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MOST of the time I am flying alone, years ago my wife decided she wanted to go up to the cabin for a long weekend for the fall colors. We arrived at the airplane, I pre flighted and she loaded some small packs in the rear seats. She went into the FBO to the latrine and I was going through pre start check list. I started the engine, called control for a Northwest departure and was cleared to 15 with a left turn to the Northwest. taxied out, performed a run up, took the active and took off. Climbing left turn on course about 5 mins out I hear the tower call me and say Arrow 84E, we just got a call from the FBO, your wife is waiting at the ramp", I replied "Thank God, I thought I'd gone deaf". Arrow 84E cleared for expedited approach straight in 15, cleared to land". I figured the tower knew I was in for it.

Along with an extensive (loooooong) annual - I broke down permanently fixed the dreaded fuel smell in the cabin and blue stains under the wings. Huge shout out to Charlie (the Mad Scientist), Griggs Refinishing and LASAR! They were amazing support partners and vendors for my mechanic and I through the entire process. They nailed turn around for part orders and overhauls. They gave the best phone and email support you could imagine and always served with a smile. Their expertise is second to none, they even helped identify a prior incorrect W&B assessment that gained 18lbs of useful load back. My crew is loving the new odorless cabin, and I’m loving the peace of mind. This annual also left me with a power flow exhaust, so I’m getting used to the new sound and different performance/fuel burn rate... And if that wasn’t enough, we also picked up a new family member for 63V - welcome 1218X to the hangar. She’ll have a little mending to get before flying, but it looks like we may have saved her from a death by stagnation. She’s only got 1700 total hours on the airframe and engine. She should be a great fall/winter restoration. Fun times, more excitement, parts orders, and more updates ahead! Pics included for visual enjoyment. ~Abe

That's not too bad, I've told this before, but I flew for over an hour shooting approaches in a 172 with the tow bar still connected,.....

Just wanted to swing back to this topic I originally started when I first started considering a Mooney and found Mooney Space. I will be taking possession of my M20J tomorrow and beginning my transition training. It is a very exciting time and I hope everything goes okay. I started out looking at C models. I considered E, F, J and K models seriously before deciding that a J model would be most appropriate for me. I learned a lot by reading Mooney Space so, thanks to everyone for all the great content. Especially thanks to @gsxrpilot who provided a great deal of thought input for me to consider. He met with me personally and spent a good deal of time chatting with me on the phone. Thank you Paul for sharing your considerable knowledge with me. Also, thanks to JD out at SWTA in Smithville, TX for doing a great PPI. Also, thanks to Parker Woodruff who helped me with insurance and will be helping me with my transition training. My old airplane... My New airplane... Guess I like red, white and gold...

I always give my son a hard time when he does something which (predictably) would result in an undesired outcome, but then gets upset when it happens. Yesterday, it was my turn. I was leaving MOD yesterday and it’s been pretty hot there (90-100 F) recently. I was by myself so I finished the preflight and went through my checklist and set it down next to the Gatorade bottle on the passengers seat. I had the door propped open so I wouldn’t get cooked and to my complete surprise, as soon as the engine started the door swung open and I saw my checklist fly right out the window and out of sight. I made sure the parking brake was on and stuck my head out the window to make sure it wasn’t stuck on a control surface and then decided that I suddenly had made up my mind on the checklist vs flow debate and had an uneventful trip home (after tower reminded me I hadn’t set the transponder). I told my son about it and his response was predictable: ”Dad, what did you THINK was going to happen if you put a piece of paper next to an open door?!” Anyone else feel like confessing their acts of genius?

I plan to go by the booth in the morning to ask a lot of questions.

I remember drooling at these photos on the (short-lived) listing, congratulations! And that's no ordinary J -- it's an Allegro, the best of the breed!

