Leaderboard

Yesterday morning in Missoula we decided we were done with this vacation and ready to go home. So, we flew home. The winds were favorable: Back in Baltimore by 8 pm.

THe article says both plane occupants refused being taken to the hospital...good news. It also says the occupants of the car were taken to the hospital for minor injuries..good news. I will stand down unless something far different is factual.

Laura, Mark’s nurse said his trach was loose durIng hIs dressIng change and he said “ouch!” His nurses keep trying to fInd the rIght med dosages to keep hIm comfortable. It‘s good that he shows them when he‘s In paIn. Sometimes he moves his thighs. Ashley joked that he’s just doing his crunches! Mark‘s blood pressure was soft late afternoon so they gave him blood and decreased fluid output from his kidney dialysis which did help. Excellent news - Laura also mentioned that Mark’s new skin grafts on his arms have grown together. Wonderful!

If it only takes filing a flight plan not to crash I would file one every flight!

Can you tell the weather is crap outside, here's a cheesy drawing of what I did

30 second walk. Owning your own hangar on your own land is a great way to justify hangar cost as an investment. The utility and convenience of living with your plane is hard to beat.

I am just back from a salmon fishing trip to Alaska. I have posted two pics. One, looking out from under the wing of our Cessna 206, is of icebergs, but unlike most icebergs these are not in the ocean, they are in a large freshwater melt lake at the foot of the Bering Glacier, an unusual sight. The other is, well, an unfortunate event that happened on the other side of the river. Someone landed a Beaver and it was apparent they were having difficulty with the load. Periodically, the pilot would fire the engine up and taxi around on that sand spit, then shut it down, and it appeared they would take some cargo out. About all he appeared to be accomplishing was to blow large volumes of sand on the poor fishermen on that side of the river. About the fifth or sixth time he fired it up, I was paying attention to a fish on the line when I heard tinka-tink and then nothing. He managed, apparently, to stick the tires in the sand and put the Beaver on its nose. There were rumors that they were going to fly the plane out with a helicopter, but the story I got the next morning was that they hammered the prop out and the pilot flew the plane back to base. We were back there later and saw it sitting on the tarmac. The pilot apparently owns a fishing lodge on the river and, I kid you not, it is called Bent Prop Lodge.

I would pick 24X based on better panel layout and lower time on engine. Also I don't like the open guppy and X-ray has the LASAR closure. Also love the prop spinner. One of the few if not the only advantage of being a VFR only pilot is fancy certified avionics don't matter as much and X-ray would need nothing. Some times I think Mooney Space should be re named Panel Space. As for paint both have similar design but I have to say the green is more pleasing. Good luck whoever ends up with your E should be very happy

Under the cylinders there is a long rod that holds the two ends of the baffle together. many times this rod gets replaced with safety wire. The oil return lines from the cylinder heads contact the wire or rod and start wearing. Oil is then allowed to escape..... luckily this is not pressurized only, but would make quite the mess.

What a fighter!

Wow! I thought you meant like the guy who did my annual this year: 9 weeks to do the inspection Another week to let me know he was done 2 more weeks to get me an invoice Lots of things done incorrectly Several jobs done without notifying me or obtaining permission Several jobs done that I specifically instructed not to do Labor charge for annual, plus additional 2 hours for washing the airplane

Fastest and easiest troubleshooting should probably start with swapping batteries with a friend to see if the issues continue. Sounds like a low voltage issue.

There will always be people who don't use useful technology efficiently. Can't get around that as long as the meatware is manipulating the controls. On the other hand, most can learn to use it to be able to find and track traffic more efficiently, even visually, or especially visually. One thing the displays will teach is how bad your eyeballs are at spotting all the traffic, even when you know just where to look. I don't want to fly in busy regions without it. Even in BFE it can show you traffic you wouldn't know is there otherwise, and traffic approaching from behind you or below you might not ever have a chance of seeing otherwise. If it makes you look out the window less you're doing it wrong, imho.

