!). Fly Safe, Alex
  23. 13 points
    I was on a flight as a passenger last night that didn't make it's destination either. SEA to IAH but diverted because of that storm over Houston. With a full career of almost full time travel for business, and millions of miles flown, I've had countless diversions and disruptions for weather. But last night was the first time weather has gotten in the way and IMPROVED my travel plans. ATC gave us a hold and told us to expect at least an hour in the hold. We didn't have the fuel for that so diverted to Austin. My original itinerary was SEA to AUS connecting in IAH. So on account of the weather I got a non-stop from SEA to AUS and home an hour earlier than scheduled.
  24. 12 points
    From Jenny today 7/15 Update - Mark still stable mike elliott, Jenny Brandemuehl has posted a new announcement for Family & Friends of Mark Brandemuehl. Hi All, Mark had a good night. His heart rate remains stable, his blood pressure still good and being supported by medication but at a reduced level compared to when he came out of his first surgery to remove fungal tissue. (He was in bad shape - lost of a lot of blood then). The good news is that his white blood cell count is in the normal range. His kidneys are still in need of a lot of support from the dialysis machine. The doctors are doing their morning rounds today. I plan to talk with his doctor about Mark's current prognosis now that we've gotten through the weekend. The nurses can't assess the state of the fungal infection on his exterior body nor the skin grafts on his front torso. I am a little anxious about what we'll hear from Dr. Peck today. We weren't able to see Mark yesterday until 4 pm. Steve, his brother played a guitar he borrowed from Jeff Dempsey and we sang a few rock songs in Mark's room - Steve, Rene, Michelle, Susan, Adrian and I. It didn't matter that Steven hadn't played in a while, I know Mark felt the energy and heard the music. Because they had to heat Mark up with heat lamps (he gets cold with dressing changes), what felt like a sauna became a sweat lodge! We also played the music from a concert Mark sang in years ago when he was a member of the California Bach Society. Really beautiful music. I hadn't attended church in a few years and yesterday, I made it to All Saints Episcopal (thank you Gwin for referring Rev. Reed there). Amazingly, the sermon was about the good Samaritan. It was a reminder to me of everyone who helped Mark live when he could've so easily died in his plane crash, in particular Thomas who got Mark out of his burning plane. So many miracles that day. You are receiving this message because you are a member of this community. You may unsubscribefrom receiving announcements at any time. Thanks for all you do to help others, Your friends at Lotsa Helping Hands © 2019 Lotsa Helping Hands | 118 N Peoria 2N Chicago, IL 60607 Hide quoted text ---------- Forwarded message ---------- From: Jenny Brandemuehl <jenny.brandemuehl@members.lotsahelpinghands.com> Date: Jul 15, 2019 10:32 AM Subject: 7/15 Update - Mark still stable To: mike_elliott@HOTMAIL.COM Cc:
  25. 12 points
    Fellow aviators, Welcome to the Safety page dedicated to focusing on safety-related topics that will make us safer aviators. In order to do this, we'll need some ROEs, to follow shortly. I am the safety moderator and as such, I'll need your help keeping the threads in this section on point. Threads that drift from productive safety analysis to non-helpful conjecture, name-calling, etc. will be deleted or closed. The purpose of this section is to use facts, NTSB data, and eye-witness accounts to analyze Mooney accidents so that we can collectively learn and apply to all of us Mooney flyers. General safety article links, safety best practices, safety topics to discuss, are all highly encouraged. I will try to post a safety topics of the month for general discussion and Q&A. Thank you for being a part of this and please PM me suggestions or issues you see. We are better and safer as a collective group than as individuals. I look forward to our discourse! Sent from my SM-N950U using Tapatalk
  26. 12 points
    With all due respect Jim, I’m not anti American, I may not agree with policies of your government, just as I don’t agree with policies of my government, that doesn’t make me dislike the American or Canadian people. I did once say in a post that “We get the governments we deserve” I didn’t think that was a controversial statement. As the owner of one of only 2 MSC’s in Canada it would be hard for me to be anti Mooney. If I were anti Mooney as you suggest, do you really think I’d spend as much time as I do here digging out manual pages, finding documents etc. and posting them here, or spend time looking at posted pictures, pointing out errors and suggesting solutions to their troubles. I learn as much reading posts and hopefully share things I’ve learned along the way. I’ve answered people’s questions both privately and publicly when asked about vintage Mooneys and vintage Comanches with honesty based on my 35 years of maintenance experience and ownership of several of both types. If that causes grief I’m truly sorry. Even other respected posters here have directed people to me privately with questions comparing the 2 types, which I happily answer. I make my living maintaining all types of GA aircraft, it happens to be that Cirrus airframes make up the greatest number in my customer base, that doesn’t make me like them more or less than any other type. Regards, Clarence
  27. 12 points
    Hysterical. My girlfriend doesn't even make it into the airplane. The moment I start talking about my airplane or flying her eyes glaze over and she is out like a light.
