Leaderboard


Popular Content

Showing content with the highest reputation since 09/06/2012 in all areas

  1. 32 points
    Well, N1017L, my 1982 Mooney Rocket I’ve owned since 2001, flew for nearly 2,000 hours, was officially sold as of 6:00 PM yesterday. Both my wife and I have pretty ambivalent feelings, having flown our Rocket into probably 75% of the states in this country, and kids memories of a lot of those trips too. My first cross country airplane in 1996 was an F model, N929PG. We flew her for 5 years, accumulating 1300 hours with my now 26 year old being 4 years old when I bought it. He used to sleep on a bed made on top the luggage in the baggage compartment during many Michigan to Colorado trips in the early years. The buyer, a very quality guy out of Austin, TX, began the initial inquiry and commitment to purchase during the air show in Oshkosh of this year. He said once we talked extensively about the plane, he was buying from the owner more than just the plane. I was not bashful disclosing things that I would address if I continued ownership of the plane, and a good review of my logbooks made it pretty clear I did not hold back on any maintenance throughout my ownership of the plane. He came up and inspected during my annual, which began in August and was not finished until November (engine overhaul on another thread). He had say in every aspect of the overhaul and never got a final number from me until two weeks ago (I was waiting on all the OH bills to come in). We were $5k apart on his expected number and my final number, and he hadn’t accounted for the $5k prop OH. A tip to other purchasers, he’s getting a lot of items that don’t normally come with the sale. His only request to meet my number was getting a Flight Stream installed, which I provided for the sale. By not beating me up he got a lot of stuff from me I would not have been compelled to provide otherwise. I’ve really enjoyed my participation on this forum over the years. I joined Beach Talk about a year ago, participated for maybe 4-6 months and although most were pretty decent people , I found some so caustic I’ve not been back in 4-6 months. On the other hand, this forum is the BEST ONE I’ve ever been privileged to belong to. I will stay for a while, believing 22 years of Mooney ownership and owner supervised maintenance might be of value to a few of you here. Many of you have followed my Lancair project through the later build years and the two years I’ve flown it. It’s done, reliable, and a great cross country machine. I hope as old age creeps up on me, and I no longer feel competent in the prop jet, to return to the Mooney fold for my last years flying. You guys will never lose this pilot as a huge advocate of the Mooney airplane! Thanks a ton fellow Mooniacs!! Tom
  2. 29 points
    Just wanna say a couple things about a fellow Mooney driver. Something I have witnessed with a couple other Mooney drivers in the past. Except this time it was Me an My Family in need. So this last Saturday my family an I took a quick 52min trip from DRP to MEZ to accompany the in-laws at looking at some houses in the area( relocating from Dallas Area). All went well, had a great time with them an seen some nice properties. Sunday rolls around for the departure home an we make our way to the airport around 2pm for the trip home. We load the Rocket up Strap in an prepare to light the fire. It was a cold night an a cool day so I hit the ol girl with 10-15 seconds of low boost then turned the prop. She popped an caughed a little bit, but clearly wanted more blue coolaid. Turned the switch off an prepared to prime some more but the starter was still turning the propeller. Master OFF stopped it!!!!! Master ON engine turns over!!!! Called my A/P an he said I needed to peck on the relays lightly inside the Battery compartment. Thought one maybe hung up. Doing so then walking around sticking my hand in the side window flip the master on/off to verify if I was getting anywhere with this. I wasn’t. The last shot at this ended with me flipping the master On then Off agin with the props still turning for awhile with master off, Starter fully engaged an cranking!!! Bout needed some new Huggies after that. During Conversion with my A/P bout this, he had mentioned Bryan had an issue with a Relay(s) at some point in the resent past, May wanna give him a call, So I did. Just to pick his brain. We talked about my issue for a couple Minutes, Then he offers to come give me an my family a ride home. Now this is Sunday Folks when most guys like me are in the process of making sure nobody steels the recliner. Not this guy. Like a warrior he herd a Mooney was down(broken), an he was willing to throw out a lifeline to some folks in need. Bout 40-50 minutes after we talked 755FM rolled on at Mena to scoop us up. Flew us our Luggage an a football home while giving me a hour of solid instruction on the Ins/Outs of the GTN750( Impressive black Box to say the least). We get to my home airport right at dark. Tried to put some Gas in his Encore, but the fuel pump card readers screen was unreadable. So he went Home with No Gas, No Compensation of any kind!! He wouldn’t even Consider it. The Selflessness of one, made the day for three much less stressful. That’s something I have witnessed on a few other occasions with people in this community, an it’s something that will not be soon forgotten. Bryan is a hell of a Guy. This is a great Brotherhood to be a part off!!!
