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Showing most liked content since 01/27/2017 in Posts

  1. 42 likes
    Hey everyone, I'm the pilot involved in this crash. I started writing up a summary of the events leading to to my accident but I'm having problems with my old laptop. My frostbite hands make using my phone and iPad difficult but I'll try to throw up some facts and field questions when I get a chance. The FAA is still investigating, but I'm 99℅ sure this was caused from CO Poisoning. This was the 3rd flight of the day and in hindsight I had CO poison symptoms most of the day. The heater/defrost was run full-on the whole time. 5 hrs after the accident CO Poisoning occurred as a possibility to me, my levels were then tested 15-18X higher than normal. I didn't have CO detection in the plane. I was dumb and naive to think that I would "know" when I was effected. I was way wrong! The problem was that the CO degrades ones cognitive ability to the point where you can't connect the symptoms with the cause. I passed out in the climb and woke up in a field. I am the luckiest man alive. Allot of things helped to have the great outcome I have been blessed with. 1- I was in a Mooney. The airplane gave it's life to save mine. I'm a huge believer in the "steel cage" and the full spar. 2- I was wearing a shoulder harness. I still busted up my face, I'm not sure how, but I don't think I would be here without it. 3- STec 30 auto pilot. I was flying with the heading bug when I passed out. The electric autopilot kept the wings level all the way down. The original PC system may have worked just as well, but the engine was windmilling from 12k to the ground. I don't know if there would have been enough vacuum. 4- it happened in the climb. I only have alt hold so it was tracking heading bug and trimmed for climb. As I was in the initial climb I still had in full power with full rich mixture. This resulted in a fuel burn in the 17-18.5 gal/hr. And only allowed the airplane to climb to around 12.5k. if it were leaned at all I would have went much higher, for allot longer. Being that I was oxygen starved and unconscious it probably would have been fatal. 5- ATC was awesome. Because of them search and rescue was underway before I crashed. After I woke up I had to get myself to help, once I did emergency responders were to me in a few min. My 121.5 ELT was working, but if I had a 406 I bet I would have been pulled from the airplane before I woke up. 6- luck, luck, luck, divine intervention, miracle, what ever you want to call it. I'm banged up, but should recover 100℅. I came home from the hospital on my daughter's 3rd birthday. It doesn't get any better than that. Cheers, Dan
  2. 19 likes
    It's been a long search, but it patience has paid off. Thanks to all for the info and encouragement shared on this site.
  3. 15 likes
    Everyone, The folks at Sensorcon are willing to pass along a 20% discount to pilots on all of their products. At checkout use the code below. http://sensorcon.com/collections/carbon-monoxide-meters Discount code: aircraft2017 I'm going with the "industrial" and am going to add the Pump kit. I like the vibrating alarm and the pump kit will help with troubleshooting various applications(home, aviation, boating, etc.) In my opinion, every A&P should have one in the tool box. They do recommend a calibration every 6 months. If no calibration is done they have a tendency to wander in accuracy. But only about +-2ppm. Even if you never calibrate, they will be infinitely better than the home detectors. Sensorcon said with regular calibration they are seeing some that are 5 years old that still operate properly. I think in a cockpit environment a once a year calibration is reasonable. Sensorcon may work with us on a lower calibration price also. One can calibrate on your own but would need the equipment. It might make sense to do a group buy on calibration equipment. I'll look into that down the road If you don't have good CO Detection please consider adding a high quality detector. These Sensorcon Units are a good, cost effective option. I lived though my CO poisoning experience, but I shouldn't have. These things could/will save lives. Also, feel free to share this discount code with others. I also ask that if you ever discover a CO problem down the road with a detector, share it with everyone. Online forums, airport lounges, family get togethers, etc. Lets keep the discussion going. Cheers, Dan
  4. 14 likes
    So the past 3 months have been the most difficult in my life with loss of life and mom suffering a severe stroke and last week our beloved dog of 13 years died my wife and I are hart broke over the loss. Add to that a severe virus cold and constant rain and I haven't flow in almost a month. But, two days ago we adopted a shelter dog and he is so sweet my wife and I are very happy to bring him into our home. He is a German Shepard mix a little under a year old. We never took our previous dog Hadji with us flying since he was very large and I know this dog will be close to the same size too big for a kennel that will fit in our Mooney but we are planning to get him flying soon. We will likely get him some ear muffs and set up the back bench with a doggie bed. I'm sure most things with dogs and flying are common sense but any suggestions from those that fly with their pups would be appreciated including suggestions on muffs that you have used both good and bad. thank you in advance for any suggestions and kind words Our new dog is named Magneto
  5. 14 likes
    From the Cirrus forum. The other day this guy in some old tin bucket pulled up and passed me all the while leaking fuel and corrosion dust everywhere, and he had to hand fly it. Just awful the things you see out there!! Clarence
  6. 14 likes
