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Showing most liked content since 02/25/2018 in all areas

  1. 25 points
    Logged my 250th flight hour and passed my IR checkride. Woohoo!
  2. 20 points
    Plane is finished! Excited to see it in person! Picking up Thursday or Friday!
  3. 16 points
    Hi all, I thought I would share a photo of my new Bravo glass panel done at Aerotronics in Billings, MT. I certainly have enjoyed looking at the many great panels people have posted. I’ve owned my first mooney for about 8 months now. Love it. Ho
  4. 15 points
    A whole bunch of pictures:
  5. 14 points
    Lots of questions about aviation paint. As a paint shop owner (SureFlight at KMQS), I thought I would chime in and answer some of the questions. The aviation market is miniscule compared to the automotive market. There will always be more innovation in the automotive market to due its size and volume. Automotive paint is easier to use. It lays out flatter with less defects. Its easier to make a nice-looking finish. xcrmckenna is correct, a less experienced painter can make automotive paint look good. Aircraft paint is more finicky and more opt to have defects such as sags, runs, dry spots, reactions, orange peel, etc. It is more difficult to apply. With rare exception, you can’t just take an automotive painter and have him paint an aircraft with aviation paint and have it turn out well. You really want to check to see if they put automotive paint on your aircraft. If you go to their website and read their processes, step 12 regarding paint they use Jet Glo or Acry Glo which is Sherwin Williams Aviation Paint. They might have had you look at automotive colors to get a better sampling than Sherwin Williams samples. You can match aviation paint colors to automotive colors. We have a mixing room with all of the tints, metallics, pearlescent, etc. We have a special camera that takes a picture of the paint finish and produces a formula to mix any color we want in aviation paint. You don’t want car paint on your aircraft. See why below… The FAA does regulate paint shops. We are an FAA Part 145 Repair Station paint shop. The FAA audits us at least annually to make sure we are following regulations. They pull a sample of our paint work orders to make sure we are following aircraft maintenance manuals. Some manuals not only specify paint process, but also which paint has to be used. Cirrus aircraft for example specifies a specific Axalta (used to be DuPont) paint. Older Cirrus specified PPG. They are also checking what kind of paint we are using. See why below… Aircraft paint is more expensive. Its boutique compared to automotive paint. Aviation paint is specifically formulated for the aviation environment. Some of this is not as important on a single engine piston like we are flying, but aviation paint has to withstand 400-500 knot jet aircraft airspeeds in weather without it coming off. It is formulated so that aviation fuels do not stain the finish. It is resistant to hydraulic fluids like Skydrol that is used in some helicopters and jets. Skydrol would strip automotive paint right off the aircraft. Every can of aviation paint is also labeled with an expiration date and batch numbers for FAA traceability. Just like anything that is permanently installed or applied to a certified aircraft, you can’t just install whatever you want. You can’t go to Home Depot and buy a bunch of nuts, bolts, and screws and use them in your aircraft. You can’t go to Radio Shack and buy a bunch of wires and wire up some avionics. If something materially fails with a paint that causes a problem, the FAA wants to be able to trace the paint back to its date, and batch. It can use this information to see if any other aircraft may be affected and determine failure root causes. So yes, there is a downside to using car paint on an aircraft. Automotive paints are superior in their ease of use and ability to make look good, but they are not formulated for the aviation environment, and they lack any traceability. Frankly, I don’t know how someone can do a proper logbook sign off using car paint. The FAA specifically looks at this when they audit us. They also go through our paint cabinets. If there is any expired paint or paint without traceability labels, we get a write-up. This is exactly how paint is applied. We have a paint booth/hangar, we apply the paint, and then bake it on. A paint booth moves the air while you are spraying so that you don’t have overspray settling on your paint job. It also heats the air so that you are spraying in a warm temperature. After it is sprayed, it is baked for proper curing. Our booth can heat the air to 170 degrees F and it exchanges the entire volume of air in the entire hangar every 48 seconds. If you don’t have a paint booth and are painting in a regular hangar, you have much more chance of dirt and debris getting in your paint, overspray, etc. because there is not as clean of an environment and doesn’t have sufficient air movement. If you are not baking the paint, some painters will kick the accelerant to make it dry faster which can kill the gloss of the paint. Or you can just wait a couple days for the paint to dry. Which also extends the amount of time dirt or debris can settle into the paint. Actually, car paint would be thinner and lighter. It's water based.