  28. 12 points
    Today at 10:15am we touched down in Fullerton (KFUL) completing our coast to coast tour. It was the trip of a lifetime. Over 5,000 miles flown, 10 new airports landed at, 7 new states landed in, and time with my boys that could never be duplicated. KFUL -> KIWA -> KPVW -> KPBF -> M01 -> KHKY -> KJNX -> KFFA -> KJNX -> KDNL ->KMEI -> KCPT -> KCNM -> KIWA -> KFUL As you know I don’t post when I’m out of town, but I'll start posting up the details over in the coast to coast thread I started in the coming days.
  29. 12 points
    Bucket List Flight today Beautiful morning with maybe the best opportunity for flying while we're here in NC so we flew out to First Flight. Fairly smooth, hazy flight but the winds do swirl around a little coming in final over the beach to 21. Once you drop below the treeline it changes again, but wow, how cool to land there. I get emotional about some things but must say I was a little surprised at the level of emotion I felt being up there on top of the hill. There may or may not have been a few tears shed. We back taxied on 21 along with two other planes departing and my wife snapped a great picture as we lined on 21 and waited for the Cessna ahead of us to depart. If you look close you can see the monument in the background.
  30. 12 points
    Wow, I do not know you but your post makes me wonder if you and I would get along. I hope my first impression is wrong and that moreover your assessment is as incorrect as it is in poor taste. Interestingly, this was your first post on this forum. How about an introduction before you pontificate?
  31. 12 points
    Just thought I'd use this thread to share updates on a cross country flight I'm taking in the Mooney for the next ten days with my wife. Hope to share any useful information and just share the adventure. Follow along if you'd like or don't :). The ultimate destination is up in the air, initially it was going to be Mt + Rushmore + Yellowstone from Niagara Falls, NY, but with the weather patterns being what they are, I kinda tossed the plan due to Yellowstone being a mix of snow and rain for the next week. Day 1: 5/16 evening KIAG > I48 (fuel stop for cheaper CB fuel) > KOSU (Columbus, Ohio) [approx 2hr 30min, some headwind] The flight started off with a bit of an issue with an electrical smell that came and went. My strobes weren't working properly on landing (only have about 5% intensity). I talked to maintenance at KOSU when I landed and they think it might be the strobe box. Luckily, I had scheduled an oil change at KOSU (since I plan to fly for about 30-40 hours on this adventure) so they were at least expecting me for something. The bonus is they put me in a hangar and some nasty thunderstorms came through a few hours after landing. They switched out my Whelen power box (they somehow had one in stock) and my strobes were back up working for the next day and leg of flight and no strange electrical smells, so I think I smelled my strobe power box hitting the fan. Day 2: 5/17 In Columbus, OH - I had a fun day and ate lunch at Brassica (very delicious spot for fast casual food) and spent the evening at the Sonic Temple Music Festival celebrating my birthday and seeing System of a Down live for the first time. Saw Avatar perform too and they were very good live. The festival was lots of fun and my wife experienced mosh pits breaking out around her for the first time. I'm glad she put up with it :D. Day 3: 5/18 KOSU > KVLA (CB fuel stop) > KCPS (St Louis) [approx 3hr 15m due to 30+kt headwinds) Cruised over VFR at 10,500 to KVLA since I didn't want to deal with rerouting and let my wife learn to fly a bit