    Some may remember my post about purchasing a Mooney, a Cessna, or just keep renting. I would like to thank everyone that posted on that thread. I couldn't believe the response and I learned allot. I thought I would take a moment to fill everyone in on my descision and share my experiences from Friday the 27th. My planned 172 flight was cancelled early in the morning due to some scheduling conflicts. Since I now had a beatiful day with absolutely nothing to do I decided to make the long overdue phone call to the folks at Don Maxwell Aviation. At this point I was pretty much dead set on a Mooney, but still had only maybe seen two in person. Both of which were before I even had a clue as to what I was looking at. So with fingers crossed I made the call. I was pleasantly surprised when Mr. Don Maxwell himself answered the phone. I explained my situation and expressed my interest in at least seeing some Mooney's in person and maybe getting a flight with his instructor. He informed me his instructor had moved on to flying jets and he could rarely get him to fly Mooney's anymore (understandable) so he couldn't guarantee me a flight. However, he had just about every model at any given time and I was more than welcome to come by and check them out. An hour and a half later I was pulling up to his Hangar. I really don't know what I was expecting. I was doing this all on a whim. No prepared questions. Hell I don't know enough about the individual models to even know what to ask. I knew I was at the right place though as soon as I made the right hand turn by the control tower. There were Mooney's Parked everywhere around this single kinda lonesome hangar. Holy shit I thought. I must be at the right place. I had to be buzzed into the building and the lady that greeted me looked puzzled when I told her I was just there to meet with Don. He was busy at the moment trying to get a part ordered for someone's plane but said I could go look around while I waited. So look around I did. When I opened the door to the hangar I had another one of those holy shit moments. I was thinking I was going to find 3 or 4 planes in some immaculate well lit space. Nope, there had to be 10 planes at least in the main area. All in various levels of repair. It was like a maze just walking around. Reminded me of what my garage looks like when I'm working on a diesel truck. Yes, there are parts everywhere. Yes, I know where every screw goes. Please don't touch anything. Knowing full well what that feels like I made sure not to touch anything. I think I kept my hands behind my back most of the time. Leaning, peering, I had to look like a "planeofile" ( yes I did just make up a word ). Finally one of the mechanics approached me. I guess they had seen this sort of thing before. He just started talking to me about some of the models, and answered what few questions I had come up with at this point. He got back to work and I got back to whaterever it was you would call what I was doing. Learning? Maybe. I made my way outside thru the crack in the main doors. I was greeted by a very uncomfortable looking guy elbow deep in someone's instrument panel. I avoided him for now and made my way to the line of planes parked just off the concrete. If I had to give it a name it would be "the row of dreams". I don't think you could bring a child to this place. To this spot on a piece of concrete and he not instantly want to grow up and become an aviator. These planes just sitting there on this beautiful day looked like a million bucks. Hell, they prolly were worth way more than that. You can really tell these airplanes were designed to fly. And that's really all I could think about doing at this point. Flying. To bad that wasn't in the cards today. So I kept walking and staring, and walking and staring. I eventually made my way back to the uncontrollable guy working on the instrument panel. This time hoverever there was a new guy standing there. One who very obviously didn't work there. An owner! Perfect that's who I need to be talking to. So I wonder over and continue my creepy pattern of just staring at airplanes. (You know the more I think about it I should google "planeofile" it may actually be a condition.) I hear the mechanic ask the owner " who is that?" "Probably someone wanting to buy a plane." He replied. "Is it that obvious?" I said? So we chatted for a while. I got his take on the different models which ones he thought I should be looking at and why. He told me allot about his airplane N205MH. He introduced himself as Scott and offered to take me for a loop in the pattern. Hell yes! It wasn't long and I was climbing into a Mooney for the first time. It is a bit tricky to get into but Wasn't terrible. I now understand the sports car analogy. You really sit down into these airframes. There is a ton of leg room though which I loved. We look off and ended up flying south of the airfield. I am still amazed at the fuel burn. 8.2 gph at cruise. I'm still just trying to take everything in when I hear " your airplane ". Whaaaaat I thought. I get to fly after all! It was at that moment I knew I wouldn't be looking at any other manufacturer. The controls were heavy but crisp. I swear the rudder pushed itself while banking to keep the ball nearly perfectly centered. It just felt automatic. As if the the plane was an extension of me. Even if I couldn't hold my altitude very well. That sight picture will take some getting use to. After a few more minutes we headed back to the airport. Scott and I ended up going to lunch together. On the way I told him of the post I had made on Mooneyspace and how surprised I was at the response. " I remember that post." He said. Turns out he was actually one of the commenters. I want to say what as small world but I shouldn't be very surprised. I was at Don Maxwell after all. We ended up having a nice lunch and learning about each others careers and families. All in all I set out that morning to learn something, anything really, about the Mooney brand. I accomplished so much more than that. I am amazed at how nice most of the people are in the aviation community. It is amazing to me that strangers are still willing to go out of their way to share their knowledge and their time. Especially with someone to whom they owe nothing, and have zero ties. I want to give a huge shoutout to Scott McCray (SMccray on the forum) and the folks at Don Maxwell Aviation. I had a great time. I learned allot and I look forward to seeing everyone again in the near future. When I'm getting a pre buy on the Mooney I decide to purchase!
