Popular Content

Showing most liked content since 09/06/2012 in all areas

  1. 43 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. 34 likes
    The earliest passion I can remember is flying. I was obsessed with airplanes and becoming a pilot. All the early art projects my mother saved had an airplane drawn or painted on them. So, in 1981 when my instructor let me solo after flying around the pattern for seven hours, I had achieved the first part of my dream. Only a few flight hours later I experienced an engine failure, alone, in a 152 over a lake with no altitude. Not only was I going to crash but I was going to drown. That was the first time I looked death in the face and I was only a teenager. My youthful immortality “virginity” was taken from me and I was forever molded by experience. Thirty (plus) years later I am a Mooney owner and pilot. But I am a much different pilot than I was in my youth. Truthfully, it’s not easy for me to just hop into the Mooney and go flying without a care. I have always been an optimist. So what I’m about to say sounds out of character for those that know me. Back when my engine failed I decided to leave aviation and my dream. Two weeks later my instructor told me I had to “get back on the horse.” He said what I had experienced was rare and would probably never happen again. He also told me something that always stuck with me. “I’m going to teach you to fly the airplane like it’s going to kill you.” That was such an odd and discomforting statement at the time. To this day, every time I sit in that left seat I think about those words. I remember that helpless feeling of going down toward that lake wishing it were different and that somehow I would reach the shore. At the time I felt that incident robbed me of the joy of flight. And, truthfully, a part of me still fights that feeling. What that experience did for me was to bring a new level of maturity to what had been my rather youthful, naive, and dreamy flight training and turned me into a real pilot. Up until that incident I had flown patterns, figure eights, buzzed pastured cows (and a few fisherman), and generally had an idealistic piloting experience. I do not know either of these men like a few of you Mooney Space members do. We are bonded to them because we are pilots and we drive Mooneys. More than that, we are caring human beings and we long to take away this hurt from the families and friends who know them and love them dearly. Words simply fail us with a loss this deep. We train over and over for a situation like this and hope it never happens to us. When it does, we long to understand why and fight the urge to come to quick conclusions, play out scenarios and even find blame. But at the end of the day we realize that so many things in life are out our control. Sometimes we survive due to another’s intervention, our own skill level, luck, and sometimes, ironically, our own stupidity. But sometimes we get seriously hurt and sometimes we die. No doubt our community will learn from this tragedy and thereby help many others who may find themselves in a similar unthinkable situation. Life has taught us that even the best among us are not immune. But it doesn’t stop there. Every step you take to become a better pilot, you honor those who’ve flown West. Every time you take an online class with AOPA, EAA or the FAA’s W.I.N.G.S. program, you’ve honored not only them but yourself and your passengers. Every seminar you take, question you answer on Mooney Space, every time you put an instructor in your right seat and tell them to do their worst, you honor the institution of “pilot.” I can relate to our friend Dave who wonders if this is really worth the risk. Since my first incident I’ve had a near miss midair (not my fault), a complete electrical failure, and a blown tire at high speed that almost sent me “into the rhubarb” as my grandfather used to say, I’ve had a dear uncle killed by his plane and I was witness to the tragedy at Reno in 2011. I don’t tell you these things to elicit pity. Fly long enough and bad things happen. You have these stories, too. Dave eludes to it and I have certainly felt it. There are a thousand reasons why you should never fly again. And, if USA Today has anything to say about it or the real estate developers in Santa Barbara have their wish, none of us Mooney pilots ever will fly again. Sometimes I feel like I’m the most fortunate person in the world as I fly my little Mooney up and down the Northern California coast. But some days I’m fighting that fear which experience has instilled in that place where joy, amazement and wonder recently lived. In complete honesty, I went to the hangar today with the intent of flying my Mooney and thought about this tragedy and didn’t. Did I chicken out? Maybe. Will I fly again? Certainly. Maybe even tomorrow. But today was not that day. It’s cliche to say it but my head wasn’t in the game. My airport is under construction and the taxiways are all new. I’ve not flown in a couple weeks and there was a gusty but manageable crosswind. Instead, I cleaned the windows, wiped the dust off the wings, cleaned part of the belly, and talked to any pilot with a hangar door open. I loaned out a couple tools and gave away some sheet metal screws. I watched a young lady with a giant grin start her tailwheel endorsement in a beautiful Cessna 140 and listened to ATC on my handheld. Was today a loss? I’ll let you be the judge. Dreams give life to passion. Our passion is flight. But passion comes at a cost. It places us at risk. To fly is one of humankind’s oldest dreams. We are fortunate enough to have been born in an age where flight is possible and the Earth is far below us. Though reason and even experience tells me this is something I should leave to the birds I smile. Because in December of 1981 I became a bird and I left this nest called Earth. I am among an elite group of human beings that can command an airplane. We are called Pilots. Among my fellow pilots I do my best to be my best so that, should the unthinkable happen again, I have a chance to fly again. Should my best efforts be overwhelmed by circumstances I will fly West knowing that I will be replaced by some little kid looking at an airplane and wondering what it would be like to be a pilot, a Mooney pilot Mike, may your recovery be swift and your passion undamaged. Bill, peace to your memory. p.s. To astelmaszek- I've been hit by lightning 3 times and I'm still here.