  6. 12 points
    I’m the one here with a 10,000 hour Mooney. A ‘78 J, actually with almost 10,500 hours TTAF now. I have owned it for 12 years and can only think of a couple of maintenance items having been required that I could say were directly attributable the airframe hours, and that is that the pilot’s seat back was pretty much shot and required rebuild both to the seat back itself and the shaft that it rotates on. The leading edges of the nose gear doors are also wearing pretty thin, so I bought a new set in anticipation of replacing them, but haven’t felt the need to install them yet. Yes, I have had to rebuild the nose gear steering horn, “tighten the tail” with new bolts, replace the gear actuator’s NBC spring, and replace the landing gear and engine Lord mounts, etc., etc., but at this point this is all routine maintenance for any vintage Mooney. In mitigation of my Mooney’s high total time, most of those hours were acquired as an eye-in-the-sky traffic reporter for a San Francisco Bay radio station. So these would have been all day loitering missions that should have been very easy on the aircraft. It was cared for by leading MSC Top Gun Aviation for all of these years and has always been hangared. Hangarage and doting maintenance are exponentially more important than total airframe hours for Mooneys, in my opinion. Mine is currently on it’s fourth engine which is right at TBO and doing great. The first three engines were each replaced well past TBO, always with factory remans. I promise you on a ramp full of vintage Mooneys mine would stand out as one of the cleanest, and the only way you would know about the high time airframe would be by wading through it’s box full of logbooks. Jim
  7. 12 points
    In a different thread I mentioned that I was going to be modifying my baggage door IAW an article I found in an old MAPA Log from January, 2012. I finished the work and ended up differing from the original article a bit. Please excuse the fact that part of my interior is out, part of it is grey, , and part is brand new (the baggage door cover, which I think came out pretty nice). Baggage door mechanism before modification: This is the door mechanism after modification. I replaced the 2 standard washers with 3 'L' washers that are half the thickness of the standard. I made a short pull mechanism out of 1/16" control cable and standard swages. This shows the latched position. This shows the unlatched position. The changes that I made to the original design were to make for a better looking installation, IMO, and having the pulling direction to unlatch the door to be to the rear, not forward. This will make it less likely for a child to see the pretty red handle and pull it. The baggage door must remain unlocked for this to operate. This is different from later model Mooneys. Of course, with the baggage door unlocked, it could also be unlatched, which will cause it to open in flight and cause damage. Use at your own risk, as always. The placards are simple Brother P-Touch, made using a very old machine. I trim the labels as close to the lettering as possible, and it sticks quite well to the fabric. The pull handle is velcro'ed to the fabric. The labels are actually the same as I did all of my placards, just smaller sizes. They look great from about 6" distance. My logbook entry will be as follows: "Modified baggage door by the addition of 1/16" cable to allow emergency egress in the event of main door failure. Operations check satisfactory, no change to original function of the baggage door. Interior placard installed. Weight and balance change negligible."
  8. 12 points
    Use Scheme Designers to get the paint job you like, then use Moody Aero Graphics to cut the paint mask. I did this. Every line on my plane was cut by a computer. No guesswork by a guy with a roll of tape and a magazine photo. I assisted heavily to get the mask on the plane. I have a rather complex scheme and it was about 40lb of vinyl mask. if the windshield has any crazing or any defects such as milkiness or stars when flying west near sunset, change it now. Be very careful you can use 4-4 Cherry flush rivets right back into the original holes. tail gap fairings, ELT antenna under fiberglass dorsal fin. rebuild the cowl, i mean really rebuild it not just slap boat fiberglass resin and hardware store cloth. Ive written extensively about this. Blade VOR antennas. Flush patch that stuff. make it clean. aileron gap seals. antenna farm clean up. full-on wing smoothing, Lets make this into a Glasair III wing. We did.