  7. 12 likes
    I had a neat experience in my 1980 M20K 231 yesterday and thought I'd share. My wife and I were returning from a weekend trip at 5500' MSL (because icing was higher). My iPad, via ForeFlight and the stratus 2s onboard, started showing traffic 4 NM ahead and descended to the approximate same heading and altitude as we were cruising. Their groundspeed while descending was 170 and ours level was 180. They leveled off and we drove around them at a pretty good clip and continued to our destination. A quick lookup on flight aware showed the aircraft, N998DF, was a 2013 Cirrus SR-22T. I got a kick out of thinking about my 37 year old bird passing this almost new 1/2 million dollar airplane on 75% of the fuel he was probably using. Mooneys are awesome! John
  8. 11 likes
    Maybe this thread needs to be move to the "Rant & Rave" section. Quite honestly, I am getting tired of hearing opinions about the "deficiencies" of glass from people who have limited or no working knowledge of the technology. I have 4 solid years of ownership of a glass panel and I can assure you as a 29 year "steam" gauge flier, that I would trade all those years for the 4 years of "glass" flying. It doesn't matter which glass you fly, they both do a great job of increasing awareness and providing additional capabilities. Any of you who want to see first hand, come fly with me.
  9. 11 likes
    Took my wife and youngest son on their first ride in our Mooney. A short hop over to French Valley for a late lunch/early dinner. Pictures and the story are over on my blog. Put together a short video from the photos and videos my wife took on our phones. French Valley Dinner Run
  10. 11 likes
    Bought from a fellow MSpacer (through a broker though since he was out of country) who unselfishly sold her because he didn't want her to sit for two years while he was out on service. Since purchasing in December, I've put about 20 hours on it. Huge thanks to various MSCers who have reached out to offer their help and support, notably DXB and a few others who I've been exchanging messages with for the past year. Meet my name plane, lovingly named Pistachio, a '68 M20G. Here she is on the day I brought her home. (Yes she's in a hangar) She's been a blast to fly. I've certainly experienced some issues in the first twenty hours -- my 430W knob stopped working so I had to send it into Garmin for their ~$900 flat fee repair. The donuts on her are original from 1968. Despite having 4,000+ hours, somehow they are still to spec and pass annual. I know this is a larger expense I'll probably have to cough up relatively soon, but it's pretty cool that the donuts are still original on this bird! I also am not sure sometimes of what is "normal" and what is not, since I'm not used to Mooney's. For instance, there's a small little vibration in cruise flight sometimes and I'm not sure if it's just the way the plane cruises or if it's another issue. Despite these things, I love her and want to take good care of her and work anything out. I'm grateful to the previous owner for taking loving care and hope to learn, grow and have wonderful adventures with her as well! Thanks to the MS community for all your knowledge! I hope to continue to learn and contribute over time.
  11. 10 likes
    Alton Bay Ice Runway (B18) - What a great day.
  12. 10 likes
    We had a committee meeting for the annual Wings Over Suwannee Fly-In in April and got a lot of planning done. Afterwards, myself and my friend took off with a stack of fliers and headed north. We stopped at Homerville, GA which looks like an abandoned airport. Grass through the runway and JetA and 100LL tanks empty. Kinda sad... Then up to Douglas, GA which used to be a WW2 airfield and actually had A LOT of cool stuff. DC-4, C-47, restored USAAF hangars. The FBO looked brand-new. The best past was next door is a hangar and is inside is a F-82 Twin Mustang under a 10-year restoration. Every single connector looked brand new. The lead mechanic (pictured) told us when he first started the project, the only parts he had came in a box not bigger than a desk. Another cool point is this is THE ORIGINAL prototype of the F-82. Real circa-1942 ammo belts. I'm sure the powder and primers are removed. The M3's are also period-specific minus the firing mechanism. Left-hand drive engine, of which there were only 42 made. Sorry for the long post...
  13. 9 likes
    I have been in contact with the folks at Sensorcon working out a generous discount for pilots. I believe it will all come together tomorrow! They will be offering 20℅ off of any of their products by way of a discount code. I should get the code tomorrow, I'll post on a new thread here on MS when I get it. Cheers, Dan
  14. 9 likes
    Dan, Thanks for the posting. I nearly lost two dear friends, one 20,000 hour CFII, when his Cessna 150 leaked Carbon Monoxide into the cabin - this on a 1 hour training flight in which the heater was not turned on. The student pilot, a close friend I had induced to take flying lessons from my CFII friend, after about three quarters into the flight said that she wasn't feeling well, and wanted to return to the airport. Later the instructor told me he felt just fine, but if the student wanted to return, that was fine. As they flew back, as told to me, the instructor began to feel "woozy", and took the controls and managed to get to the runway. By then the student was barely conscious, and as the airplane rolled down the runway, he managed to get a door open before he fell unconscious. The airport has a "crash" fire truck, and the EMT pulled them both from the airplane, and an ambulance took them to the nearest hospital where they both stayed for more than 24 hours. They were lucky in that the CFII was skilled enough to get them to the airport, potentially saving their lives. Please MS forum members, install a "real" Carbon Monoxide detector in your airplanes. I use a panel mounted Guardian unit, with separate panel annunciation, and change the battery at every annual. There are a lot of other solutions, but I would not trust my life, and that of my passengers, to one of the (long expired) cards with a circle to check for Carbon Monoxide. Sent from my iPhone using Tapatalk
  15. 9 likes