  3. 29 points
    A BIG thanks to Shadrach (Ross) and gsxrpilot (Paul) for his MooneySpace Map. My family and I were on route from Peterborough Ontario Canada to warmer climate when we had a charging system failure showing 11.6 Volts. We landed at Hagerstown at sunset and called it a day. Early Christmas Eve morning I remembered gsxrpilot created MooneySpace Map. I used the MooneySpace Map and I was able to look up Shadrach who is based in Hagerstown. I sent Shadrach a PM and he came down to the airport the same time I arrived. We removed the original voltage regulator and cleaned the contacts. Ideally, I would have replaced it but all the service shops were closed for the holidays. We then noticed the SCAT air hose going to the back of the alternator was touching the terminals on the alternator. It is very possible the wire in the hose was making contact with the terminals and grounding it out. We put some RTV insulating pipe around the hose and started her up. To our delight we got 13.8 Volts. We had a great flight on flight on Christmas day to Kissimmee Florida with time to enjoy the sunny afternoon. I can't thank Ross Shadrach enough for spending Christmas Eve day out in the cold and away from his family getting us up flying again. And, Paul gsxrpilot for creating the MooneySpace Map and allowing us to be part of it. You guys saved Christmas and I am very grateful. Stephen Skinner
  4. 28 points
    Flew down to Fort Lauderdale to pick up my girl from Edison at Wet Wingologists East after getting her tanks resealsed. Before I left, she got parked in front of the FBO buildings and trees and I thought she was looking particularly good and had a nice background. So I just wanted to share.
  5. 28 points
    Todays flight wasn’t mine, but was the proudest day of my recent life. My 15 year old daughter soloed in our 150. Clarence edit: My wife found a picture of Amanda flying our second Mooney E model.
  6. 25 points
    So for those of you who dont know, Andrew and I are getting married on the 8th Dec at the Fitzrovia Chapel in London, fitzroviachapel.org. We cannot be happier, and although I know you are not joining us, Andrew and I see you as part of our extended family and we will,raise a glass to you all on the day. We will post photos the moment we have them. In the meantime we have been taking part in a promo campaign for the British Heart Foundation. Bhf.org.uk. Check put the photos and videos. It will amuse your thanksgiving celebrations. Thank you for being such wonderful guys. Andrew
  7. 22 points
    Your level response and continued willingness to help has increased the already considerable respect I have for you, sir.
  8. 21 points
    I’m finally able to put a few pictures of the SabreCowl Gen2 project out there. This is a complete cowling unlike the previous version that I modified the original cowling. The intent is for this cowling to be an FAA/PMA replacement for the J models and an STC for the C, E, F, and G models. David
  9. 21 points
    Dear MS members, Occasionally we meet people who have an outsize presence. Like the sun they radiate energy that makes those around them feel or perform better. The man who has been working on our Mooney as A&P since we bought her in 2017, David Forgac, passed away last weekend. Dave was one of those people. My wife and I helped him on two owner-assisted annuals, he supervised us installing the EDM900, performed several repairs on our plane, and was CFII for several of my instrument training flights. I found that he was always a kind and patient instructor. His experience working for a Mooney Service Center in Florida years ago really helped with our plane. Today I received a link to his obituary as was written by his family. It is a good description of someone truly passionate about aviation and of a life well lived that ended too early. I can attest to Dave's nature as a passionate and natural teacher. Dave's obituary is here: http://www.northportfuneralservice.com/mr-david-forgac/ Dave passed away last Friday after a short illness at the age of 65. I wanted to share his memory with those of you who care to read his obituary. -Fred
  10. 20 points
    In March of 2015, we finalized the purchase agreement of N4352H, a 1979 Mooney M20J “201”. Early in 2017, we decided it was time to do a full modernization project and ensure the safest and most capable aircraft we possibly could. We figured that this project would take just shy of one year, so I dropped the airplane off one day before new hire class for my airline started. Upon purchase, the aircraft was equipped with the Aspen PFD2000 system, a single Garmin GNS-430W, the S-TEC55X autopilot, as well as the Lycoming IO-360-B3A6. With the exception of those upgrades, the airplane remained relatively original in its equipment. Her most recent coat of paint was put on in 2001 and scored as a 7/10, her interior was from 1997 and also was 7/10. Avionics: We first started the project at Airborne Electronics in Sacramento, California (KSAC), with an entire overhaul of the panel. After much debate, the decision was made for the following equipment: Aspen PFD2000, with Synthetic Vision (previously installed) JPI EDM 900 Garmin GTN 750 Garmin GTN 650 Garmin G5 standby attitude indicator PS Engineering 8000G audio