in cruise (she did great with holding heading and learning turns on the way). Lots of buildups and a large wall of t-storms in front, but they should pass quite nicely through the night and leave some nice stable air in their path. KVLA was a nice small airport with avgas at $4.10 and a stocked fridge with a little pilot-accessible door. It was very quaint with rocking chairs up front and had a courtesy car parked, probably with keys somewhere--but since it was a quick fuel stop, we didn't bother looking for them. I had my wife pretend she was helping fuel the plane as a photo op (hint: she actually wasn't). KCPS seemed nice when we landed. They waive the ramp fee with 15 gallons of expensive avgas (but they were kind to make an exception and waive ours with a top off and we took about 10). Overnight parking is $15 and they charge a $7.50 security fee on top of it. They had a rental car on the field which we rented for the day. We did a little flyby of the city before we landed (our first time in St Louis): We got to St. Louis fairly late, but had an awesome day, which we started by eating a well deserved lunch+dinner at Pappy's Smokehouse (full slab of ribs with added brisket + two sides pictured): After our dinner, we spent about 3 hours playing at the City Museum, which we thought to be one of the most unique places we've ever ventured in. If you've never been, imagine a maze that you can climb through, slide through and even crawl into old airplane cockpits that are housed on the 8th floor. It brought us back to feeling like we were children (in a good playful sort of way) and we both enjoyed our time there. We capped off the night with an ice cream cone at Jeni's in St. Louis. Tomorrow, we think we will fly from KCPS>KHOT to check out the Hot Springs National Park in Arkansas for a few hours before continuing on to Austin, TX (maybe the same day). We've been to a few cities in TX before, but never Austin so we are excited to check it out. Recommendations are welcome! The rest of the days we don't really have a solid plan and truly are winging this adventure, I do know it would be neat to fly the Mooney to Catalina Island on the west coast so ultimately hoping to make it that far west. Any suggestions, comments, etc. are welcome! If any Mooniacs want to meet up along the way, we are totally open to it!
  32. 12 points
    Put it in a cargo plane. I'll see myself out...
  33. 11 points
    In a recently closed poll, nearly 90% of respondents selected that "Talking about Mooney's is my getaway, the last thing I need is to listen to politics here." So I would like to formalize a petition by the vast majority of the membership, pledging not to engage in political discussion and asking that others provide the same courtesy. Political discussion is not prohibited by the constitution nor by the Mooneyspace forum. However, out of respect for every Mooney flying participant that does not want to hear about it on Mooneyspace, it is in good taste to leave such discussions out. So, would everyone who would prefer that Mooneyspace be left to discussion about Mooneys and aviation, sign this petition by putting your name or handle as a response. And to the 10 or so members who like some degree of political discussion, please consider showing some courtesy. Petition: We the participants of Mooneyspace and the broader Mooney community kindly ask that those who wish to engage in any political discussion or discourse do so somewhere other than Mooneyspace.
  34. 11 points
    Here’s a few pics from flights over the past several days- Telluride, Rockies, Moab, Sierras, Yosemite, Las Vegas, Grand Canyon, & Lake Powell.