    Skates convinced my to do an update post. I have been avoiding it because i didnt want to disappoint every one. So to rip the band-aid off, i ended up in a Cirrus. Yes the plastic plane that every one is convinced can only be landed by pulling the red handle. I do assure you, the plane is reusable more then the 1 time There were a few deciding factors. 1. I didnt really feel comfortable with my skill level here in the bay area to handle a complex plane, the radio and possibly IFR conditions. I think that will change over time. 2. A lot of the flying i do or have done takes me over some mountainous terrain. The idea of having a plan B did help make the decision. 3. I tried shoving my huskies into the back seat of a Acclaim and they wanted nothing to do with it. The cirrus the seats come out in about 4 minutes, its just a few pins and Velcro and i am able to shove them through the baggage door. 4. Finding insurance was hard. I was quoted a astronomical amount until i met certain criteria. 5. I had already learned in Cirrus and so was more comfortable transitioning into one. Flying with friends and what not became no big deal because i knew how the plane would perform. Also selling them on going was easier when i explained the plane has a parachute and showed them the videos. 6. I got a really good deal on the plane and there were no competing Mooneys for the price point/feature sets available. The timing was just right, i needed to buy a plane before the end of the year so that i could offset the sales tax against a large gain i had this year; Otherwise i would have ended up in the 44% tax bracket. Right now i needed the UL, the plane i have has a 992lbs UL, which goes up to 1048 with the seats out. With a full tank of gas (94g) 2 huskies and a back area full of presents and sleeping gear, i used every bit of that UL (and probably a bit more) at xmas. At 14g/h i made the trip in about 3:20 with a 10-15knt head wind. It takes exactly 60gal which i know isnt great, but its not terrible either. I would have liked to take it up higher, but with the pups in the back i limited my self to 10500. They did fine, didnt even fall a sleep. Right now, I am deep into my IFR training; I already passed the knowledge test, racked up all my XC time and am getting pretty close to my hood time. In general i think there are about 8 more flights left before i tackle the check ride prep. I actually ended up with a new CFI, my old one was just not available enough; This one is much more flexible and encourages flights into IMC (which here in the bay area we have been seeing plenty of); A week ago we landed at KSAC with 1 1/4m vis, heavy rain, ovc 700, 30knt winds (though down the runway) and at night; a pretty good test of what real IFR looks like. In general I find IFR pretty rewarding; I am forced to hand fly most of the missions, one of which went on for 6 hours :/ When I am allowed to use the autopilot, the R9 system is crazy awesome. Oh you want to hold on the R-238 left turns, 1 min of ECI... click, click... done, it even chooses the best entry method. The plane also had synviz which was never installed, i just had the avionics sent out to have it updated to support it. So far, its a novelty, even during IFR training i find my self turning it off, but the upgrade fixed a AD and basically quadrupled the speed of the system, so no complaints. I also ended up getting a ipad with foreflight on it. I wish i had actually done that sooner because i ended paying for the charts for the Avidynes and i find using the charts on a ipad much easier. I thought i needed the charts for the plane to use the auto pilot and fly IFR routs, but i was wrong, its literally just pictures. I'm looking forward to wrapping up IFR so that i can venture down to AZ for spring training some weekend pretty soon. I plan on revisiting my mission criteria in about 5 years and see where i end up.
  16. 9 likes
    Where are A&P's going to get experience if every pilot takes his airplane to an MSC or only A&P's with Mooney experience? We have to learn to work on them somehow, so someone is going to have a mechanic learning on their airplane. The Mooney is not that complicated of an airplane and the most important thing over experience would be having the correct tools for the job. I don't bill someone to learn on their airplane and after 30 years in maintenance still have a lot of learning ahead of me.
  17. 8 likes
    My beautiful Mooney and I made the cover of MAPA Log this month! My thanks to Trey Hughes, et. al, for the honor!
  18. 8 likes
    Great flight down to S. Fla. We had the plane packed to the gills. Cargo compartment filled with cooler, tent, chairs, etc. My poor girlfriend was in the back seat and was practically squished against her window with blankets and pillows. At 9,500 it was cold enough she was snuggled against them. We averaged 145KTAS, so I'm happy with it. We were about 100lbs under gross on takeoff, I could've brimmed the tanks (tookoff at 90% fuel) and still had more weight. She was asleep once we reached 9,500ft. Passing Lakeland. Such a fitting name. There were probably 100 people and maybe 30 aircraft that showed up. Most of the pilots there were my age, but a lot more experienced career-types. Most of which were Riddle CFIs, etc,etc. There was a spot landing contest, pancake breakfast, BBQ lunch and dinner, and on both nights, a nice campfire and dubious amounts of alcohol involved. The 8-hour bottle to throttle rule was strictly adhered to. It was mainly a frat-party, so not my type of thing, but its has brought my appreciation to older pilots and the wisdom they share. I can't say I am thrilled with my generation of pilots, at least the ones that didn't "earn their keep" and grow up to respect it. But overall, a fun camping experience. She really does love sleeping Total time: 182.8 hrs, total time in type: 70.1
  19. 8 likes
    Harrison is high profile and a huge spokesperson for general aviation. The media is sensationalism. We all make mistakes, flying and everything else. I've used the wrong call sign at times on the radio. I've almost landed on a taxiway years ago, etc. Some survive, some don't. We kill over 40K people per year on our highways...... but, accidentally fly over an airliner and land on a taxiway and wow! Media frenzy!! BS I say. He made a mistake. He flys a lot and flys many different types of aircraft. So do many, many other pilots, we just generally don't hear about their mistakes. BS media frenzy, I say again!