  9. 11 points
    After posting my Cirrus PIREP, a couple MS members asked me to provide a PIREP for the RV-8, which I'm more than happy to do. I hope the MS moderators will indulge my posting of this topic, which is decidedly non-Mooney. I've been flying turbo Mooneys for almost 20 years. I owned an M20K Encore from 2000 until 2011, and I traded it for my Acclaim that year, and I've been flying the Acclaim ever since. I absolutely love it, but these planes are meant to be flown long distances high and fast on autopilot, and I was yearning for something that I could hand fly on Saturday mornings for a couple of hours or so, low and fast. I discovered RVs quite by accident. The fellow I bought my Acclaim from had an RV-8 and he took me up in it. I had never heard of them before, but I was hooked. I resolved to buy one someday. Two years later I did. I didn't build my RV; I bought it from the gentleman who did. He did a professional builder assist and spared no expense. He sold me an exceptional airplane. RVs spoke to me for many of the same reasons Mooneys did. They are stone simple and very well engineered. The ailerons and elevator employ push rods. The rudder is driven by cables. Control feel in pitch, bank and yaw is solid and very responsive. Not to mention reliable. My RV-8 is a taildragger. I didn't even have a tailwheel endorsement when I bought it, but I got that done and solved that problem. On to the PIREP. My RV-8 is a joy to fly. It is small, light, overpowered, and simply a blast. It has the Lycoming O-360 A1A engine (180 hp), and a constant speed prop. Empty weight is 1,165 lbs. Very light. My first airplane was a 1980 Piper Archer II with pretty much the same engine, and it weighed more than twice as much. BOARDING You, and maybe your passenger, climb up on the wing, then lower yourselves into the seats. And then you fasten your five-point Hooker harnesses. You pretty much strap the airplane on. TAXIING It's a taildragger, so you have to be quick on your feet, especially in gusty conditions. But it doesn't take long to master. Its ground handling characteristics are very docile. TAKEOFF Line up, put the stick in neutral position, and give her the guns. After about 600 feet or so the tail will rise, and the plane will fly very soon after that. CLIMBOUT Full throttle, pull the stick full aft, and it climbs like a bat out of hell. 1,500fpm at Denver Centennial, 5,800' MSL. CRUISE My plane has elevator and aileron trim. Doesn't take much to trim the airplane. Mine flies straight and, true. AUTOPILOT It has one, but I never use it. Too much fun to hand fly. FLYING What I love about the RV is that it's a very light touch aircraft. I put my thumb and two fingers on the stick and that's all it needs. Think about where you want to go, move the stick gently in that direction, and off you go. I love the bubble canopy. Visibility is amazing. AEROBATICS I've not done any except for aileron rolls (very easy), because I haven't gotten around to have training yet. My RV doesn't have an inverted oil system, so if and when I learn aerobatics I can only do positive-G maneuvers. LANDING Most RV-8 pilots will tell you that wheel landings are the way to go, especially on pavement. I agree, and that's the only way I land mine. Wheel landings in this airplane are very easy if you've had the proper instruction. Nothing more satisfying than pulling one off perfectly, which isn't hard to do after a little bit of practice. Three-pointers are difficult on pavement because the flaps block airflow to the elevators, which stalls the tailwheel and leads to a hobby horse landing. I've heard that it's no problem on grass, but I've never tried that. CONCLUSION The RV-8 is an amazing airplane, one that all Mooney pilots would love. Great looks, great flying, great engineering. I feel very fortunate to have one. Cheers, JZ
  10. 11 points
    JD and Laura have added a new guy at SWTA. Jeremiah Casteel was born at 7:06p March 12. 6lbs 14oz. 19.5" No word yet on when he'll be sitting for the A&P exam.
  11. 11 points
    I guess I don't know if the doghouse was still being used when my '66 was built. I've only had it 6 years. It got the ARI mod 20 years ago but I don't know the history of the baffling though the front has never been well sealed. We finished putting on the cowl parts today. It was too windy to go flying and it was about 5:00 but I had to taxi around the ramp for 20 minutes and take a few pics... I'm fired up!
  12. 11 points
    Funniest thing I heard was a student pilot talking to him self with a stuck mic!!He was muttering to himself..."easy does it....you can do it...carb heat on ,full fullest tank...speed 70 ...oh oh oh....ah ah sh*t!,,....ok ok ok ok....
  13. 10 points
    Is this just to demonstrate your xenophobia? You do realize Mooney has been owned by the Meijing Group since 2013? This has undoubtedly been a lifesaver, job saver, and wonderful turn of events for the good folks in Kerrville, TX. Mooney certainly has challenges, but Chinese money is not one of them. Without it, there would be no Mooney today.
  14. 10 points
    The wheels hanging out are a deal-breaker for me. I'll fly anything. But if I'm the owner, I want something I will be proud of and that will make me smile every time I fly. For me, all the cool airplanes are either retracts or tailwheels. Fixed tricycles are for training.