  3. 32 likes
    It took 3 years and about 70 hours under the hood. On Friday March 10, I passed my instrument check ride! Big day for me. Learned how to fly at 51 and now 56. Glad to have done it in my mooney. Got kicked around a lot on Friday with the wind up here in the Midwest.
  4. 30 likes
    After 400hrs of smashing bugs in brand C, I finally bought a 201! I spent a great deal of time here reading various threads during my decision process. So thank you! My name is Andy Chambers and I'm based at KSTS (Santa Rosa, CA). As far as my wife knows, this is the second happiest day of my life!
  5. 29 likes
    After being without an airplane for 9 days, I am back in the game with an M20K 252 TSE. I picked the bird up with a fresh annual from New Philadelphia, OH yesterday afternoon and flew it home to Austin, TX (KHYI) last night. While I still need to learn how to properly fly her, I'm thrilled with the purchase and enjoyed the flight home. Of course, I spend most of the flight reading the POH while the KFC150 did the flying. I've certainly got a lot to learn after 400 hours in an M20C. Here's a picture that explains how thrilling it is to be flying a 252 after flying an M20C. There are three pieces of information that explain it.
  6. 29 likes
    Hi, and thank you for all of the well wishes, analysis / commentary. I am the owner / pilot sitting here in my hospital bed at 11:30 pm on a Friday night (highly medicated) thanking my lucky stars and the fact that I was in my Mooney. The steel cage did its job ( and I was able to see and kiss my 18 mo daughter today). I will share whatver I recall over time from this experience. First thing that was done to the plane when I bought it two years ago was the addition of shoulder harnesses. Did not leave the ground with me in it until that was done. Without getting into all of the details now I will cover the basics (again, I'm on strong pain meds and in a lot of pain / discomfort at the moment dictating to an iPad ). My main / obvious injuries are as stated by someone else in the thread, fractured l1,l2, pretty nasty cut on left eyelid and black eye / bruising of left eye. Bruised ribs, sprained right hand, cuts, scrapes and bruises on both arms, also wearing neck-brace full time as prescribed for soft tissue and ligament trauma in neck area. No injury to lower legs but bruising on thighs. Again this steel cage of the Mooney and the shoulder harness saved my life. As for the initial reports, I did not exit the plane on my own. Someone helped me out of the plane. My last memory before impact was " I'm coming in a bit steep .. It's gonna hurt...." I ended up putting it down in a pretty clear area with some small brush. I was told that the initial indication of touchdown and where the plane came to rest was about 250 feet apart. What I can tell you is that this was a post annual test flight / flight home to my home base. After a normal preflight and extensive run up multiple times, I decided I would depart 28 and then head home. The engine sounded great and ran strong on rollout through several hundred feet. I typically pull the gear soon after while I am still within a speed that allows me to lift it without excessive force. Once gear was up, and climb established, I pulled flaps, leveled wings got to about 350 agl and the engine went silent with no sputter or warning. At that moment I first pumped the throttle then verified fuel was on and electric pump was on with mixture full rich. After that I picked the grassy area north of the runway as my target, I initiated a very shallow right turn knowing it was down wind but feeling it was my best and only option at that moment. It was the only place I felt I would not hit power lines, cars on a busy road or trees. I held that shallow turn all the way down to my target and leveled the wings at the very end. At that point I was headed downwind and was very low. I pulled back to slow down and flare but headed down wind (gusting 19), I was out of time and altitude so I don't think the flare helped much.... From what I remember it was a pretty flat hit with slight nose down ( reminded me of the visual perspective of being on final aiming for the numbers but never having the opportunity to pull up and transition to a rollout and without flaps and gear for drag) by the time I pulled back and held back pressure I was on the ground. I am falling asleep as I write this and will try to add to the conversation in the near future. Have a good night. And let me know if you have any questions.
  7. 27 likes
    One of the reasons I decided to put my Acclaim up for sale a couple weeks ago is that my wife won't fly with me any more here in the Rockies. Too much turbulence for her taste. Well, 3 days after listing it for sale my name came up on the waiting list for a hangar in Petaluma, CA (O69). Wasn't expecting that! Petaluma is near my second home in Marin County, CA. My wife loves flying on the west coast. Much smoother air, much shorter flights to get to interesting places. So, after a few days of deliberation, I decided to take my Acclaim off the market and relocate it to Petaluma. Pretty darn excited about it!
  8. 25 likes
    My beautiful Mooney and I made the cover of MAPA Log this month! My thanks to Trey Hughes, et. al, for the honor!