Did you plug it in after it booted? You have to wait for it to finish booting, then if you plug a drive into the USB port after it is fully awake it'll prompt you if you want to download stuff. At least, that's what it's supposed to do. I just use a normal USB drive with an off-the-shelf adapter.

This inspection should be caught not just at annual, but any time the cowl is opened up.

The male is screwed to the floor and the female (decorative side) in the carpet. It's best to have the belly open as there is stuff under the floor you don't want screws going through. Use a good commercial grade snap, I was able to find color matched snap that blend with the carpet. Put the ones in the floor first, put masking tape on the back of the carpet every where there is a snap, get the carpet positioned then press down over the snap leaving an indentation in the tape, I have 6 snaps per side (2 in the foot well, 2 at the rear and 2 in the middle), the J-Bars have a few more but it's fairly easy to figure out... All the snaps were laid out to be and inch and half from the edge of the carpet

Just a minute over 15, I think your position in the hangar would be way worse if you were in front of the others would be moving constantly. We have been in shared hangars three to be exact and there was always something going on that I wasn't happy about. Now we are in a nice T with no one else and I really like knowing it's not going to be touched by anyone. 30 to 40 minutes isn't too bad and would be worth for the piece of mind that it's not being handled by anyone but you.

The decision would probably come down to paint scheme....

There are date codes on the rubber portion of the isolators. 7-95 means it was produced in July 1995 for example. Three of the four isolators are readily accessible. The fourth one is a nightmare. It takes the better part of a day to change them out, and you need an engine hoist with a tilt adapter so the engine can be tilted as needed in addition to being lifted.

I'd rather have the tighter plane. Cheaper to install a box instead of all that other stuff. More importantly though, I'll vote for my plane every time. I know it. I know it's idiosyncrasies. I know what it needs, and what it doesn't. I know what's it done, I was there. And I would't install a 430. I'd install the new 5 AMU Garmin box that does LPV approaches.

I appreciate the compliment, but I’m only 5’6”.

We already know that see-and-avoid has its limits. The way to use TIS-B is as a guide to your visual scanning.

I'm in complete agreement with you on all of this. I'm all in favor of spending over time, to upgrade a Mooney way beyond what it's worth. The enjoyment of flying a wonderful airplane is value enough. What I DON"T like to see is someone who buys a $25K Mooney now and then has to put $35K into it BEFORE it's airworthy and can fly it. In that case, wouldn't we all agree that it would have been better to spend $50K on a plane that was turn key? - Those examples are what make up my "list". Alex is one of the heroes on this forum, if you ask me. But even he has said on more than one occasion that if he had it to do over, he would have spent more up front and not spent more than a year trying to get his plane in the air. I give him all the credit in the world for doing the hard work and bringing one back from the brink. But even Alex will tell you it wasn't such a good idea. And didn't save any money in the long run. We've had several examples on this board of members who spent their hard earned savings to finally get into the airplane of their dreams, and were excited to find such a great "deal". Only to then either scrap the plane or sell it at pennies on the dollar because of corrosion, or even one that just needed an overhaul immediately and there weren't any funds available to do one. So the plane is sold at a huge loss and the dream of airplane ownership is out the window. - That's what we're all trying to prevent.

So, here we are! After I found out about the corrosion in the wing, I had to take a decision about C-GJDP flying future... My AME/AMO was very cooperative and he wanted to save the Mooney from the scrapyard but there was a cost to it and I had to take the final decision. BTW, special thanks and kudos to Don and Paul from the Maxwell family, who offered advice and support to my team and, frankly, without their help, I would be selling parts of a Mooney on the internet as a hobby! Here are pictures to illustrate the work that was done, as per the Mooney maintenance manuals and The Maxwell's advice: First, at the bottom, the condition of the doubler and the spar cap we had to replace (both sides) with the replacement part on top. Took off some of the rivets to unskin the wings bottom to have access to the area and everything was cleaned before replacing the parts and corrosion proofed afterwards. I should be back flying the Mooney in the next few weeks, with its newly overhauled engine and prop and a corrosion-free wing! Lost a summer of flying and some dineros ($) along the way, but I'm happy I took the decision to keep it flying, as I've rented a few C and P brand planes while mine was in the shop, and I don't think I could return to that kind of flying...