...oh I've done that. And worse. Like leaving my iPad on the roof of the car - only to find that when I got there - hmmmm... no more iPad. But worse than that - a friend left his iPad on the tail of his airplane. Ooops. He actually found his iPad later that day in the woods no less in direct line of departure from the runway - it had fallen off from what - a couple hundred feet? And it survived!

Just bought this M20E and I’m working on the new interior. Planning to start my paint on october, but I haven’t decided yet the design, I’d appreciate ideas! Kaio Rangel from Brazil!

I use ADLog.com, not expensive and worth it. The logbook system, listing of Ad's, annual update to include new ones, it makes it easy. https://www.adlog.com/

Spent today getting the new IR wet, man can't believe I actually get to do this flying thing.

Is this your way of bragging that you're only 20 minutes from your plane? So lucky!

My buddy called it a runway alignment device, was during my IR training, I asked my CFI-I how to log time with my head in my a$$

That's interesting since he included it my '86 M20K. Maybe he changed his policy on that one since I started my subscription many years ago. Regardless though I trust him on this stuff. He probably know ADs as good or better than anyone. Plus this is one that get's subjective as to how long you keep applying it to airframes.

There are worse things you can do than leaving your headset in the bathroom: https://ksby.com/news/local-news/2019/07/17/slo-city-officials-announce-consequences-for-slopd-chief-following-firearm-incident

Nope - I have never made a mistake or done anything dumb. Ever.

More from Jenny Dr. Peck confirmed good news so far mike elliott, Jenny Brandemuehl has posted a new announcement for Family & Friends of Mark Brandemuehl. Dr. Peck stopped by today to share the following updates from his review of Mark yesterday: 1) He did not see any evidence of fungal infection topically on Mark's legs and arms. Did not look at his back. But we know the nurses have shared they haven't seen anything concerning on his entire body including his back. 2) Confirmed it's good that Mark continues to remain in stable condition. No arrhythmia, no blood pressure issues, everything else good - heart rate, temperature. Still on kidney dialysis but that's to be expected in his condition. 3) Amputation wound sites look clean and no signs of infection. 4) Amazingly, his skin grafts on his front torso didn't fall off like Dr Peck expected when they had to position Mark lying face down for them to excise fungal infected tissue. Skin grafts start out so small and delicate. It will be another 5 days before we know if the grafts "took." He was definitely surprised the skin grafts have survived. I asked Dr Peck, if Mark continues to remain stable, when can they resume the skin grafting process? He said that this Tuesday, Dr, Foster, Dr. Matthews, the entire medical team and he will review and determine what's the strategy and next course of action for Mark. We also expect to receive biopsy results for his left arm next week and hope it comes back negative. It's a huge relief (for this leg of the marathon). Thank you God and all the love in the universe for protecting Mark. 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

Should you ever want to alter the earth’s rotation by applying full power with the tail tie-down still connected I’ve found that it doesn’t work. Confirmed by multiple witnesses.

Anyone with an A&P and IA can have his choice of jobs and where he wants to work right now. Anyone coming out of school with an avionics major is also in very high demand. And you thought it was just a pilot shortage? I hope they find who they need, they're a good company, in fact, I just bought more parts from them last week.

Thank you for this news Mike. What a relief some good news of improvement. And plans and bonds for the future. Thomas. And co-pilot bear. My bear is about 10 years old. When I got him he was just to be my cute cockpit mascot. Then you. And your program. He has more meaning for me now. He makes me think of Mark right now. Co-pilot bear is looking over and smiling.