  35. 11 points
    How many young people reading these pages would want to pursue a career in aviation? Look at the outright distain people here have for the trade. Many trades and careers have far higher pay scales, the lack of available talent is a now is a result of this. How many posters race to the bottom for pricing then complain about the outcome? Clarence
  36. 11 points
    My Wife and I are on a road trip which took us through Amarillo, Texas yesterday. I decided to stop in at Tradewinds Airport to see if I could recognize the place. You see, the last time I was there was during the summer of 1970. My Dad and I were returning to Torrance (KTOA) from Philadelphia International where we attended a family reunion. We were flying in Dad’s 1964 C Model Mooney. (Mom elected to stay longer and return on a commercial Airliner. She had had enough of the Mooney.) We stopped at Tradewinds for fuel and an overnight stay at the local Howard Johnson Motel. For some reason I remember that the motel restaurant had a meat loaf dinner special that Dad and I both enjoyed. Today the Airport has a beautiful, modern Terminal Building that wasn’t there forty nine years ago. The lady working the desk pointed out where the ground crew worked out of long ago. There was a very old FBO hangar adjacent to that building which probably dated back to that era. There was also a low post wooden type railing which separated the parking lot from the ramp area. That is the one thing there that bothered me and seemed vaguely familiar to me. Inside the Terminal Building are three groups of vintage photographs dating back to the late 1940s and early 1950s. In these pictures are mostly Bonanzas and Navions, along with a Staggerwing, an Ercoupe and others, all with their owners standing in front of them. All of the pictures were taken at Tradewinds Airport. The airplanes must have mostly been new as they still had their vintage factory paint schemes on them. I stood there looking at those pictures and realized that all of those folks and probably, many of those airplanes, are all gone now. While it saddened me, I was glad for this little tribute to that era of Pilots and their airplanes. As I left the building I glanced over to the ramp area and could almost see my Dad’s Mooney sitting there with it’s bright and shiny brown, yellow and white paint job. I don’t know If there is any good that comes out of these sentimental visits. I do know that they can be emotionally difficult to make. But I hope that somewhere, someone appreciates the thought and effort that goes into them.
  37. 11 points
    Sorry, but... Assuming everyone else is going to fly to our interpretation of the FAR/AIM is naive. Entering the traffic pattern without a visual on other planes in the pattern is presumptuous. Descending into the pattern in a low wing is visually problematic. I would have apologized to the student for flying into his pattern without seeing him first. I like to approach the pattern at pattern altitude. It's just much less likely I'm hiding someone with my wing. And I'd never assume anyone else should be looking for me, will be where they say they are, or doing what I think they should be doing. This also comes from a lot of years on motorcycles. The safest way to ride is to assume I am invisible. Others on the road can't see you. If I ride that way, then it's 100% on me not to get hit.
  38. 10 points
    OK I'll relate a story about weather at night, in the hopes that if the crap ever hits the fan someone might find it useful to save their bacon. Flying from ICT to SLC on night in a 737, as we passed DEN and entered the usual front range weather stuff (towering Q and flash bulbs, the RADAR took a dump. Nothing, nada, zilch. Here we are in the middle of it and we lose our "eyes" to the weather at night, IMC. Checked the usual, CBs, recycle, nothing. I fell back to a flight I had in a DC-3 many decades before when we didn't have RADAR and we encountered T storms coming out of Gallup, NM at night. I watched and learned as the old, veteran, DC-3 Captain flew around all the T storms. In the 737, I followed his lead and turned the cockpit lights down low, rested my chin on the glare shield and watched out the window. I had the copilot flying to my directions. ATC gave us 30 either side of course and as I saw a flash say 10 left of course I had the F/O turn 5 or 10 more right. As we passed that one I was looking ahead where the next flashes were grouped (these were just illuminating the IMC weather and not the bright electrical discharge). The next one might be dead ahead so I'd have him turn 20 left and so on. In about 70 miles we broke out into the clear on the west side. Never hit a bump! Although I don't recommend it as a usual practice, you can do pretty good (at night) this way if you have to fall back to basics and you are jammed into a corner. Remember, the guys that flew the Hump in WWII didn't have RADAR either, yet somehow they avoided the cells back then also! As we broke into the clear my F/O said, "GEE, I've never seen anything like that before". I responded, "I learned that from am old DC-3 Captain a long time ago. Remember it and it might save your butt someday".