panel Garmin GTX 345 transponder S-TEC55X with altitude preselect P2 audio advisory system Below is the old wiring being dealt with as we progressed through the tear out process. New wiring being installed, not a single one of the original wires were retained: The panel layout was drafted several times throughout the process and mocked up with cardboard cutouts: After harnesses were created the panel was cut and powder coated. All harnesses were assembled in a manner that lets the avionics tech remove a few screws and pull the individual components down and underneath the panel for ease of maintenance: Finally, operational testing of the equipment began, this was an exciting day for all of us: As an aside, I hated the rocker switches in the original panel, so we went with a more typical switch setup, for any CRJ drivers, you may recognize that battery master switch: The panel and glare shield once installation was complete and she was ready for her ferry flight to Auburn, California (KAUN) for annual: After annual she began her last flight as N4352H down to Santa Maria, California (KSMX) for paint art Art-Craft Paint (http://artcraftpaint.com/). Paint: I dropped the airplane off at Art-Craft and discussed our project. They were certain they could pull off the design within the 30 day window as quoted, and they delivered perfectly on time and on budget. The masking and foil process began the day I dropped her off: The paint was stripped and they kept me updated every Friday (minimum) as to her progress of becoming N187CT. The base layer was applied: And finally the picture that got me the most excited about this project, seeing the paint start to come together, taken two days before delivery day: Finally delivery day! I showed up via Uber as they were just putting the finishing touches on the aircraft: The final product. It was a mix between the Mooney Acclaim paint job, and another scheme that I preferred for the tail design: Below is the original design that we presented to them: Interior: We contacted Bruce Jaeger of Spatial Interiors (jaegeraviation.com) to come out to Sacramento to help us bring the interior into a modern age and style. Bruce spent three days in the middle of summer heat reconditioning and repairing our original 1979 plastics. The results were incredible. The attention to detail that Bruce demonstrated was second to none. He spent the time to repaint the center control stack as well to bring it inline with the rest of the aircraft stylization as well. Finally, the seats were updated to include "Mooney 201" badging. All in, the project took about 9 months, a long time to be without our beloved Mooney, however it was the best decision we felt we could have made to create our dream airplane. Kyle http://www.comstockaviation.com/
  11. 20 points
    Ok... i’ll Swing the bat here... as a pro-pilot (well... someone that gets paid to fly as my primary job, anyway)... It sounds to me like the plan was adequate- and let me know if I’m missing something... the pilot planned an IFR flight in VMC. The terminal area had a layer between 5-9K, but with VMC prevailing for ~4500’ below said layer. Freezing layer was forecast just below the tops of the clouds. Gusty winds, but nothing outside the relm or workable if they were down the runway (0 crosswind component). No sigmets/airmets for icing. No pireps for icing. I would have made this trip- with the “escape plan” being a descent to warmer air should I pickup ice (unforecast!) on the approach. Which is exactly what the OP did. Things that would cause me to cancel this flight: known ice in the terminal area (pireps showing ice and altitudes associated with them). A freezing layer to the ground (ie- no “out” either below, or geographically). In this case, the pilot was legal, and had mitigated risk by having a plan to get out of any icing should it occur. Seriously- this particular case is pretty cut and dry in my mind and probably the limit of how I personally employ my own light civil in the winter (and mine has tks-anti ice)... but I don’t think it was anything crazy, unsafe or illegal. The key here being that the pilot is VMC for the majority of the flight, The cloud exposure time is exceptionally small, the freezing layer is all the way up at the top of the cloud deck, and a safe, warm escape exists in the 3-4K’ of VMC conditions below the lowest decks (and probably throughout the lower cloud mass as well below the FL) JMHO
  12. 19 points
    My brother, a SWA Captain reported back to back Cat 3's at HOU and AUS this morning.
  13. 18 points
    Well, it's been 2 months since I made my first post on this subject. All repairs have been made to the plane, the Annual is completed, and now we're just waiting on the new engine (which is supposed to be done next Thursday) and new prop to arrive. I found out that the shop really went to bat for me on getting a new prop because I'm told the old one was repairable. There was just no way that was going to work for me. The insurance company, through its adjustor, listened to my requests and for the most part was very responsive to my wishes. Baring any unforeseen issues between now and when the the engine and prop are installed, given that this happened, the result could not have been handled in any better manner.