  20. 8 likes
    Final Report https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20150707X22207&key=1 I have nothing against military pilots, indeed I admire them. However, I find this report tough to read. Nearly 40 seconds elapsed from the first of 3 calls to the fighter pilot until the F16 impacted the C150... The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The approach controller's failure to provide an appropriate resolution to the conflict between the F-16 and the Cessna. Contributing to the accident were the inherent limitations of the see-and-avoid concept, resulting in both pilots' inability to take evasive action in time to avert the collision. Do you think that if the fast mover had been a Glasair III instead of an F16 the investigator would have left that pilot's actions completely out of the determination. I feel really bad for that controller. Apparently had she had simply said "expedite turn" instead of first calling traffic, then issuing a heading instruction if no contact, and then issuing an immediate turn, this would not have happened. There is a valuable lesson to be learned here...and that lesson is that if you get broadsided at low level by a fast moving military aircraft traveling in excess of 250kts at 1600msl outside of an MOA the fault lies with everyone else but the guy traveling in excess of 250kts at 1600msl outside of an MOA. What I find troubling is that I saw no mention of the 200kt speed limit below 2500AGL within 4 miles of an airport. This controller's actions certainly contributed to the incident. Though I disagree with the investigator on the manner of that contribution. The Falcon was informed early enough and often enough. If he had complied instead of delaying and questioning, this would not have happened. In terms of ATC, I can find no wisdom in vectoring a 250kt fast mover almost directly toward an uncontrolled airport at an altitude just 500ft above TPA. The collision appears to have occurred less than 400ft above TPA (for piston aircraft) and less than 4NM from the airport thought no final altitude data is given for the F16 . I think this is likely the most important factor in the incident; the NTSB however, is more focused on the meanings of the words "immediately" and "expedite"...
  21. 8 likes
    Dont ask me to compare a brand new SR22T with an Acclaim Type S . It would be like try to compare a potato vs a kiwano . I just made some comparison test flight between both . Here is some number at FL 180 : Mooney : 27 Inches MP , 2400 RPM , 50 LOP , 14.5 GPH , between 200 and 205 Knots Cirrus : 90 % power , 30 inches MP , 2500 RPM , 50 ROP , 20.5 GPH , between 190 and 192 Knots . There was a small difference in GW , however it was not really significant .
  22. 8 likes
    I read the same thing in the press and I only know of the some of the details of the recent engine out landing accident on the golf course. He did an excellent job of dealing with the engine out off field landing with only injuries to himself and plane in very high density area. The second, described only as incident, and if true that "Ford was forced to make an emergency landing" that was also an excellent outcome since "He and his passenger weren't hurt". In the third, I know nothing, but as a CFI I know its my utmost #1 responsibility to provide a safe environment for learning, so without further evidence to the contrary that accident/incident would go on his CFI's shoulder - not his. No one likes to see engine out accidents/incidents, but the FAA is not going to fault the pilot that gets the plane down without hurting innocents unless the pilot caused the engine out. Again, I surely don't have all the details on these, but it seems very rash to criticize him for probably doing far better than the average pilot in such situations. Of course one could say luckier than average too; but clearly made his own luck when he headed for the golf course in the first one.
  23. 8 likes
    After reading and posting to this thread I needed to go fly yesterday and get better acquainted with the CO Detector I've had, usually in the back seat, for a couple of years. My very first flight was very short. Not only was it indicating CO while on the ground, which I expected, it was showing low levels (15-20 PPM) during climb. I brought the plane back into the hangar and de-cowled it to check everything even though it is just out of annual. I could see nothing even slightly suspicious. But I did do something I've been putting off because it is such a pain, literally -- I used plastic wire wraps to close off the top of the rudder pedal boots in the cabin. (I think I broke a rib on the trim wheel.) I buttoned everything up, I read the instructions for the CO Detector and (re)learned that the OSHA limit for 8 hours continuous exposure to CO is 35 ppm (25 in CA). The sensor is very sensitive and I realized that short term exposure to 20 ppm was not lethal. I took off again, perhaps the rudder boots were significant, in any case once I was under way the CO levels remained at zero and pulling the heater control still did not show any CO at all. I am even happier to recommend the $89 $84.10 detector that I have! It does automatically cut off after 15 minutes but I do not find that to be a problem. As we do with our blood oxygen meter, we'll just check it while on a longer flight. I moved the CO detector storage pouch from the back seat to the center console in honor of Dan! https://www.zoro.com/uei-test-instruments-carbon-monoxide-detector-0-to-999-ppm-utlc11/i/G7609996/
  24. 8 likes
    I am working with the Great Folks at Tru Trak and hopefully by Sun and Fun we will have a Mooney with their autopilot. When people talk about the price of $5k i ask them what is the value of their family's safety. The wait time for a Brittain upgrade is over two years and you give up your plane for a long time for the instillation. I am excited about a two day install and upgrades that are plug and play with the TruTrak. Really looking forward to having a safer aircraft for the long trips.