  39. 10 points
    More related footage worth watching:
  40. 10 points
    Here's my flight for today, sorry no pics but I did get a new IR
  41. 10 points
  42. 10 points
    I’m confused, do you guys find it awkward sharing the same woman? Clarence
  43. 10 points
    Last week my wife and I had our 25th wedding anniversary and we went to Prince Edward Island. Beautiful. Most interesting thing we did was rent kayaks and go clamming on the Bay of Fundi. They gave us directions - line up a light house and a place on land - which took like 30 min of kayaking to get to the starting point - then head straight out to see along that line for another 30 min and at low tide a sand bar emerges from the water. And there were tons of clams in that sand to rack out. And 2 bald eagles were there clamming with us. Biggest clams I ever saw. I told my wife - well 25 years - half way there.
  44. 10 points
    That takes a lot of heroism to jump into a burning crash site to assist a stranger. God bless him. I hope the injuries are less severe than reported and the pilot recovers. Could of been much worse. I hope someone is there should I need the courage to fly my stricken bird to the ground...to render aid. I shall judge not...
  45. 10 points
    I bought my 231 about three years ago. It came with an LB engine, original engine instruments, a Merlyn wastegate, a prepurchase/annual (at my expense of course), and a warning from the previous owner to run it extremely rich, like 13 GPH, if I didn't want to overhaul at least a few cylinders every thousand hours -- a warning which I immediately ignored. Instead, I adopted a strict policy of running either full rich (takeoff, climb, as the POH and Continental engine manual instruct) or cruising at engine settings which were guaranteed to produce 65% horsepower or less. This typically meant running at about an indicated 27" MP and 10 GPH (after the big pull.) I say indicated because, without a decent engine monitor, I decided to track fuel and oil consumption (among other things) in a spreadsheet so that any significant deviation from baseline fuel/oil consumption, which might indicate a problem, would be obvious, and after a couple fill-ups my spreadsheet indicated that my overall fuel consumption not including taxi but including climb was only about 8.5 GPH. And also, my MP gauge disagreed with the Kollsman Window at my sea level airport by about an inch. The idea was to try to run LOP and low power to keep everything as cool as possible, avoid there being a red box (26" and 10GPH isn't, 27" and 8.5 GPH could be, both should be <65% power) and try to stay outside of it if there were a couple cylinders pulling more than their weight until I could do some upgrades. Since I only had one CHT, I tried to go with a very conservative 360dF max CHT in cruise in case some undetected issue with baffling or mixture resulted in a cylinder other than the instrumented one actually being the hottest running cylinder. In climb, though, CHT could easily hit 380 or, on hot days (like the third day I owned it, climbing out of The Dalles with OAT 110dF) creep up towards 400 and necessitate stair-stepping or circling to cool things down even when attempting to cruise-climb at higher airspeed. The obvious first upgrade for most people would have been an engine monitor. In fact, I had hoped to have one installed shortly after purchasing the aircraft but a number of failed pieces of avionics impacted my training for my instrument rating, so my first batch upgrade money ended up being spent on a GTN650 (it had a IIMorrow and an inop KN 53 and KA 87) and a new audio panel (the PM 1000 squealed whenever I turned the landing light on, so I had to choose between being visible and talking to CTAF/tower when landing.) Given that I knew my CHT could get hot even full rich (and with an indicated 25GPH flowing, it shouldn't have been a fuel issue) and I had to exercise some degree of heat management in climbs I also felt that the intercooler needed to happen sooner or later. I reasoned that since I could only do one or the other at annual, I already knew the engine was running pretty hot, and heat kills these engines, it made more sense to make the engine cooler than to be able to see six too-hot CHT readings instead of just one. I opted to buy the Turboplus intercooler first. I believe it was the first one supplied to a customer after Turboplus restarted production. I had the intercooler installed at annual. This was supposed to necessitate