  15. 10 points
    Not wishing to plagiarize, So, let me state this method of avoiding gear up incidents was copied some time back from another Mooney driver, (Apologize for not remembering his name), as he posted on Mooney Space in reply to a similar gear up incident. As I recall he always used some word he called GUMP before landing. Again as I recall, it went something like this: G-- Gear down U--Undercarriage down M-- That mf gear sure as hell better be down P--I am going to be so P. O. if that mf gear is not down As for myself, I now use GUMP for every landing procedure. Best
  16. 9 points
    Today I commemorated a year of ownership of flying to S21 Sunriver Oregon and back. It was good times. The weather wasn’t super good but well worth the flying. I even got a red light showing me I’ve been doing a lot of flying. It was a year ago today I flew out of Texas on my way home to Oregon. It’s been a great year with just over 130 hours of flight time. I just participated in my first owners assisted annual. I would of planned it for the end of March but I have a baby girl blessing our home this Friday. As they say “life is just about to get real”. I’ve done every one of my oil changes and I think there was four. I managed to cover my nose gear with oil the first two. But have gotten much better. I’ve changed out all the outside lights with LED’s, done avionics upgrades and a host of other things. I hope she is in better shape then when I got her. And I want to be able to say that with every passing year. Thank you everyone for helping me and listening to all my dumb questions:) Sent from my iPhone using Tapatalk
  17. 9 points
    I went to the NW aviation trade show in Puyallup today looking for information. Here is what I learned: 1. Neither Trio nor TruTrak were there so I have nothing to report on them. 2. KI300. Surprise, shipping delayed until April 2018 due to software changes to handle turbulence better. Approximate price for the model to replace our KI256 in a two axis KFC200 autopilot system will be about $6500. It will actually be two boxes. The display includes the backup battery and has a 9 pin connector and connections for pitot and static lines. The second box connects to the indicator via the 9 pin connector. The other end of that box connects to the KFC200 and GPS navigator. He estimates less than a day to install. 3. Dynon Skyview HDX. Still my favorite if it's available in time. They have submitted all the paperwork to the FAA for the STC for Cessna's. Just waiting for the FAA to give approval. Unable to provide a timeline as to when the system might be available for other aircraft. I think he said it takes about 6 to 18 months to get an STC for another aircraft. That won't happen until they have approval for the Cessna. Based on the catalog he gave me, I'd estimate parts for a Skyview HDX 7" display based system to be about $10,900 for a two axis system. Another $750, or $11,650 for two axis plus autotrim. And another $750 or $12,400 for three axis plus autotrim. That includes a 7" display, primary and secondary AHRS, GPS antenna/receiver, ARINC429 box to talk to our GTN650, backup battery, autopilot control panel, 3 knob HDG/ALT/BARO bug panel, Wi-Fi adapter for use with ForeFlight, servos, and D10A backup EFIS. If you want to display traffic and weather on the main display, the dual channel ADS-B receiver is $795. If you want AOA with a heated pitot, that's $450. If you want their Comm radio, that's $1295 (pretty neat; can be loaded from the main display with buttons for ATIS, Ground, Tower, and ATC). If you want the bigger 10" display, that's another $1300. If the main display quits you fly off the D10A. If your GPS navigator (our GTN650) quits, you can still navigate and fly with the autopilot using the built in GPS system. You can also add engine monitoring if you want. About $1300 for parts plus $200 for fuel flow if you want it. Extra for MP and RPM. And if you don't already have ADS-B OUT, you can get that for another $2200. Very flexible system. Things it does that the GFC500 doesn't: Synthetic Vision (if you are into that) with terrain warning coloring, moving map, true airspeed, winds, minimums bug, maps, charts, and velocity vector. 4. Garmin GFC500. Nice system. Probably the nicest servos. Assuming everything I was told is correct: If you install the GFC500 with a single G5, the G5 is installed as the HSI. That means you may also switch it over to ADI if you need to. In a single G5 system, if the G5 dies you also lose the autopilot. If the GPS navigator fails, the autopilot still works for heading and altitude hold but it cannot navigate. In a dual G5 system, if at least one of the G5's is working, the autopilot will still work. Based on prices on Sarasota Avionics, a single G5/GFC500/2 axis system will cost $8149. Add the autotrim and you are up to $9849. Add yaw dampener and you're up to an estimated $11,549. If you want a two G5 system that's $10,889/$12,589/ and $14,289 respectively. The representative could not confirm when they would gain approval for either Mooney or Bonanza. However, other sources indicate 2018 for Bonanza and 2019 for Mooney. That is all. Bob
  18. 9 points