  9. 24 likes
    I'm late to the discussion, as I've been working. But I thought maybe I could throw in my 2 cents. Just as a point of reference, I just went over 20,000 total time, I'm type rated in the 727, L1011, 737, 757, 767, DC9/MD88, and the A319/320/321. Over 2000 hours in the F-15, 1200 in the T-37, and a master instructor in the USAF. USAF Flight Examiner, Designated FAA Examiner and Line Check Airman. I was an accident investigator for over 20 years, both military and civilian, and participated in over 2 dozen major mishaps with many fatalities. The things I know for a fact: I could have done what the OP did. NO ONE expects bad stuff to happen, and when it does, it catches you by surprise, as we all think we've planned and thought ahead. The ONE thing we've missed is the thing that happens. It takes a HUGE amount of guts to admit a mistake. I've learned more than I already knew by reading this thread. I truly respect the OP for coming on here and teaching me something. No matter how smart I am, I guarantee there is much I don't know, and more that I have to learn. Hopefully any time someone makes a mistake, they'll come on here and help me to avoid the same mistake. @carusoam Your post was extremely helpful to me, thanks for that. @kelty Good luck to you in the future, and thanks for sharing your experience. The Navy used to publish a series called "Grandpa Pettibone" wherein aviators shared their mistakes and mishaps. I think I learned as much from that as any other source. Your willingness to come on here, and do just that honors the service.
  10. 24 likes
    Passed my check ride today! Whew...3 years to the day of my first solo flight as well! Thanks for all the tips and well wishes... Here's a quick write up: Headed to the FBO at 7am and got the plane ready. Laid out all the necessary documents (AROW, medical, PPL, annual, pitot/static, transponder, ELT, GPS, VOR)...DPE arrived and we went into the IACRA website to get all the FAA paperwork printed and signed off. We sat down with some coffee and dug into a few questions about what apps I am using and since he gave me my PPL check ride, I was using all the apps he likes (Foreflight and Aviation W&B). We went through how I set up the W&B and he asked about the importance of it (Va) and why Va mattered as well as the 3 kinds of turbulence one encounters (wake, pilot induced and wx-related). Then we talked a bit about the NOTAMS at our airport and how the DH for the ILS 17 at MTJ is wrong based on a new NOTAM. We discussed the route I chose for MTJ to PHX (SID, en route, and STAR), how wide federal airways are (4nm from centerline), MEAs (what they provide), random TFRs (and how they can pop up mid flight like in the case of a forest fire). He asked about required fuel (45 mins, but we both agreed an hour is way better) and when I would need an alternate (123 rule); we talked about lost communications (altitudes and routes). He asked about mountainous vs non mountainous separation and what designates it as mountainous (5-6-5 in the AIM, so basically some fella at the FAA). He asked about VOR checks (when/where/how). We talked a bit about how even small planes can easily fall into Category B on approaches if there is a tail wind and sure enough there was, so I was...and he showed me how the ILS 26 has a higher DH than the RNAV X 26 at KRIL, and how that's odd...and we talked about how LPVs aren't considered precision approaches, but they should be given that in some cases as in KRIL, they bring you lower to the ground. Then we flew. He gave me a clearance to the published hold at MTJ (PAGRE) and to expect an ILS 17 approach back to the airport, departed, entered the hold (teardrop) and I called to confirmed with ATC (him) that I had not received a clearance for the approach (no answer-call again-no answer), squawk 7600 (verbally) and talked about lost communication procedures. He actually talked the WHOLE time, which I expected based on my PPL--he does this to make sure you can handle distractions and of course, I could have told him to pipe down but that would have been rude since I like the guy! Then he cleared me for the DME arc and ILS 17, flew it to the missed, got radar vectors for the RNAV Z 17, to the missed and he gave me radar vectors back to the hold at PAGRE. Enroute we did 2 unusual attitudes (both nose down), back on course, got to the hold, cleared for the VOR/DME 13 but with new wx (Wind 310 at 30), so we circled to land (he talked about how we can descend 100 below each altitude at both the FAF and circling MDA since we have the airport in sight) and then we were on the ground!!!! It was a lot easier than I thought it was going to be. Oral was about 2 hours. Flight was about 1.5. Total start to finish with all the bs was around 4 hours. No steep turns. No weird holds. The wind was calm and the air was smooth. Whew. My remarkable wife and little girl as well as my amazing CFII were all waiting with flowers! What a day!
  11. 23 likes
    To all of my friends here on Mooneyspace, I'd like to offer my sincere appologies for my part in the turn of the "Fatalities" thread started by Amillet. We should be taking lessons from this tragedy, which is how it started out. Instead it has turned into a pissing contest about who can read the regs better for which I'm truly embarrassed. I've asked the moderators to delete the thread in its entrirety, I hope they will. Regards, Clarence
  12. 22 likes
    I just passed my IFR written. I used a combination of Aviation Seminars and ASA. If anyone would like feedback, send me a PM. Now on to the fun part.... or at least more fun.... the flying. #MooneyZoom Happy Mooney Girl
  13. 22 likes
    I am pleased to announce after 15 yrs lusting on Mooneys , and just ended a 5 yrs plan of research and search i am the proud owner of a M20C . It was love at first sight, and love at first flight. She is a bare bones girl but is gonna be a great canvas to start with. I plan on systematically restoring her while flying the s*^t out of her. So hello fellow Mooney drivers you have one more to the club. One of the best milestones in aviation that i have crossed.....
  14. 21 likes
    Sorry for the retread from last year, but I didn't have time to photoshop another Mooney in flight over a winter scene. The feelings are unchanged.