modification of the Merlyn wastegate. I'm not sure what the history of the Merlyn installed on my plane was. Merlyn themselves didn't have record of it being installed on that plane, and it appeared to have already been modified to be fitted with the Turboplus intercooler even though my plane obviously wasn't intercooled. At any rate, it went back to them for modification and I got what looked like a completely new unit back (mine was over 20 years old; my shop was impressed at its longevity) and some updated paperwork for the unit and a fresh 337 written up for my aircraft for their modest refit fee. Solid after-sale support in my view, particularly with it being for the wrong owner of the wrong plane. (While we're on the subject, Turboplus after-sale support has been excellent. Jeff's checked up on me a couple times to make sure that a couple details with installation were done right, made sure I was pleased with performance, and he managed to get me digital copies of the installation and fuel adjustment instructions on extremely short notice while my plane was in service away from my home base and I couldn't get my hands on the originals. Getting a bit ahead of myself, John-Paul at GAMI and the Electronics International folks have been excellent as well.) The intercooler had the desired effect, allowing me to climb at Vy to the high teens without CHT exceeding 380dF indicated on my sole CHT gauge. Without an engine monitor it is somewhat difficult to provide more commentary on the efficacy of the intercooler beyond "It made my engine run a lot cooler, enough that it'll probably pay for itself in enhanced cylinder life." As part of the installation, fuel flow was recalibrated. By this point I knew my mixture balance was probably somewhere between mediocre and poor, but I appeared to be able to run very slightly LOP. Not much, though, before it got rough. According to my spreadsheet my fuel consumption increased very slightly for my second year of ownership, but I only reduced my cruise MP by about 1", down to about 26", which suggests I was generally cruising at a higher power setting. Supporting that, I got probably three to five knots more in cruise as well. Folks with a 231 with a vintage panel and no intercooler will have to make their own decision on which mod to do when, and you want them all, but I believe I made the right choice to do the intercooler first and enjoy an extra year of operation with the significantly reduced CHTs, even if I couldn't actually observe it for most cylinders. Second annual saw installation of the engine monitor (CGR-30P&C, I chose them because I liked the flexibility with respect to mounting the pair of round gauges over on the left rather than needing to mount a large format on the right or consume part of the radio stack or massively rework my panel when I already considered it possible that I would massively rework it for Dynon Certified or G500, a good call since G3X seems like it is within my future budget.) My CHTs had an extremely wide spread, my mixture was all over the place, and my GAMI spread was about 1.2 GPH. I'm not sure two of my cylinders ever really got LOP, and another two were pretty close to them. I felt pretty good about forcing myself to bumble along at 8.5-8.7 GPH in cruise for the last 130 hours, because running it a whole lot harder would have been pretty bad for the richest two cylinders. I flew it twice after getting the monitor before ordering GAMIs. GAMI got it right on the first go, my spread went down to 0.3 GPH and I finally got to fly my plane for what felt like the first time. https://www.savvyanalysis.com/flight/3210898/441b96a9-a66a-4d95-bbed-0c4c7e0da821 Short flight, low altitude (only went up to 9500) but I can finally, finally run the plane at a real 65% power. CHTs stay under 360 at 31"/10GPH with the cowl flaps closed, I should have no problem running similar power levels up to the high teens/low flight levels, and the plane managed 150+ knots TAS at 9500' in this power configuration. The 231 as it came from the factory was not Mooney and Continental's best effort, but with some time, attention, a couple truckloads of money (though still tens of thousands less than the price of a comparable 252) for some aftermarket parts, it can be made into pretty close to the plane it ought to have been. I'm really looking forward to more flying this summer -- up in the high teens where it's cool, quiet, there's no traffic to deal with, and the plane performs at its optimum.