  25. 8 likes
    What difference does the processor make, if they can perform the functions as advertised with intel 8086, that's the only thing that counts. And ditto for the screen, it's not like you will be watching movies. You need graphics that convey the information, precisely and with no ambiguity, that's it. Oh, by the way, those screens have to be readable in direct sunlight, and not overheat, and it needs to be supported for the next 30 years. Try calling Apple about a product they built in the 1990s and You want it upgraded, like Garmin did by upgrading 430 units to WAAS. oh, and they only going to sell a 100,000 units, max, over it's lifetime, as oppose to Apple that sells millions of iPhones and expects them to be upgraded after 3 years. I think some of y'all expectations are completely devoid of realities of certified, low volume units that you expect to be supported till end of time.
  26. 8 likes
    I voted against, and would likely leave MooneySpace if such a change were made, just as I did POA. It's nice to have a refuge from all the political BS and name calling that go on in bulletin boards, newspaper comment sections, Facebook, etc. And, after all, this site is called MooneySpace. The Vans Air Force site has a strict policy prohibiting any posts that are non-RV related, and those that turn up are unceremoniously removed by the moderator. It keeps the site focused and valuable, in my opinion.
  27. 8 likes
    1) It is a challenge to behave appropriately even when we are all on the same team. 2) we have important topics to cover for mooney related topics, and aviation related topics. 3) as soon as we get outside these narrow topics the wheels fall off and the thread gets shut down. 4) It is challenging to not be misunderstood. 5) It is challenging when somebody writes something accidently hurtful. 6) There are several places I go for the non-aviation stuff. Why would I want to go here for that? 7) We get several new people each week joining us here to learn something about Mooney ownership. For this we are special. Are we looking to increase our membership with non-aviation, non-mooney interests? 8) We have enough hurdles to get over as we are from different parts of the world, different countries, different orientations, different age groups, different economics... why would we want to add more stress to an already stressful situation? 9) What is the upside to adding this section? The Timmy thread made us all look like neanderthals. Even those that didn't take part in it. Guilty by association... 10) Maybe I misunderstood something. But it sounds like a couple of guys sitting around a table deciding that New Coke could easily replace the standard old Coke. Only this time the company has asked the customers how they feel about the situation... I'm still a fan of the old Coke. As of yesterday, I have kept up reading every post put up here. The only things I have not clicked on are the endless photo streams that appear when people post their photos. This change would give me the opportunity to do something else... Some wise person once said, all good things must come to an end... On that note, I voted to stay the same old MooneySpace we were yesterday. Different than all the other places available on the web. Best regards, -a-
  28. 8 likes
    At Yuma MCAS at the Mooney Caravan training 2/3/17. Near simultaneous landing on Runway 8 with me and Ian (both newbie formation flyers both in our two Bravos). Great instructors! Lots of fun! #mooneycaravan #mooneyzoom
  29. 8 likes
    To me it does not appear that bad. I have seen it much worse. Brush the area well to asses the damage. I would rather clean it well and coat it with zinc chromate. An improper repair such as cap replacement will induce more damage than what it is now. José
  30. 7 likes
    What happens is the rod from the sampling cup nicks the o-ring around the piston as it's used to push the piston up. Once nicked, you have a leak and many of have found themselves grounded till they replace that small o-ring in the gascolator. You might get away with it a 100 times without damaging the o-ring and then when you have an important departure time to meet end up grounding yourself nicking the o-ring. I live in CA were we have the most stringent rules but I continue to drain the gascolator the first flight of the day and sump the tanks before every flight - regardless whether or not I take on gas. I am just not going to be that pilot that took off and missed the last chance to catch an issue with his fuel whether it be water or contamination from vandalism. It take all of a couple minutes and enables me to be checking the security of the gear, brakes and landing gear doors etc. while I do it. Yes the chances are very slim, but the consequences are to severe IMO to pass up the final opportunity to prevent a power loss on departure.
  31. 7 likes
    Last Saturday I had my second lesson, and the drinking from a firehose sensation was definitely more manageable than the first lesson. To a point. Somehow, working the radios while flying the plane was impossible for me. The lesson began with my CFI informing me that the winds on the ground at our home airport were challenging, but if we flew down to Lumberton, the winds were almost directly up and down the runway, so off we went. Straight and level flight was easier, level turns were easier as was setting the trim, now that I've established that the plane doesn't fall out of the sky when I momentarily shift my attention here or there. During the first lesson, I would fixate on one task or gauge, obviously to the detriment of everything else, and so I was actively working to keep my eyes nimble and my attention, agile. For the most part, I was successful, but increased repetitions will make this more autonomous and less "effortful". I'd anticipated that landing the plane was going to be very very difficult, in particular, lining up on the runway for the approach turning off the base leg. I've been reading a lot of training materials and this was a significant negative performance issue, but on this particular day (with the winds and the runway aligned), it wasn't that difficult. Also, while the runway at 2GC is really narrow, KLBT is very very wide, so I'm not going to get too cocky about a one-time success. Another point of performance that I need to improve and rapidly is aircraft control on the ground. I'm garbage. I need less power and a better perception of the proper amount of brake force. Overall, my takeaway from the session is that piloting an aircraft is difficult, but far from impossible, and that's has me enthusiastic about what I'll learn next lesson, which, would have been this weekend, but social obligations, family (and two torn ligaments in my right foot which are REALLY AGITATED right now) have forced me to flex to the right on the calendar.