  14. 16 points
    This was exactly my thought process. And I want to be clear, I posted this not because I think it was "neat" but to demonstrate that even with what I thought was a pretty safe plan, I still found ice and to document what I did when it happened. I knew there would be a couple folks who couldn't help themselves and would act like they always do, but I'm not afraid to post my mistakes so that others learning after me can come here and find examples and file it away in their library of how and why things happen. So, it's fine with me that I got attacked. And called inappropriate names. I knew what I was getting in to.
  15. 15 points
    What are these sectionals and charts you speak of? Are they new apps? Tom
  16. 15 points
    Hello all! I'm excited to announce that we've become a sponsor of MooneySpace! After working in aviation insurance both as an agent and an underwriter for the greater part of the last decade, I started an agency that services all aviation insurance segments- personal, business, and commercial. While aviation is experiencing a general hardening of the insurance market (capacity going down, rates going up for some policyholders and new customers), we will professionally represent all clients in such a way that ensures they receive the best prices and most broad coverage available from each respective carrier. Clients can rest easy knowing that they are being represented by true aviation professionals. Feel free to reach out here, thru the web form at AirspeedInsurance.com, or by phone at 214-295-5055. My email is Parker@airspeedinsurance.com. As always, if you have any insurance questions or would like a quote, feel free to contact me. I look forward to working with you all! I'll also be making a few more posts over the next month addressing common insurance questions and concerns. Parker Woodruff
  17. 15 points
    Tonight marks the 2nd anniversary from my little run in with Carbon Monoxide. Right now I would be getting loaded into the medevac helicopter. Despite having a bad cold right now I can say I'm enjoying the evening much, much more than two years ago. I'm very happy with the response from pilots over the past 2 years. A lot more airplanes have CO detectors now. But we did lose 4 people to Carbon Monoxide in a Cherokee in Iowa a few months ago. I would bet 95% of everyone who reads this post already has a CO monitor, but I ask that you all pester your pilot friends and hanger neighbors to get one. The discounts are still in effect. 20% www.sensorcon.com code: aircraft2017 20% www.guardian.com code: coaware Cheers, Dan
  18. 15 points
    Weather here in NorCal has been very rainy with low ceilings but makes for perfect weather to be doing a different kind of Mooney time. Here are a couple paintings from images my wife and I liked. Sky's are clearing so hopefully we will be getting some flying in soon.
  19. 15 points
    After flying with me a bit, my wife commented that going forward she'd know how to get my attention when I'm not listening to her. "Hey! 252 Alpha Delta!" She says it works better than using my name
  20. 15 points
    Small ridges, unlikely. Control surfaces not put back exactly how they were removed, very likely.
  21. 14 points
    Santa’s gift to me. Sent from my iPhone using Tapatalk Pro
  22. 14 points
    I just retrieved my 252 from Aero Comfort in San Antonio. Hector and crew did an amazing job and were great to work with. The original 1986 interior was definitely showing its age. The project took just over two weeks and came in on time and price. Hector sent almost daily emails informing me of the progress. My wife picked the colours and the design. I don’t think it could of turned out any better. I think the interior is better than that in the new Mooneys. The quality of workmanship is outstanding. I highly recommend Aero Comfort to anyone who wants to have their aircraft’s interior made better than new. Steve Stansel N252VA KCXW Sent from my iPad using Tapatalk
  23. 14 points
    Good grief, @gsxrpilot posts some very cool pictures and this devolves into a debate about climate change? What would have made this thread a lot more enjoyable is if it was followed up by people's experience actually flying approaches like that (something I have never done but always love reading more about), or something semi-related to aviation.
  24. 14 points
    It's been a while since I've flown missions down to Baja for Mother load chapter of Flying Samaritans.Last month ,a group flew down to SAN Quintin ,Baja Mexico Sur.Flights consisted of all volunteers,Dentists,Nurse Practioners ,pilots doubling as equipment repair specialists,MDs ,specialists etc.Here is their report....patients are treated free of charge in a 15 x30 cinder block Ranch structure ,dispensing eye glasses,basic medical and dental services to underserved areas of Baja California.