    Quick update and close out. Original problem was no or very slow starting. Progressively getting worse. Flooded on nearly every attempt to start. 1. Start with checking the simple and checked plugs and looked for shorts etc. Installed new plugs. 2. Initial diagnosis from shop was possible left mag bad. We replaced the new mag. 3. While we were waiting on mag to arrive I discovered a broken terminal on the ignition switch housing. Replaced with new While it seemed just slightly better, it still flooded very easy and still took several cranks resulting in no start. I was having to resort to flooded start procedure. I might get lucky with the three handed shuffle and catch it just right, but something was definitely not right. Since we had buzzing from the SOS and had spark using the Don Maxwell technique to check the SOS box we started to looks at possible fuel delivery issue? I had previously ordered a new SOS box earlier last week knowing I would return it if we got it going prior and before checking the spark. After seeing spark and hearing the buzzing I was pretty sure I would be returning the box to Spruce. Today before getting totally discouraged I thought WTH. I'm going to try the new SOS box to just see... Installed it and pulled it out for a shot in the dark... Put the key in, turn and all of a sudden in two swings she fires to life. So quick I did not even get a chance to listen for the new SOS buzz, I wondered if it would sound different than the old original 1973 box. I let it run for a few minutes, then shut is down. I gave another try and a few swings of the prop and she fires again..mags check good :). A few more hot starts and it cranks every time. Looks like problem solved.. Moral to the story... Just because there is buzzing and you have spark in the SOS don't rule out 40 yr old electronics as the possible culprit, it can hide very well and still be defective. Even if it took $2300 total shot gun repair to find the gremlin. Two hours of flying tonight with various stops, shut downs and restarts. All good to go. I truly believe it starts better now than it ever has since my last 6 yrs of caretaker ship. Now back in the air and working toward that IFR. -Tom
  19. 8 points
    Long story and I will do my best to keep this short. I was a "Top Gun" era kid and the movie was essentially my baby sitter growing up. I remember my first airline flight at the young age of 4 on an L-1011 and from that moment on, I knew exactly what I wanted to do with my life. In high school, I enrolled in Junior ROTC, got an Air Force scholarship to FSU (Go Noles!!), became an Air Force cadet in Senior ROTC, and in my Junior Year of College picked up one of 500 pilot slots handed out across the United States in 2006. I had a goal, a plan, tons of motivation, and I got what I worked for. One year later on January 9th 2007, sitting in a chair at Brooks Base San Antonio, I was advised by an ophthalmologists that I had a pretiy common eye condition known as an esophoria but that, unfortunately, I was "hard DQ'd" from Air Force flying. To this guy, I was just a number. I was literally 4 months from graduated college and starting Air Force Pilot training. Devastation does not describe how I felt and making matters worse, the Air Force was kind enough to send the information to the FAA (which is required and understandable) and I was forced to fight to keep my 3rd Class. At the time, I was already a private pilot with more than 150 hours so the fact that I was now facing a threat to my civilian flying, I was forced to spend thousands on lawyers and medical appointments. In the last 11 years, I have spent a ton of time fighting the FAA trying to prove that what they thought I had, was much less significant than what the Air Force told them. I was on a special issuance 3rd Class for 10 of those 11 years. I was able to continue recreational flying but was unable to fly commercially without a 2nd or 1st Class. Meanwhile, I spent 8 years in the Air Force as a Police Officer, got out, and became a project manager at a large public transportation agency in SLC making decent money. When Basic Med came out, I decided to give up hope and move on from the dream. Shortly after dropping my 3rd Class for Basic Med, however, I decided to request a Statement of Demonstrated Ability (SODA) one last time from the FAA. They approved my request and shortly after I got a 3rd Class free and clear. This was a big step considering I had been on a special issuance 3rd class for over 10 years...forcing me to submit paperwork every 2 years to the FAA proving that I was still healthy to fly. This process was especially aggravating because I had spent a lot of money on the best MD's in the US to prove that I was well within FAA tolerances for not only a 3rd Class--but for a 1st Class as well. The FAA chose to focus on what the one Air Force Flight Surgeon from 2007 had written on a piece of paper. Okay I'm winding this down. I got greedy this month and decided to press my luck for a 1st Class. I went to a new AME who was ironically, of all things, a retired Air Force Flight Surgeon. He called some friends in Oklahoma to ask what the deal was and promised to try to help me out. I received a call on Wednesday of this week from the AME, asking me to come sign my 1st Class Medical Certificate. As if my first born had just arrived, I cried when I got that stupid piece of paper. I was unceremoniously handed the paper by the office receptionist haha...she had zero idea what that piece of paper meant to me. So I'm quitting my great job that I have zero passion for this Summer and enrolling in ATP. I'm chasing the dream knowing that my fight with the FAA may and likely will come up again and again...every 12 months until I'm 40 and every 6 months thereafter. I don't care. I'm 33 years old and figure this is probably my only shot...I will regret not trying and even if this doesn't work out, then I will become a CFI and still realize the dream of flying for a living. What an office. Anybody have experience with ATP or even getting on with the regionals, working their way up to a major? Any current commercial pilots with information on current job prospects? General advice and recommendations are welcome from all.