  32. 7 likes
    Ok. I have a final final date of the 4th March. So this week the final lacquer coat is going on. (Possibly today even). Then the flying surfsces are being attached, rigged, tuned etc. Interior is being added next week. Flight testing is being done next wek and the following week. We have asked for at least 5 hours minimum to be carried out before we get anywhere near the aircraft. My partner and i will then fly for two hours each and include a full test of all the instruments and AP. Then we get into our immersion suits and take her back home. I CANNOT WAIT. i have a powerpoint slideshow which i have put together of the paint process. Ill post it when all the flight controls are back on. To give you an example of the quality, the paint stripes you can see, continue on the inside of the flight controls, ie the bit that is normally hidden and painters ignore. Watch this space, you will soon see the finished result.
  33. 7 likes
    I do it the pretty much same in every airplane I've flown since I was a student pilot. I start the descent power reduction abeam my touchdown point and base when the approach end of the runway is 45° over my shoulder.
  34. 7 likes
    The Reaper will not Kill this one.....
  35. 7 likes
    Thanks, I always thought I would be remembered for my superior airmanship. But I'll take the lucky guy who is still alive. I hope it is talked about for decades to come. And I hope everyone who is involved with those conversations chooses to safeguard themselfs with good CO detection. Clearly I'm happy with the outcome, I'm here. But I'm so mad at my self for not having a detector. With the all detection devices available to us these days CO prevention should be as simple as not running out of gas. It just shouldn't happen. Since my accident so many people have told me stories of CO Poisoning that, by dumb luck, were not fatal. It's clearly a big problem. Dan
  36. 7 likes
    We need a not like button on this forum. seriously weren't we just talking about corrosion? If it was just a joke or your brand of politics I wasn't in the mood.
  37. 7 likes
    Same motor In my 201 and will routinely go up to high teens or low 20s if it's a extremism tail wind with not even the slightest miss. Highest I have been is FL210 with almost 90kts on the tail. Made it on about 32gallons of fuel. RST Rochester MN to Laguadia NY LGA, got in at 1AM. Here is a pic of FL200 and aircraft weight with fuel and bags was 2750lbs. Sent from my iPhone using Tapatalk
  38. 7 likes
  39. 7 likes
    I ought to know better than to take your rhetorical questions seriously but... As a matter of fact my vacuum AI gave up the ghost a few months ago. We sent it off for overhaul. It had been overhauled or replaced about 10 years earlier. (In my 1st year of ownership of this E, before replacing most of the panel, I had to also have the Stormscope and the KNS80 overhauled. The Narco HSI needed work but there was no one who worked on it anymore. And three avionics shops had not been able to make the KNS80 play nice with the STEC50 unless you think steering away from the needle in NAV mode is nice.) Gullible? Name calling doesn't pass for logic in this league. An Aspen may replace an 20 year old HSI but it is almost infinitely more capable. Likewise a GTN750 vs. a KNS80. Choosing greater single pilot IFR situational awareness is being gullible? Dependability? I'm not at all sure your claims for the unmatchable mean time between failure for the legacy instruments is supportable by the facts. There is a whole industry devoted to rebuilding legacy instruments. Someone is experiencing failure of those miraculous old workhorses. Hopefully not at a critical moment. As to the effect the Part 23 rewrite will have, we'll see. I'm not holding my breath. (By comparison, I expect to continue to get an old fashion Class III Airman's Physical every other year even with the much ballyhooed change in that area.) Headed to the airport to put access panels back on someone else's Mooney. Y'all be kind to each other in my absence.
  40. 7 likes
    This is the very reason I'm not on POA, the PurpleBoard and any number of other "Aviation" themed forums. It gets to be a group of people trolling each other. And soon after, there isn't anything of value left. Just in the last month we've had at least a couple of new members specifically state how different this forum is from POA, and how much more useful and friendly it is here. Let's keep it that way.
  41. 7 likes
    Is there some way to block the new forum entirely? I generally view Mooneyspace on the Tapatalk app reading all the new posts as they appear. If I have to carefully screen everything to avoid the bullshit and animosity I'll likely make fewer visits here. I'm very sorry to see MS taking this path. There is so much GOOD and UNIQUE here. If I want to "Rant and Rave" there are thousands of other websites for that purpose. Sent from my iPad using Tapatalk
  42. 7 likes
    I hope this forum works out okay. I saw a politics and religion subforum seriously wreck a discussion forum that previously was a WONDERFUL forum. People that interacted beautifully before that subforum found themselves on the opposite sides of political and religious issues and lost their willingness to help each other. It was very sad to watch. I have been so impressed with the folks on this forum. I hope the rant and rave has no negative effects toward the common bond we have with our airplanes.