  15. 21 likes
    There is a guy right here on Mooneyspace that is alive today because of a couple of "bystanders" pulling him from a burning plane. Thanks Bobby Forsythe and Stan Breeden! I literally owe you (and the entire trama team at Community in Indy) my life.
  16. 21 likes
    Just s quick note. I made it in time and his eyes lit pretty good when he saw me. Not sure if this will end in a good way but the reception was well worth the work to get here. Thanks for all the kind comments and support! Tom
  17. 21 likes
    ***Warning: Proud Parent Moment Follows this Disclaimer*** So she was 20 months before we got to take actually take her up for her first flight, but after 30mins of playing with her ipad, and being bounced around in moderate turbulence at 5500' she dozed off and slept through remaining 15 minutes of the flight, the three point crosswind landing, me pushing the plane back in the hangar, putting her in Mommy's arms while I moved her carseat from the plane back to the Rover, then all the way home ( a 30 minute ride). Now I know you don't know my daughter that well, but she's much like me in that she is somewhat reluctant to sleep because she's afraid of missing something. So her sleeping while in flight, and all the way back to the house in the middle of the day is a huge compliment! I cannot wait to keep her sitting behind that big fan, and even more excited about getting her in the right seat when she's old enough to understand it :-). **End Proud Parent Moment** Abe L. Harper, Jr.
  18. 20 likes
    Just got my instrument rating this morning. I have had my ppl and the mooney for 3 years and I have really learned a lot from this forum that no doubt helped with the ir. I wanted to say thanks to everyone here for the advice. I will be making a donation to the site but keep in mind that most of my money lately has been going to the plane, gas and instructors. Thanks
  19. 19 likes
    I have received a plethora of goodwill messages from people on here, checking that i am safe. It is very heartwarming to receive such things and that people care so much. I thought I had better post that yes Andrew and I are safe. We were travelling up from Cornwall at the time of the attack and so were well out of the way when it all happened. Thank you all for your messages. Andrew
  20. 19 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
  21. 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.
  22. 19 likes
    It's taken me more than a year with delays, vacations and weather, but I finally passed my checkride this afternoon! As I understand it, now starts the real learning.
  23. 19 likes
    After speaking extensively with John Yodice, general counsel for the AOPA and the guy that writes all of their authoritative legal articles, I consented to him having the AOPA follow up with the CBP/DHS about my incident. A few days later a couple of AOPA employees sent me an email saying: “AOPA had a sit-down with the folks at CBP yesterday and we met with the head of the Air Interdiction effort while Mark had a good meeting with the Commissioner. I briefly discussed the general circumstances surrounding your stop and the leadership was appalled. They asked if I could share the information so that they could conduct an internal review and take appropriate disciplinary actions. I advised them that I would need to check with you (didn’t reveal name or dates in my conversation) and would get back to them.” After receiving that email, I called AOPA and had a long discussion with them expressing my fears that should I pursue this matter with CBP/DHS as they encouraged me to do for the sake of “the cause” that CBP/DHS would go to the FAA and create all sorts of havoc for me. I’ve rarely seen a government agency investigation that didn’t try to somehow shift the blame to the complaintant and retaliate totally out of proportion to things. But, after discussing it with my wife, we arrived at the mutual decision that we have a duty to stand up and be counted and give AOPA the go ahead. Yeah, just like I did when I told them they couldn’t search my airplane without a search warrant and I wanted an attorney before I would talk to them anymore. I can’t express the anxiety that I am having over having made that decision, but its done. So what happens, happens. Keep your fingers crossed for me and wish me luck.
  24. 18 likes
    Remember the first post in this thread. Not anymore
  25. 18 likes
    Santa came early this year!! Closed on it Friday and the previous owner flew it out here to me in CA today. Some of you probably recognize it from a for sale thread here on MS. They are finishing up clearing out the hangar and then will be putting a fresh coat of epoxy on the floor. Hope to have her moved into her new home by Tue-Wed. It was a fun adventure searching for a plane and the whole process of purchasing this plane was a pleasure. The seller is a fantastic guy. I'll get a fun write up of the whole journey on my blog later this week but I had to come here and share the good news. Oh, any of you out at KAJO (I saw a few others on the ramp) I'd love to say hi and meet sometime.