Success! Congrats to the caravan participants for perseverance

Virtually every plane has this one in their AD list. It really isn't worth any trouble to remove it by date code on the switch, but sure, why not if you can. In truth though every pilot should be testing this on EVERY shutdown. I am sure every pilot that earned their PPL within the last 10-15 yrs was taught to do this test with every shutdown; whether Bendix, or ACS etc. We've had way too many death and serious injuries from hot props not to do so; of course not all from flunking this test but I had to replace my switch a few years ago when the contactors became intermittent. Now that I am more experienced and seen many accidents from hot props (including a Mooney mechanic friend), In my opinion the AD doesn't go far enough. It should also include a Key check. I learned this one from a fatal accident on my field. How many of you have gotten extra ignition keys from the aviation aisle at Home Depot or Lowes? No surprise, but the only approved Bendix key blanks for making spares come from Bendix - not home depot. Make sure that with your un-approved spare key that its not possible to remove the key until the off position. I didn't learn this till a fatal accident involving a trainer where the key was removed and put on the dash and then pilot & instructor got out to push the plane back. Problem was the key got pulled out without it being in the Off position! You know what happened next sadly. I never heard but wondered what kind lawsuit entailed and the potential judgement against the owner (school) - I assumed they were sued by using "unapproved parts". I quickly checked all my keys learning this and continue to do the shutdown test on every plane i work with - AD ot not, I consider it significant safety issue.

I have both a panel mount and the "cigarette lighter" version(s) in my airplane. With the "expensive TSO'd apples," I don't get radio interference. With the AutoZone special, you have to watch where power cords are hanging as it will mess up the radios. Maybe a small detail, maybe money spent on certified equipment is worth it sometimes...

I'm replacing the exhaust and possibly the engine. Getting prices. I'm done with this plane. At Oshkosh right now looking [emoji4] Sent from my E6910 using Tapatalk

In the summer time I USED TO fly with flip/flops.. all the time.. Never thought anything of it. Until, that one time while taxiing the seat somehow came unlocked and slid all the way back. Instead of immediately pulling power I attempted to "scoot" forward only to kick my flip flops off and up into the rudder peddles. So I laid down to reach the brakes only to realize I now couldn't see out of the windows. that's when I pulled the power. No damage, no witnesses. I don't fly with flip flops anymore.

More likely it's your affinity for Lotus... always in the pits...

An A&P can sign it off Don't need an IA An A&P can also weld it We learned how to weld in A&P school, just fir something like this.

This 1976 AD does not show up in an AdLog search for my 1985 M20K either. It was suddenly added at an annual in 2003 - nothing in the 18 years before that. I can't see how Mooney could have legally installed the range of defective switches in any plane after 1976. Now as @kortopates explains, it's of course good practice to check this, but I have a problem with the Feds mandating pilot operating practice through ADs. In a similar vein we can then end up having ADs for "brake checks" or "free and correct controls" after startup. I'm also not happy with that IA who seemed to have randomly introduced it into my logs. Probably does it to all Mooneys without looking simply for fear of getting sued. Either way, moving my logs to AdLog over the weekend have taught me a huge amount. And I got that tip from reading Mike Busch's latest book on Plane Ownership which I also highly recommend.

Hmm. The AD says: “Airworthiness Directives; BENDIX IGNITION SWITCHES: Applies To All Aircraft Employing Magnetos and Using Bendix Ignition Switches”. My parts catalog says: Bendix Scintilla part number 10-357210. So, it appears to be under the AD...

I don't know if you have the ability and the time being AOG, but an aircraft welder can fix that like new in probably a day.

I looked at rheostats online but i just wanted a simple on and off switch, i don’t fly at night very often but it nice to have some sort of light in the cockpit for those dark afternoons. After some research i figure a switch was the most reliable and maintenance free option.. As far as sign off i’m an A&P and i consider this to be a minor alteration, meaning a logbook entry will suffice. Sent from my iPhone using Tapatalk

When mine went out years ago I found an STC'd rheostat replacement system. Haven't had a problem since. It was somewhat expensive for what it was however. Question and disclaimer- please believe me, I'm not knocking your work but I am curious to learn what route you will take for approval of the change in circuitry? Minor alteration sign off by an A&P or some other route like a 337?

Sold it already. Got exported to Europe...

didnt this used to belong to a Mooneyspcer that now owns an Acclaim? @m20 allegro something?