  43. 7 likes
    Hi ALL - so following this current thread and my recalling that I too just went through a complete spar cap repair - at least two different mooneyspacers contacted me for more information - which I will be happy to correspond to them directly by PM, but I decided to repost a very detailed report I made about a month ago, describing my experience, and then a phoenix is rising thread about a better airplane on the other side. For the reader's digest version - in Anthony-bullet-style: -intergranular corrosion is different from surface corrosion - once started and even if it seems relatively mild, it will propagate inward and cannot be stopped. Replacing the part becomes the only option. -such a corrosion attack can happen in a relatively short time in a relatively small place in an otherwise fine plane. -spar cap under the fuel sealant is a common scenario. -there is a specific standard of how deep the corrosion is allowed to be and still be brushed out rather than replace the part -I had my spar cap replaced at airmods in new jersey. They KNOW what they are doing and have done this specific job on Mooneys several times before. They did a fantastic job on my airplane. It was expensive and most of the expense was labor - I think the part - the spar cap was $500. They are a no nonsense and very reasonable shop and I think they did me right both in charging hours and in choosing the most efficient repair method possible. It takes several hundred hours to do. -they did not remove the wing, but they separate the wing from the plane and displace it just a few inches. They remove lots and lots of rives and work the whole spar cap out and then jimmy in a new spar cap. Then apply lots and lots of rivets. Structural plus skin rivets. -this method saves the trouble of removing control rods, fuel lines, electronic lines, and in my case, the tks plumbing. -the alternatives were remove the wing entirely, or maybe even replace the wing. Replace the wing might be competitive if you find a good deal on a good wing and it fits exactly. In my case, there were no tks ready m20k wings not from the later series (landing gear and other details changed in what 1984? in the m20k line). That would have greatly increased the cost. -before proceeding with an expensive corrosion repair, consider getting the whole airplane re-inspected as if a pre-buy because wisdom says that if there is some corrosion, maybe there is more. In my case, it turned out to be yes, mostly just a single attack and the rest of the airplane structures, and tubular pieces too, came out fine. -I think the repair itself took about 4 months in queue waiting my turn on the shop floor with the right mechanics (yea - if I had only planned ahead..... eh?) and about 4 months in process of repair. -I went through some soul searching before proceeding to decide if I want to keep this plane or get something else. Every time I looked at something else, I kept coming back to I like this one. -I am in starbucks in Princeton NJ (Hi Anthony!) today, flew down yesterday for business - at 13,000 ft (low traffic zone) at >200kts the whole way.... and I go home tomorrow. lifestyles of the rich and famous. Gotta get back to work now...
  44. 7 likes
    This is just a pimple not a cancer. It is common on planes left outside. Get a Dremel tool with rotary brushes and brush the area well to bare metal. Clean it with MEK and apply zinc chromate. The whole process is no more than 1/2 hour. This is more prone on planes with bladders. Moisture is trapped between the bladder and the structure causing interface corrosion. If the plane is left outside have the bladder area inspected every five years. On integral tanks fuel keeps moisture out. And sealant is not corrosive. The above pimple is not inside the fuel tank but on the outside perimeter. José
  45. 7 likes
    First let me say fuel exhaustion incidents are something that shouldn't happen. That said, what kind of crazy country do we live in. They are going to tow the plane 11 miles to a rest area where it will be disassembled for further transport. --all this when there is no reported damage to the plane. Would it not make a lot more sense to push the plane to the side while 25 gallons of 100LL was retrieved, block the highway for 5 minutes, and take off?
  46. 7 likes
    I'm voting those with ARI, Lo Presti or SWTA cowls need to get in the back of the line. Sent from my iPad using Tapatalk
  47. 7 likes
    So it this. A modified acclaim / ovation style. The waterline is higher, tail is solid, and a little more color on the wingtip.
  48. 7 likes
  49. 7 likes
    Hi, So as I mentioned, by M20K 252 is in the shop for a tank reseal. It's in with Houston Tank Specialists. I stopped by to check on the progress and we talked about your bird. A couple of things were interesting. First of all, Carl, the owner showed me the various screens that sealant would have to get through to get to your carburetor. He is a true specialist at Mooney tank issues and was quite skeptical that it was sealant that could get all the way down stream past all the filters, to clog your carb jets/intakes. Secondly he showed me how his equipment for stripping and resealing tanks he built to be completely portable. He would be willing to come to New Hampshire and do the work at your location to strip and completely reseal your tanks. Of course he is from Texas, so he'd have to wait until the snow melts and it warms up in your town. But by then it will be too hot to work in an un-airconditioned hanger in Houston anyway. So perfect timing. It would be worth your time to at least have a phone conversation with Carl at Houston Tank Specialists, (google it). He is certainly willing and able to travel to your location and get your tanks back to an airworthy condition that will last another 20 to 30 years.
  50. 7 likes
    To close the loop. Thanks for the solidarity. I still feel like an idiot, but as it was mentioned before I learned my lesson. I was able to get a used fuel selector valve. Extremely hard to find. Interestingly the most difficult part to find is not the valve itself (which is already very scare), but the cup that goes over the valve. Luckily mine I still had mine and it was in a good shape. I sent the "new valve" and the cup out to LASAR to get the valve overhauled, and the unit was sent back yesterday and it was installed today. So I am ready to go again. Now I have to find time to go flying... essential task...