  20. 8 points
    If you are intent on rolling your Mooney, go get some real aerobatic training with a real aerobatic instructor in a real aerobatic airplane. Doing your first roll solo in your Mooney is STUPID! Stupid P. S. Don't be stupid.
  21. 8 points
    Mooney Summit board member Lee Drumheller just made a very nice video about Mooney International and the new Ultras. Check it out here Way to go Lee!
  22. 8 points
    Along with a warning horn, Ive heard some people use a check list. Clarence
  23. 8 points
    GDS cowl (@Sabremech) ready for prime time!
  24. 8 points
    While I agree somewhat, I would say to you “please provide me YOUR pre purchase check list and I will be happy to inspect it to that list”. If something goes wrong that wasn’t on your list, you own it. It’s an inspection not a warranty. Clarence
  25. 8 points
    Twin Comanches will do about 170 KTAS on 15 GPH and mine had 1376 lb useful load. Plus it will climb at twice the rate of an E model Mooney and the B models and later Twin Comanches have six seats. The Twin Comanche does so much more than an E model Mooney can and these are very inexpensive airplanes to own and maintain. The "second engine to fly you to the crash site" comment automatically identifies you as someone that has no idea what they're talking about concerning twins but feel free to keep repeating it
  26. 8 points
    Not being a mechanic, but I would expect it would be difficult to have any mechanic guarantee they did not miss anything, and I believe if a potential buyer came into a shop with this requirement, they would likely be politely dismissed. I find expecting perfection from any vendor I deal with to be a prescription for disappointment. Yes, I expect them to do their work in a competent, professional manner, but not to be without error. Maybe I just have low expectations. They say pessimists are never disappointed - only pleasantly surprised.
  27. 7 points
    At annual last week we installed new Whelen led wind tip and tail lights. I ran the wire to the tail to make it flash but didn’t see the reason to run the added wire to synchronize all the lights. But I figured it would make the plane more noticeable. But when we turned everything on they were hard to tell they were not flashing all at the same time. Quite a few members have added them so I don’t have much to add other than I’m really happy with them. I flew over a buddy’s house this weekend and he even noticed how bright the lights were without me telling him I got them. Sent from my iPhone using Tapatalk
  28. 7 points
    I find it interesting that several people take the position that it is inexcusable and a gear up could never happen to them. As I said earlier, I feel that it could happen to anyone including me, and the best way to avoid such things is to understand that, and therefore to humbly take every sincere action possible to avoid it by always being the humble student.
  29. 7 points
    Isn't the best procedure, to build a relationship with a shop so that there is mutual trust and professionalism? When Laura at SWTA sends me a bill that I think is a little higher than I was expecting, I can be 100% confident that she should be charging me even more based on the amount of effort JD or the guys, had to put into the job. There are plenty of things to worry about and stress over regarding this little hobby we all enjoy. Worrying if my mechanic is overcharging me shouldn't be one of them. There is a particular Mooney owner in Texas, who can't hardly find a shop to work on his bird. And it's because he has accused every shop in the area of incompetence, ripping him off, gross negligence, and even threatened legal action. Be nice to your A&P and he'll be nice to you... It can't be an easy way to make a living, so I try to be the best customer I can be. Don't make unreasonable requests, accept that sometimes jobs take longer than expected, they will find stuff that needs fixing that I didn't know about, pay my bill promptly, and never complain about the cost. And so if you stop in at SWTA and the job takes an extra day, it might be because I pulled 252AD in and needed some quick maintenance. Being a shop's favorite customer has it's advantages
  30. 7 points
    I usually told people I was licensed to practice medicine on every species on earth, but one.
  31. 7 points
    I have been providing basic Med (as a physician) since it's inception. I have spoken to the legal folks and believe I have this figured out (if that is even possible). -There is no more liability doing basic med than any other medical assessment. -A physician providing basic med is not in any way "certifying" the pilots ability (medical or otherwise) to fly a plane. The responsibility rests on the pilot to know if they are healthy enough (free of perhaps minor and certainly major illnesses) to competently and reliably pilot an aircraft. For example, a pilot can have a major "health event" 1 hour after being issued a basic med exam. There is no way a physician can determine the future. The same holds true for a CDL as well. -The issue with many Docs is that they don't understand their possible "new" role serving pilots in a way that has traditionally been an FAA responsibility. Unfortunately, perception, right or wrong, is currently the guiding force. Give it time, things will improve as Docs learn and become more familiar with what is been asked of them. -Many retired AME's do not carry malpractice insurance and therefore will not act as a practicing physician (ie. no basic med). As an AME, they are acting as a type of consultant for the FAA and are making a recommendation to the FAA as to wether the pilot meets FAA flight standards-a different medical-legal arrangement. -As far as the eye exam....any Snell chart will work (the chart that has all the letters that 10 feet down the hallway). I actually use one on my computer that is adjusted for std reading distance. The basic med form only asks for vision (20/20 ect) corrected or not. There is no need for an eye specialist exam unless there is something unique and you would need to see a specialist....regardless as to the need for basic med. The same hold true for any medical specialist need. -If you have a significant health issue (heart, psychiatric, diabetes ect) and have never been granted a FAA special issuance (waver) for that particular issue, you will need to re-visit the AME as the basic med will not apply. You are no longer a basic medical candidate. Once you receive the special issuance you now re-qualify for basic med. If you have never had an AME evaluation (new pilot), you will need one first, then you qualify for subsequent basic med exams. I hope this helps.