  26. 18 likes
    After working on and off for the past 24 months on my 65’ “E”, it was signed off and flown yesterday for the 1st time since I’ve own it, and the 1st time in almost 7 years. Short story long, the previous owner had contacted me about flying the plane seeing how they just didn’t have the time due to family and work schedules. This was going to work out well seeing how I was about to start my commercial rating and didn’t have a complex aircraft to do it in. After nearly 3 months of waiting for them to get the plane back in annual they bailed on the deal and decided they would sell the aircraft instead. I knew of the plane and had seen it from a distance but never really had a close look at it, so I told them that I would be interested in seeing the aircraft. We met at the airport so I could look it over and take a look at the logbooks, The plane hadn’t been out of the hangar for the past year or better and had a thick layer of dirt (way past the “Dust” stage) on it. Almost all the sheet metal seams had the corrosion treatment wicking out them, which was kind of a good sign, as I opened the baggage door I stuck my head in the cabin to see if I could detect the smell of fuel, no smell was present so another good sign. I then looked and smelled in the fuel tanks (the Mooney I had looked at several weeks earlier had Mo-Gas in it) the sealant seemed to be in good shape inside the tank, said they had the tanks sealed several years earlier, the seal job wasn’t the best as there was a bunch of sealant around the inspection panels that was never cleaned off after assembly that looked like crap but it was still very pliable, no stains on the bottoms of wings was possibly a good sign as well. The interior plastics were in pretty good shape and seemrd to be Plane Plastics as the material was much thicker, some had been painted and some had not, seats were leather and in really good shape, there was no carpet in the plane but they said they had the carpet at home, all in all the interior was decent just needed a good cleaning. The instrument panel was like most of the older Mooney’s (shotgun), which doesn’t really bother me, the avionics were doable as long as they worked, (KMA 24 Audio Panel, Narco 890 DME, 2 Narco 810’s (Comm. only), King KR 86 ADF, Narco Nav 11 VOR/LOC/GS and a Narco AT 150 Transponder) given I had no intentions of flying hard IFR anyway. I wasn’t really looking for a project but all in all the aircraft would work for my mission if the pre-buy doesn’t show anything too bad and we can agree on a price. After taking a few photos for the wife and photos of all the logbook pages for me I headed home to start adding up what I already knew had to be done. A few days later I decided to proceed with a pre-buy, all though the IA had do the pre-buy has very little Mooney experience it was someone that I have known for years and I could trust plus I had been looking at Mooney’s for over a year and had read about the big ticket items that could bite you. Once I had the aircraft in my hangar I began removing all the Inspection panels, interior panels and removed the cowling in preparation. Once it was all opened up I went around and made notes of things I saw so that I could point them out once he got to the plane. I picked up my buddy at 7:30am on a Saturday morning handing him my list to look over on the way to the airport, he handed me his list that he had researched which were the big ticket items, spar corrosion inspection, tubing inspection, along with a couple more items (he had spoke with an IA friend of his that has had a Mooney for the past 20yrs) and said these will be first as they would be the deal breakers. The pre-buy went fairly quick as it was all opened up so 4 hours later it was off to lunch to discuss the airplane, which by the way was the cost of the pre-buy. The aircraft was left opened up so that the annual could be started if the seller & I could come to an agreement. I met with the seller the following weekend a presented all the things that would have to be replaced in addition to the normal items at annual so it could be signed off (gear pucks, tires, brakes, hoses…etc.). Their original asking price was over fair market value even if it had been in annual so my offer was WAY off from what they wanted. After showing them the list of items needed they came down some but we still couldn’t agree on a price. Not willing to pay more I re-assemble the aircraft so they could take it back to their hangar the following weekend. What started out as having the aircraft for 2 weeks for the pre-buy ended up with me waiting on the owners for almost 3 months before they finally came to take it back, I still had the cash at the house for the original asking price so I decided to take my offer plus an additional 2k along with an FAA bill of sale already to go as a last try, standing in a metal hangar in August in S. Texas can be brutal to say the least, not sure if the heat was getting to their decision making or mine but the money didn’t sit on the wing very long and I now had a project on my hands. I didn’t think it would take much more than a few months to get it back in the air but it has. The short list is new tires & tubes (all), new brake rotors, new gear disks and associated hardware, All new hoses (fuel & oil), new scat tubing, sound proof insulation, interior panels repaired and painted, new plastic around nose gear wheel well, new carpet, leather wrapped yokes, seats re-died, all 4 seat belts with shoulder harnesses for the pilot & co-pilot, rudder pedal boots (4), J-Bar boot, flap actuator rebuilt, 70 amp Alternator conversion, new door seals (entry & baggage), a bunch of new hardware (everywhere) just to list a few things. Almost forgot the most important thing, me and my CFII flew just under an hour, and the bird flew great.
  27. 18 likes
    Tonight I just read this thread. Thank you everyone for your kindness and prayers. I am getting much better everyday, and am looking forward to when I can return home to Florida. I very much want to get involved with getting the seat belt airbags fast tracked and affordable. Suffice it to say you don't want to break ribs, be on a ventilator, or go thru some of the trauma I did. I promise I will post more thoughts soon. Stay safe, stay practiced, be vigilant, train often and intensely. Alice and I thank you again for your respect. I am a fortunate man to have so many caring friends. Bill was one of my best students and friends.
  28. 18 likes
    Mike is out of surgery and is in stable condition.