  46. 10 points
    Well, I guess I come from a different time/type of Customer service. 120Hrs SMOH an I’m sure that O/H was in the $40/50K Range. Why are we pulling this engine off? It’s not because you want too! Why is it your financial responsibility? In my option, It’s not. FAA Form 8120-11 being brought up in the next conversation may help you out. I would bet if someone were to send the cotter pins out of your screen to a metallurgy along with the cotter pin that the O/H manual calls for, there would be a difference in the two. An that’s where SUPS come from!!! Lets be honest, calendar time(out of warranty) is not what caused that. The 120hrs on the engine didn’t cause that. That issue was put in place long before you ever had your engine reinstalled. It’s from trying to save money during the O/H process. Clearly none of this should be out of your pocket with Con recommendation of don’t start it. They need to seen a couple guys to your place, remove the engine, fix it an reinstall with a giant thank you to you for your understanding an sorry for the inconvenience. I have had to do it in the Propeller world if one springs a leak or something of that nature. It’s called customer service.
  47. 10 points
    I was going back and forth about whether to put in a skyBeacon and rely upon my old Narco transponder or bite the bullet and put in something from this century. Aircraft Spruce had a special for the GTX 335, GAE12, and GA35 plus a wiring harness. I asked my AP/IA (still getting to know the new one since moving to KFUL) if he had supervised any owner installs. He asked if I had done any electrical work on planes. I told him I had removed old avionics, made and run RG400 for the radios, replaced the ignition switch, starter solenoid, voltage regulator, and random stuff like bulbs. In theory this would be an easy install, just mount the tray, run the wires, and hook up power and ground. His response was, ok, let's do it. I reached out to @Aerodon to see if he could be Spruce's deal. I had bought a SL-40 and EDM-830 from him about 18 months prior. He gave me a price, I placed the order, and reserved my rebate just in time, five days before they ran out. I started pulling seats, interior panels, and the right side of the instrument panel to get ready for when the box showed up. There was more than once when I had the thing all apart that I thought, "Man, I have to remember how to put it all back together." First snag was when I found that the space above the #1 radio between it and the audio panel where I was going to put the transponder was not quite tall enough and required moving the radios down. I couldn't move the audio panel up because of the bars behind the panel. Other than it taking a lot more time than I thought the installation went smooth. My AP/IA put in the doubler for the GA35, it was going in place of the old loran antenna that had been installed with some jagged holes cut (not drilled) through the skin with no doubler sometime many years ago. The transponder check was perfect, it passed the ADS-B checkflight and I submitted the rebate on Saturday. All total I think I had about 21-22 hours in the install. The avionics guy that did the transponder check said most of the shops around here are charging 14 hours for a simple install that isn't connecting to a bunch of other things so I think I came out okay with the time I put in. If you want to read "the rest of the story" you can do that here, https://intothesky.us/2019/05/25/gtx335-installed-2020-compliant-and-preventative-maintenance/ I also had my AP/IA replace all the control cables. I couldn't find where the throttle and mixture had ever been done in the logs and the prop cable was done back in 1990. The new ones are smooth as butter. A few pictures, more pictures if you go to the blog post.
  48. 10 points
    I got a little right seat DC3 Time today. It was only about fifteen minutes on the controls. But I will never forget it. I wasn’t expecting the seat time. I was allowed to sit in the jump seat for take off. Once he climbed out and turned West over a lake that is about 35 miles long, the copilot got up and pointed at his seat since I didn’t have a headset. He climbed out and I climbed in, buckled up and put on the headset. The pilot gave me the controls and I finished the climb out while following the winding lake. At the end of it, I did a slow turn 180 and followed the lake back to the airport and descended to pattern altitude where the pilot took it back and landed.It was not nearly as heavy on the controls as I thought it would be, but I didn’t make any hard maneuvers. It felt like I was just hanging at the windscreen since there was no nose to see.A great day!
  49. 10 points
    Formation practice today with @adverseyaw near Bremerton (KPWT)
  50. 10 points
    I was bored today and it was raining all day. Decided to turn mine into a warbird to pay homage to what my grandpa was doing 75 years ago. I should dig out his logbook and see what boring training route across Canada he and his crew were flying on this day. I suppose I could yank the modern maple leaf within the circle and make it more historically accurate by replacing it with a solid red dot. He actually flew this exact Anson on countless CATP flights. Sent from my iPhone using Tapatalk

*Members that donate $10 or more do not see advertisements*