Busy weekend, Thursday the 5th flew over to my mechanic to have some work done. Was planning to be home that night but the weather didn’t work out. Friday started bright an early to get home and packed up for a formation clinic in Pendleton Or. It was a great time with everyone, I look forward to flying with everyone soon!!! Sent from my iPhone using Tapatalk

Starting right now, you could literally be compliant by this weekend if you really wanted to. The skybeacon is in-stock and several suppliers offer overnight shipping. Install, including programming and logbook entry takes less than an hour. No one will miss the deadline because they couldn't get it completed in time, only because they chose not to complete it in time.

Serge, I moved from a rental 172 to an M20E I bought earlier this year with the same total time as you. The transition has been reasonably smooth. I strongly recommend transition training with a Mooney CFI. Happy to give you a ride if you’re ever in the Boston area.

I changed my C212 (squared tip prop) to a top prop , I also changed the starter to a sky tech lightweight starter. That helped reduce the useful load loss. Something to consider if you still have the old bendix starter Reason I asked for time since overhaul: i had a lot of vibrations around 2300 rpm after changing to the top prop . Dynamic balancing helped some but not much. Hartzel was very helpful looking at vibration analysis etc. I lived with it for a while but over time the vibrations went away. My theory is that the engine has counterweights on the shaft but it took time for those to adjust to the new prop. I suppose it takes more time for the counterweights to adjust with a good old engine Curious to see if you experience the same It was good to get rid of the yellow arc on the tach happy with it so far

Yep.

That is one GOOD paper to read. Long and detailed, not for the faint of heart to read but what great information it contains and I'm not done with it yet, WOW is all I can say. What an education contained therein!

Dupe thread - see earlier thread

Not an FAA defined V-speed. Most efficient (by one measure) climb speed Vz = 1.32 x Vy. IntroducingVz.pdf

Airframe time is almost meaningless to me and never was a consideration when I was looking. Tom

Read cleavland manual and find the Oring numbers, Panel off, remove cylinder, 3 new orings in cylinder, replace cylinder. Clean up center panel for leaked fluid, replace panels. Probably took me 2 hours or less. Bleed brakes was about 30 minutes for 2 guys. One pumping, one managing the fluid in the reservoir.

I was just reading about your panel question. I've been using this set up in an old Warrior owned by http://www.flyforreal.com/Fleet/N2280Q. The avionics are worth more than the plane. The set up does work well and makes the Warrior basically all electric. Take a look . Dan

This is an air issue and that air is likely downstream of the master cylinder. You need to put vacuum on the system. Other things may work over a period of time (high altitude flight, high AOA, etc) but your best bet at getting the air to evacuate the system is to put a vacuum on the reservoir and actuate the cylinder in question several times.

My pleasure (kinda). More to follow. Sent from my iPhone using Tapatalk

A good generator with a modern voltage regulator will be online aroung 1100rpm.

I installed a set on a C414A back in the 90's when I was doing A&P stuff. As I recall, they were quite trivial to install as well. I think there was a roll-on paper template with cutouts for the VG's and special glue. Cleaned the surface per recommendation. Rolled on included paper template indexing to specific reference points. Took the VG's out, applied glue, applied and let cure. Then went to test fly..lowered stall by several KTS and also made it handle less mushy. I think even for that aircraft the things only weighed several ounces so added weight was absolutely negligible.

That’s fair and unfortunately I do not have a picture. I preemptively ordered a replacement prior to going back to the hangar to try and trace the problem. It’s an hour drive to where I keep the airplane so I wanted to have something on hand before I go back. I’ll take one when I go back if I can’t figure it out. Sent from my iPhone using Tapatalk

You are absolutely correct. For all practical purposes APR can be used for all approaches on the G1000 except a BC approach, of which there are few left. Garmin improved upon their documentation with the GFC 500, but its operation from the AFMS conflicts with what's published for both the GFC 500 and GFC 700. According to the documentation both units can run approaches without vertical navigation in the NAV mode, but because of increased gain can fly them better in APR mode. BC on the G1000 needs to be flown in NAV mode. I've attached the relevant documentation for approaches run with the GFC 700 and the GFC 500. The first one is the GFC 700 and the second and third ones are for the GFC 500. If sorry for confusing the issue by my first post.