  29. 18 likes
    Hello Mooney Followers, It is time for all of you to take a deep breath and listen to what I have to say about Mooney International, now that I am allowed to speak. We have been working for months with Dr. Jerry Chen, President of Soaring America on a deal to provide funding to restart production of Mooney aircraft in Kerrville, TX. This last Friday, all of the necessary hurdles being jumped, Mooney Aviation Company became Mooney International Corporation, with a funding injection by Soaring America. Soaring America is a U.S owned company, with its home office located in the Los Angeles, Ca area. If you were to meet Jerry, you would find a very intelligent, likable guy. I mean this guy is a full Professor of Aeronautics at UCLA, and he saw the potential in resurrecting one of the most advanced aircraft designs in the world, and growing on that for future Aerospace products. When Jerry first approached us, one of the first visions he presented to us was to maintain a high quality aircraft brand, made in the USA by American workers, sold worldwide including up and coming Emerging markets worldwide. Restarting Production of the Ovation and the Acclaim Type S is an expensive proposition, and Soaring America has the kind if financial backing to get this place up and running again. You, as Mooney owners can expect a serious improvement in parts flow and customer care in the coming months. An example would be the Elevator skins, which have not been available for years, are now shipping from the factory in Kerrville to needy customers everywhere. Why? Because Jerry spent $16,000 to replace the rubber press plate on our Large Hydro Press that had deteriorated beyond use several years ago. We are currently receiving bids to refurbish the factory, and are looking to hire upwards of 100 people in the coming year. This will allow us to start Production of new aircraft in early 2014, delivering later in the year. Last week, an unfortunate, and inaccurate Press Release found its way onto some of the internet aviation websites. That subsequently lit up the chatlines with all manner of speculation and comment, including one commenter that was ready to sell his F Model because “he wasn’t going to put any Chinese Junk” on his airplane. Really?? Allow me to present some FACTS to you, that you may not be aware of: - Mooney International Corporation is a U.S. Corporation. Want proof? Friday I transferred the Type Certificate 2A3 to Mooney International Corp. under the authority of FAA Order 8110.4C Paragraph 3-2(f)(2) which states: “Certificate Transfer to a Domestic Holder. When a TC holder transfers a TC within the U.S., the FAA must reissue the TC immediately. The TC holder submits the original TC to the ACO after completing the transfer endorsement on the reverse side of the TC. This changes the TC holder, and the effective date is the date of the TC holder’s signature… - I personally do not care if another country makes “junk”, or not. I am Chief Engineer for Mooney International, and Mooney International makes aircraft and its parts, in Kerrville, Texas that conform to our Type Design. The people that are, and will be employed here are Americans that live in the Kerrville area. Always has been, always will be. - Is the source of this financing originating in other countries? Probably. Let me remind you of another fact: Mooney, for more than the last decade, has been financed by (GASP!) European investors. So if the source of the financing that funds a U.S Company, building a U.S. product in the U.S built by U.S. workers bothers you, then maybe you should check out one of our competitors. Oh, wait! Most of them are owned by foreign companies! But not Mooney International. Oh, and by the way, Dr. Chen’s lineage is not Chinese, rather Taiwanese. In closing, I hope I have been able to put these rumors to rest. If I were you, I would look for news releases that come from here. What is happening here in Kerrville is GREAT NEWS, and should be greeted as such. Bill Eldred Director of Engineering Mooney International Corp.
  30. 17 likes
    Full Reveal. People have asked asked why I had this done at Aeroskill in Holland and not the UK, here is why. Every nut and bolt that held something on that was removed has been replaced with new ones, new rubber washers etc. Each nut/bolt marked with paint so you can see if it has moved and become loose. They spent three hours yesterday making sure the gear doors were as tight as they could be so no drag was induced. The attention to detail is incredible. IMG_4185.MOV the doors begin to open and out of the ether into the daylight for the first time in four months IMG_4186.MOV comes AL I am one seriously happy man xxxxxx to all flying home tomorrow weather permitting
  31. 17 likes
    Just returned from Longview with new paint by Aerosmith Aviation. Scheme was done by Scheme Designers and is a combination of the 2009 Acclaim and the 2009 Piper Mirage tail. Very professionally done and great customer service.
  32. 17 likes
    Hello all, I hope you had a fantastic holiday for those celebrating! Just a heads up that if you did not notice I have upgraded the community to run on secure SSL as you will see by the https:// in the address bar (versus the standard http://). This was done for better safety for you folks. Now when you login your username and passwords will not be openly transmitted over the Internet and instead will be encrypted. Thanks as always for your support of this great community! Craig
  33. 17 likes
    I went out to the hanger earlier this week to finally empty out the mini fridge for winter. Everything was froze solid except a few bottles of water. It was fun playing with, but makes me wonder why I live in Minnesota. -Dan
  34. 17 likes
    I did switch tanks, just probably 10-15 seconds later than needed to happen. I never tried the boost pump and. I tried 3 restarts and all were unsuccessful . If one of you guys doesn't make the same mistake I did, then all the ridicule is worth it. That's the whole rationale behind safety reporting.
  35. 17 likes
    Here is an example of what you missed... Buzz, Puddles, Snoopy and Joker in the diamond. Thanks to EBay flying camera ship and Dude for the shot.
  36. 17 likes
    The deal was finished up last night. N1972W is a 1962 M20C with 5700 tt and 600 SMOH. Yesterday I went up for a flight before closing, everything looked good. I ended up driving my rental car from Willmar MN to Flying Cloud airport where I managed to find an instructor while Tim, the broke flew her to flying cloud. Once there The instructor and I flew Tim back to Willmar and then turned around to head back to FCM. On the way back we had to land at Glencoe and wait out some heavy storms over Minneapolis. I did my first night landing and first bit of night cross country time! My dad, a Delta pilot, is flying out tomorrow afternoon to fly her back with me on Monday. He's flying a redeye from LAX to JFK the night before and then I'm going to make him deadhead to MSP and spend 5 hours with an instructor in N1972W. Her final home will be KLAM in New Mexico.