  32. 7 points
    I'm very thankful to be on the field with a proper MSC and not one in name only. JD and Laura who own and run SWTA know Mooneys and always have a shop full of them. I would say largely because of their maintenance on my Mooney, I've not needed the services of an A&P away from home. It's also super convenient for them to have a key to my hangar and to have their pilot named on my insurance. I flew my plane about 3 weeks ago and then left town on a business trip. I'll return to a freshly painted prop and resealed hub along with three new tires. And it will be ready to fly again. I'm convinced that as an owner, the best thing you can do is build and maintain a relationship with a good shop.
  33. 7 points
    I mentioned that a twin is about 50% more than a comparable single. I have a non-equity partner in my airplanes. He has a fair amount of Mooney time but did not even have a multi rating yet when I got the Baron so the insurance on the Baron will go down significantly at renewal. The hull value is the same on both airplanes. For my Mooney 231, the expenses are roughly (my non equity partner pays half of this plus the hourly amount and his fuel): Insurance $2,130 Hangar $3,730 Annual $3,000 Subscriptions $732 Miscellaneous: $3,000 Yearly Total $12,600 Plus $30/hour airframe and prop depreciation plus fuel For my Baron, the expenses are roughly (my non equity partner pays half of this plus the hourly amount and his fuel): Insurance $3,724 Hangar $3,730 Annual $5,000 Subscriptions $732 Miscellaneous $4,000 Yearly Total $17,186 Plus $45/hour airframe and prop depreciation plus fuel 200 hours in the Mooney is about 175 hours in the Baron. In round numbers and 13 GPH overall in the Mooney and 22 GPH overall in the Baron, with fuel at $4.50/gallon you're looking at $11,700 in fuel for the Mooney and $17,325 in the Baron. Add the hourly rate for another $6,000 in the Mooney and $7,875 in the Baron. Including R&R, a TSIO-360 engine overhaul will run about $25,000 for an 1800 hour TBO and an IO-470 will run about $20,000 for a 1500 hour TBO. That adds about $14/hour to the Mooney and $13/hour per engine to the Baron. Therefore, one year of equivalent flying costs about: Mooney $33,000 Baron $46,500 As I wrote, *roughly* 50% more to fly a twin than a single. A Twin Comanche will fall between the Mooney and the Baron for all-in expenses, figure $40,000/year for 190 hours. This assumes both airplanes are owned free and clear, no airplane payments.
  34. 7 points
    And that guy was proof of a principle that goes like this. 90% of the risk is concentrated on 10% of the people. Our job here on this forum is to work hard to do all the right things and to try and not be one of those 10% of the people. Those 10% do dumb things like loading bad CG over and over and getting away with it until...one day they don't. They run out of fuel over Lake Huron. They fly into ice and then tell people that their plane is pretty good at carrying ice as if that is a strategy for handling ice - so they fly into ice again and again until...one day it doesn't work out. They buzz their girl friends house. The do ifr approaches below mins. They run their engines with known deficiencies to save a few bucks. They fly into thunderstorms since shooting the gap works out ok a few previous times. And on and on.... Dont do those obviously stupid things and already your personal statistics will be quite a bit better than the average GA stats. (Make your conditional probability of an incident given you don't do any of the above < the probability of an incident of a member of the population selected at random). So Ill say again that the general stats include a few really major yahoos. Don't be a yahoo. After that, it takes a bit more work to lower your personal stat conditional probability a bit more, but again its worth it. Train hard, make good decisions, spend lots of money to maintain the airplane in tip top shape, read online forums and read faa circular materials, and aopa stuff too...