I thought he will always look back at the Arrow, from inside most any Mooney . . . .

Naw, it's more like a babble for a mistress.

And to be completely honest, you don’t NEED to hit activate or APR. They just take care of lots of little tasks that we use to do manually and set the autopilot modes. Example, don’t activate the approach... you can dial in the ils freq, set the hsi to vloc (green needles), set the gps steerpoint to the FAF, use OBS to set the inbound course to the faf, then deselect obs. Or you could just press “activate”. Either way, you could hand fly the approach. There is a regulatory requirement to load the approach from the gps database if you’re using the gps waypoints for navigation or dme. But hitting activate just takes care of lots of little tasks we use to do manually. “Appr” isn’t required if you’re going to handfly. It is required if you want the autopilot to enter glidepath or glideslope (GP or GS) mode.

I done got myself throwed out of the CB club some years ago. So did my panel hero @Marauder who once pretended to be a CB.

Thank you all for the advice, I certainly appreciate it. I understand the importance of having any airplane thoroughly inspected by qualified and knowledgeable mechanic before any purchase, hence the question that started the thread. I spoke with a very knowledgeable mechanic recommended by Stephen m20c, as he was located in Tennessee. He provided some valuable information, I'll be sure to let you all know how everything turns out.

It’s my opinion that the notion of an aircraft specific charger is marketing. My anecdotal experience is that other tender/desulfators work well with Aircraft batteries. Last year my Concord was starting to get a little weak due to spuratic use. I put a Keyline 5 Stage .75amp Battery Desulfator Maintainer & Conditioner on it and it brought the capacity to new levels in a few weeks. No fear when away from home. The battery now shows ~12.8v at the bus even after sitting for a few days. Only an aviation battery would require a special $250 desulfator...except for it doesn't. It’s amazing these special and unique batteries can be charged by the Delco Remy tractor generators and mechanical voltage regulators designed in the 40s but somehow need a specialty charger...

Hi Everyone, Mark had his autograft surgery this afternoon and it went well. They put it on his left torso to fill the gap where he needed it. They prioritized his surgery for today and postponed his esophagheal cardiac assessment to tomorrow. They want to make sure he doesn't have enough of concern such as a blood clot. Whatever the results, given his heart arrhythmia, they will do an ablation to address it. From here on out, Mark needs to heal, both the donor site where they took the autograft from, the autograft itself, and continued healing and growth of his CEAs and prior autografts. It takes CEAs 30 days to grow to join together to create an entire section of skin. The hope will be by Sept 12th, when a new batch of CEAs arrive, that his arms in particular will be mostly covered with new skin grown from CEAs. I've been reading Tina Fey's Bossypants book to Mark. There are some real laugh out loud sections that would make him chuckle. He's been looking relaxed most of today so we've been playing quieter music - classical and meditation tunes.

As far as I remember... Unlike other manufacturers.... Mooney doesn’t have a different speed for the various levels of deployment... Some planes like the C152 allowed for the first notch of deployment outside the white arc.... If you are looking for energy dissipation, The Long body is more refined than a C152.... Speed brakes can be deployed from Vne to get you down to Gear extension speed once gear are deployed, you can increase speed up to gear down speed... Gear down speed... gets you down at maximum descent rate. Thousands of FPM.... Flaps are not used until getting slowed and situated for the traffic pattern.... Expect the white arc on the ASI to apply with the details given in the limitations section of the POH.... regarding weight and everything.... Maximum descent rate is a pretty unusual feeling as is climbing out at 2kfpm.... TT should include these O ticket rides. During a real E-descent you don’t want this to be your first time.... @donkaye May have some better detailed input for Long Bodies... PP thoughts only, not a CFI.... Best regards, -a-