  37. 17 likes
    One year, three months, one nerve damaged left arm, one annual, one job, and many AMUs after I purchased N79338 I finally did my first ever solo flight (in any aircraft) in my own aircraft. I'd like to thank the mooneyspace community for the advice and discouragement (some encouragement too) that I got when I first came here wondering if such a thing as I have just done was possible. I can't say I would recommend going about things this way to anyone else, nor do I regret it! The year and three months and the twenty minutes of solo flying were both a heck of a ride! I'm terribly excited to finish my PPL and arrive at my next fly in from above the horizon!
  38. 17 likes
    My youngest son got a job offer from SWA yesterday, so this is tinged with some "dad pride", but the reason that it is Mooney related is that the Mooney time in his logbook had a lot to do with his career progression. As everyone knows, the big step in the long march to the airlines (at least for those who choose the civilian route) is that first jet job. After doing the flight instructor thing for awhile, my son was in hot competition for his first jet job with a 135 outfit. HIs logbook was the typical mix of training aircraft, but he had a good percentage of time flying our Mooney. The owner felt anyone who can fly a Mooney well, can fly a jet and my son got the job over other applicants, some with more total flight time! I thought that was quite an endorsement for Mooneys....and their pilots.
  39. 17 likes
    Semper Fi pops. 11/27/31 to 12/16/15
  40. 17 likes
    My Dad, 83 and a Korean War veteran, first time with me in the Mooney. I think he is having fun! Big day for the both of us! Just wanted to share.
  41. 17 likes
    2 months into my C it needed a new prop. Buying a plane is like adopting a child and then finding out you have to put him/her through Harvard. I feel that it there are 3 parts to ownership- owner, plane, and mechanic. My mechanic is almost part if our family. I've owned it now for 21 years. My wife and I have built our expenses around it, plane ownership is similar to a vacation home. I wonder what, " the hourly costs of having a child is?" Looking over that time it has brought my family a great deal of pleasure. Through the airplane we have seen places and have had experiences that have been the high points of life. We live in Cincinnati and have been to Jackson Hole, Nassau, Bar Harbor, Sedona. We have family in Fort Worth and Phiily and the plane allows 2-3 visits a year. Grandchildren in Detroit and Columbus--- the plane cuts travel from 2hrs to 40 mins and is more fun. I work hard and work long hours. Getting away is difficult. Having the plane enables me to maximize my time off. My youngest daughter just graduated from college and got a teaching job in Mesa, Az. Wife, 20 year old son and I just flew back from there yesterday. Going out we spent 2 days in Santa Fe. Flying into and out of Phoenix was amazing. Those aren't hills, they look like," plane traps". My wife laughed, " it felt like the home stretch over the Texas pan handle". 10 hours of headwind going and 8 returning, how does that happen? A trip is an existential experience. We go for how long the weather lasts, we don't fight it, but stop and drop. I wonder if the plane enabled my daughter's choice to move 2000 miles away, she didn't even ask my opinion? Nearly all of my friends I have met through aviation. We have landed at so many places where people have gone out of thier way to be helpful. The word," community" comes to mind. Cross country flying is nearly the last place in our culture where you can have adventure. Blue water sailing is similar. There is expense, training, and risk but incredible satisfaction of mastery and seeing new places and meeting new people. As we get older, it's easy to play it safe and let the world shrink around us, the comfort zone gets smaller. It was found that as people face death the concern they have is not about worries over past mistakes, but guilt over not taken advantage of opportunities due to fear. Plane ownership will never be logical, but it can almost define how you live and who you are.
  42. 17 likes
    Flew home from our wedding in style.
  43. 16 likes
    So N10933 is coming along in her pheonix rising. I told in another thread a few weeks ago I had sent it for a tank reseal prior to painting last year, and a wing spar cap corrosion was found - and that was very depressing - and expensive to fix. But thanks to Dave at AirMods in NJ, that is all fixed and behind me. Thanks Dave! So then it went back to Weepnomore in Wilmar, MN, to do that reseal, and also I got LR tanks. By this time I figured I was in it for a long haul and it really is a super nice airplane, so eh, time to really make it new again. ....and I always wanted Bruce Jaeger's system - and he is right there also at Wilmar. So....thank you Bruce - he installed the Interiors STC interior mod that he does, and it looks fantastic - and it is true as he said, not only is it clean, and clean lines, but it really does give a bit more room. Most obvious is the extra elbow room which is most welcome for a big guy like me. Plus Bruce sublets leather upholstery to SCS interiors in Duluth, a company that does all sorts of things, including the oem for custom interiors for cirrus. Anyway I worked with them and you can see the result. I picked colors called "umber" and I asked custom for perforated leather, and also for the base cushion to be 2.5'' longer than original which is much more comfortable for my long legs. and new rugs. And bruce set me up with lots and lots of leather pockets! 7 in all! I love it! Pictures attached. Plus a picture of the pick up day on Fri (-5F on the field! in MN) (and wow the rocket has quite decent heating but... it was cold at -30 at FL19 on the way home on Sat!). Then she goes to the paint shop next month. More pictures will follow. Let me say everybody in this group of people was fantastic. Thank you all! Paul, Eric, David, Bruce!