PM sent

Let's take the sunvisor example since that might be even more ridiculous than a landing light (but it's the same rationale) Rosen designed a new, improved sunvisor. Only "approved" parts can go on a type certificated airplane, so how does Rosen make it legal to install it? The part wasn't made by Mooney (holder of the type and production certificates). It doesn't conform to Mooney specs, so a PMA authorization doesn't apply. It's not an owner produced part. There is no applicable TSO. It's not a standard part like a nut or bolt. So, it gets installed under an STC. That's the authorization that allows it to be installed. And the FAA considers STCs to be major alterations by definition and requires a 337. I installed Rosen visors on my previous and current Mooneys. I did not file a 337 for the first plane and doubt that anyone has noticed in the 20 years since I sold it. On the current plane, I decided to keep it "by the book" and paid an IA $100 to inspect my installation and file the 337. It's up to everyone to decide how "by the book" they want to be (I've obviously been inconsistent). Still, I think it's good to understand the FAAs rules and policies. That's my only point. Skip

Disagree. fly with someone that can feel the plane ie seat of the pants flying or a good glider pilot. I grew up racing sail boats where you learn to feel the lifts and headers and steer to take advantage of them. It translates well to a sailplane. If I am uncoordinated in turn I can feel it, and correct it without looking at the instruments. The fmr navy commander I have flown with can absolutely feel the plane. He is a United pilot. I asked him if he could feel a big jet he said yes.

Paul, Thank you for sharing the deep detail that goes with the AD... It is much clearer to me now... What to be looking for... I use the ‘keys on the dash’ as a sign that the ignition is off... (cars and plane) Without considering that the keys could escape while the switch is in the other positions... Best regards, -a-

Dentists ??

Well, we made it! Northern 40 row 523 if anyone wants to come and say hello

It must be amazing to know everything about all things and to be right about all things.

Usually if the aircraft breaks the pilot could have done something to make a less dire if not favorable outcome. But every so often something breaks at the wrong place or the wrong time and there aren’t any options. I try and brief every takeoff, including what I’m going to do if the mill quits. Sometimes the answer is “it’s going to hurt bad”. No one ever said this was safe. We takes our chances.

This is why I subscribe to Savvy Analysis. Sometimes, things are worth what you pay for them.

Had to take a patient getting back surgery tomorrow from Houghton, MI ( KCMX) to Milwaukee (KMKE). Had some weather to navigate between Green Bay and Milwaukee, going both ways. Here's some photos from the trip down. We were at FL230 until just before the picture. We were descending through FL200 when I snapped the picture of the G3X screen, more to show how altitude sure helps navigating around weather. https://flightaware.com/live/flight/N994PT/history/20190715/1515Z/KCMX/KMKE https://flightaware.com/live/flight/N994PT/history/20190715/1645Z/KMKE/KIMT Tom

Geez Hank, I didn't realize you were that old. Pocket knife? Sectionals?

A quick endorsement for Savvy Analysis. (Is that allowed here?) As usual I ended up spending money trying to save money. Being too cheap to sign up for Savvy’s analysis service, I put in a new spark plug and had the leads tested. Didn’t help, but at least I have a good spare now. Broke down and paid for a year of analysis. Worth every penny. Paul quickly identified a probe issue and it turned out to be simply some damaged insulation on the #1 EGT. All EGTs now showing smooth and steady. It’s also nice to have the peace of mind that my engine data is being monitored for any trends or tell-tail signals that I would not be “savvy” enough to spot on my own.

Problem is $5000 uninstalled for many is no problem, for many younger pilots that’s a pot full of dough.

Also remember that "insured" is not the same as "free". We all pay for the teardowns in our premiums.

The downspring tool is a roll of quarters , put the gear in a position where the spring is partially extended and slide the quarters between the coils , swing the gear manually until the spring is loose enough to slide off.....when you put it back in , manually extend the gear until the quarters fall out of the spring , and then collect the quarters when they fall out.....