  35. 7 points
    We got an early start to Florida this morning. We got off at 5 AM and landed at Milan TN before 8 AM. Spent some time with Brad, owner of the paint/body/ interior shop making decisions on a ton of questions on my Lancair. We were off before 9:30 and landed at Spruce Creek FL 2 1/2 hours later. At least we saw some tailwinds this trip down. A couple pictures near Chicago as the sun rose and a bit of tailwind on the TN to Florida leg. Tom
  36. 7 points
    You’ll need a metric altimeter and will have end every transmission with eh, Clarence
  37. 7 points
    Something to consider: All airplanes require continued training but twins require a greater commitment. In the past I had considered a twin as a second airplane but I've decided, for me, that if I'm going to fly a twin, I need to be flying it a lot to maintain proficiency. Again, for me, that's at least 75 hours a year and realistically it probably takes 100 hours a year to be really on top of the game. And I have a reasonable amount of experience (CFI, CFII, MEI, ATP and well over 600 multi hours). So I've decided that if I'm going to fly a twin, it has to be my primary airplane and maybe I'll fly a single as a second airplane with a partner. A Twin Comanche is a great twin and one you can almost certainly afford to buy, fly and maintain if you can afford a Mooney. For a year's worth of flying, it isn't that much more expensive, and it gives you tremendous options that a Mooney does not.
  38. 7 points
    I've waxed my plane... once. Those knots ain't "free".
  39. 7 points
    Or you could be like me, tuned into tower about 25 miles out.. flying your wife and her best friend and thinking it would be cute to pretend you’re an airline pilot and read them the “beginning our descent, weather, thanks for flying with us” speech and at the end realize by habit you keyed the mike and broadcast the whole thing. Oops.
  40. 6 points
    Guys, Adam from the “pre buy” guys had asked me to do this video a few months back. I wanted to post the video here for you all to see. I think he did a great job putting this together! Mike
  41. 6 points
    Perhaps we need a new list on the forum, Mooney registrations and serial numbers to avoid. We have the first nominee at the start of this thread. Clarence
  42. 6 points
    Email me with your email address and I will send you the check list I use. There is much debate as to what should be involved, some say do an annual inspection, others say just a PPI. The problem in my opinion is the standards for an Annual are too loose and are misinterpreted by maintenaners, and there are no standards for what is involved in a PPI. I believe that the entire airplane should be opened for inspection, every panel with a screw should be opened, fuel tanks should be filled and checked for leaks, interior removed for inspection of the structure. These pages have many sad stories of owners finding out at their first Annual that the plane has major issues which were missed at the PPI. Leaking fuel tanks, corroded wing spars, corroded steel tubing, worn out landing gear, worn out flight controls, worn out pumps, inoperative systems, missed AD’s, no S/B compliance etc. etc. are quite common on Mooney’s. This is the only chance you have to negotiate a better deal or walk away. Done right it won’t be cheap, but buying a wreck will be more costly. Clarence
  43. 6 points
    Anthony, I took some pics today with the second landing light installed. Smiley Face? @Sabremech, @Guitarmaster, @Marauder, @AGL Aviation, @mike_elliott. (I'm going to keep the new paint scheme under wraps. It includes a nod to '66E retro and a nod to the latest Mooneys.)
  44. 6 points
    Along the same lines as Rich and Paul comments, I'm reminded of something I heard along the way: -If it's bad, go IFR. -If it's really bad, go VFR. (And, BTW, I'm not sure I would've done anything significantly different than exactly what you did.)
  45. 6 points
    First things first, your takeoff FF needs to be turned up to at least 23.5, 24 is better. TIT on takeoff shouldn't be over 1400. This should be done before you fly the aircraft again.
  46. 6 points
    We humans are poor at evaluating relative risks: We fear sharks on a fine day at the beach but drowning that afternoon is far more likely than feeling nibbles from a Carcharodon. Richard Collins wrote that if you will make flights in a piston twin you would not make in a single, you're focused on the wrong risks.
  47. 6 points
    Panel, check. Fresh motor, check. Updated cowl, check. Fresh paint, check.. i think you’re done, Bob. Nothing left to do now but sell it and buy a Bonanza..
  48. 6 points
    4 plus a thumb, two fingers are being held up!
  49. 6 points
    You need to use dental terms when answering Peter Garmin. Peter - I think a PPI is like a 6 month dental exam. Everything discovered during the visit is either treated or identified as a watch area. Let’s say you do the x-rays and don’t see anything on them or your visual inspection. Now 2 months later one of your patient’s molars chip and now requires a crown at a minimum. Who should pay for this? You because you should be a soothsayer and predict the impending tooth failure? Sent from my iPhone using Tapatalk Pro
  50. 6 points
    No need to drop the price on this one, it sold a while ago As far as I know, the new owner is pleased with his purchase.