  44. 16 likes
  45. 16 likes
    Well, Wednesday after flight testing a bunch of stuff around the airport we decided to fill the belly tank and wings completely (164 gallons) and head straight west to the westerly limit of my test area (about 150 miles west). Mechanically the plane has been flawless. My test pilot said he would have no problem taking it the Florida after the second flight (can't, but still pretty nice to hear from him). We tried pressurizing for the first time and got enough to go to 16.5 with a 10K cabin. Once I could hold a decent course and altitude my test pilot pointed at my TAS on the G3X. It was 300 knots. We're not even to the sweet spot on this bird (24k-28k). I can't wait to see what she will do up there. Anyway, it's been so stressful I have had little time to ENJOY this bird. Looking out at my wings, wing-lets, the engine cowl, and back at the horizontal and elevator, it dawns on me "I built this with my own hands, in my garage, and it handles 300 knots like it's been flying for years". Absolutely amazing! Thought I would share our take-off yesterday morning. If you look at the runway markers we are off by the 1,000' point. As we climb to the south towards an amazing sky, the plane looks like it's heading home to the angels. Sorry guys, I'm giddy now!! Oh, as a last comment. I get more excitement (and more positive feedback) from my Mooney friends than the Lancair community. I share my stuff with YOU GUYS FIRST!! You guys ROCK! I might have to keep my Mooney so I can stay on this Forum. Tom
  46. 16 likes
    We talk about our different Mooney models but I had an experience with Mooney modeling. A few weeks ago a friend who works for a clothing company asked if she could use our plane in a modeling shoot. Why not? You usually see models next to private jets, why not a 53-year-old Mooney? A professional photographer, wardrobe and makeup artist and a professional model all showed up at the airport and we headed to my hangar. Unfortunately the manager, my friend, had to stay in her car outside the gate because my AOA badge only allows me to escort four other humans. The photo shoot took about a couple hours and the sun was blazing. She was modeling winter clothing. Her pointy heels kept sticking in the new crack sealant just put down on the ramp. They took a couple hundred pictures and ended up putting a few of them online and in their catalog. That's not something you see every day so I thought I'd share it with you. You can find the website at https://www.evystree.com/collections/frontpage/products/the-audrey-in-caramel. If you scroll down you can see more pictures. -Sven Mooney Model 1.tiff Mooney Model 2.tiff Mooney Model 3.tiff Mooney Model 4.tiff Mooney Model 5.tiff Mooney Model 6.tiff
  47. 16 likes
    I'm speaking as a private citizen and aircraft owner here - not as an AOPA employee. If FAA or other federal agency wants to check my documents, great, no problem, that's the law ( FAA Regulations 61.3(l) and 61.51(i)(1) ). If CBP or DHS want to search my plane, the answer is no. Without probable cause or a warrant, they have no right. I spent two decades defending our constitutional freedoms and I'm not about to let a fed trample on them. http://www.aopa.org/-/media/Files/AOPA/Home/News/All-News/2013/June/CBPGuidelinesKneeboard.pdf CBPGuidelinesKneeboard.pdf
  48. 16 likes
    This Saturday, August 29th, I will celebrate the 30th anniversary of earning my PPL. I passed my checkride at about 2pm on Thursday, August 29th, 1985 at Montgomery Field, San Diego (KMYF). I was 21 years old. Here's a photo of me right after the checkride with a family friend. You can see I still had my game face on! And here I am now, 30 years and 1,500 hours later: Aviation and the aviation community have been among the greatest joys of my life!
  49. 16 likes
    hey Guys it was me I was cruising along at 17000 ft making 232 knots GS perfect TIT when i suddenly lost manifold pressure. I setup for best glide and feathered the prop and glided to Chilton county airport. I landed long and ran out of runway. i kept thinking of Bob Hoovers maxim fly it all the way into the crash. I walked away unharmed but my plane is probably totaled . I have gone through a wide range of emotions. Thank God Im unhurt, thank God i was in a Mooney, heartbroken that my plane is in a crumpled heap, embarrassment that i couldnt make a better landing, sadness that it may be a long time before i can fly again. I started looking for other planes but i felt like i was cheating on my plane. I couldnt imagine being happy flying another plane at the end of the day the plane is replaceable and I am not. i will post pics later.
  50. 15 likes
    While I'm no Stinky Pants or Jonathon Paul, yesterday I completed my first 1000+ NM cross-country leg. I continue to marvel at our magnificent machines that offer so much flexibility! My stock J flew 1070 NM non-stop and I still had 10 gallons in reserve. 7.5 GPH and ~145 KTAS at 13,000 feet made for a very efficient flight, yet not interminably long either. Flight time was 6:56. I had some tailwind help, but much of it was canceled out by mountain wave and turbulence over AZ and most of NM. Once I got into the TX Panhandle, I had a really smooth flight and great tailwinds to finish the flight, and of course they helped quite a bit. This trip beat any airline speed between these two locations as well!