  25. 14 points
    Thank you for the compliments, but I don’t wear wife beater T shirts, and my mother passed away some years ago, again thanks for your kind words. To the issue at hand, the FAA issued AD 2015-19-97 (one of many covering the subject) which drives you to compliance with Lycoming SB 342G. Portions attached for your education. You may wish to discuss with your maintainer. The clamps in your photo appear to be MS21919WJC series as applicable to tube diameter. Please note that the SB calls for use of Lycoming p/n LW-16266-10-13 and LW-16266-10-75, items 35 and 39 in the SB parts list. These are steel clamps with black rubber cushions. Yours appear to be stainless steel clamps with blue silicone cushions. If you or your maintainer have an AMOC for use of these clamps, I rescind my comment about airworthiness with my apologies. Please post it as other would surely use it. In the absence of an AMOC my comments stand. Clarence
  26. 14 points
    We went out for breakfast this morning to Keystone Airpark where there is a bit of history hiding away unless you know how to look for it... There is a small collection of NASA stuff in storage by a small company trying to raise funds for a museum. Its called Dreams of Flight here in Keystone Heights, FL. First stop on the tour was a backstop used by P-47 crews during WW2 when the airfield was builtt- they would use to aim divergence on their guns. The airport tried to get it removed but OSHA came by and did a soil sample and said "no way" with all the lead thats in that bunker. These are the wrenches used to bolt the Shuttle to the launch pad. ....and these are the bolts. Just 8 of them held the SRBs down, and used frangible explosive nuts to detatch at T-0. You can also see brand-new, never used spare window frames for the orbiter in the top of the photo. Consoles used during the Shuttle era: A used set of Michelin tires. Each set was used once and then removed. These came off Discovery during STS-105 in 2001. And here is the pricetag on only ONE of the ELEVEN nitrogen fuel tanks used in the orbiter Now I think this was THE COOLEST part of the tour. This is the front and rear pieces of the Shuttle Simulator. In these seats sat EVERY ASTRONAUT that ever flew a shuttle. Even the fated Columbia and Challenger crews. The little brown boxes, each of those contains one brand-new chute for the top of the SRBs. Never used, spares made and left abandoned by NASA. This big container? Steel and sealed simply bears the stenciled markings "GRUMMAN AEROSPACE CORP BETHPAGE, NY" and just under it: "P/N B91B30001-48 EA OUTBOARD ELEVON R.H" Here is the first airplane in the world to sport wingtips. NASA used this plane to do drag tests which later became norm for commercial airliners and jets All of this stuff was simply being tossed away by NASA. They got word, went down there with a convoy of trucks, and took is all home for free. They are hoping to raise money to build three hangars and display museum buildings to house off this stuff. The pictures above are only a taste of some of the stuff they have. We then left and went for lunch a few miles away at a friends airstrip for some good food: I then tried my hand at the spot landing contest. Other "opponents" were two 182s, a Comanche 250, 172, a RV-4, and two Aeronca Champs (which I think took 1st and 2nd place). I'm still awaiting the results but I think I came damned close. 45488960_2186189764956257_7767842224791879680_n.mp4
  27. 13 points
    Friends, Romans, Countrymen, Peeps, and MSers.... I was up late catching up with all the reading.... I realized how late it was when a few of you got into work.... From my screen... MS looks like a giant community with lots of M20 pilots.... From your screens at 6am... it looks like I am hogging up all of MS! You know I had a hard time sending Craig a message... he probably got a cellphone buzz at 3am when it came in...on the west coast! Just a small detail that needed a fix... Sorry it took so long to check in... i’ve Been wiping the tears of joy and laughter off the touch screen, but it’s still not dry enough to use... MS is a 24hour, 7day, world wide, hot spot, for a global community of awesome Mooney pilots and maintenance people... At MS, your plane may be AOG... but you are never alone.... Thank you everybody, your sense of humor and camaraderie are greatly appreciated... PP thoughts only, not a sleep expert... let’s start this again, soon... Best regards, -a-
  28. 13 points
    I just want to say thanks for posting your experience here, despite knowing what would be coming your way from some of the locals. I hang around here for the camaraderie and to learn, and I learned quite a few things from your thread here. Unfortunately, I wonder how many experiences others have had that won't share them knowing the often unproductive comments made about their intelligence/decision making/skills that would follow. I'm not saying there can't be constructive criticism offered, but it is apparent reading through the comments in this thread which are helpful to the dialogue and which aren't. If we can foster the kinds of conversations that encourage people to share their experiences, the good, bad, and ugly, I think we will be much better off and all have a greater knowledge base to draw upon. Again, thanks for sharing.
  29. 13 points
    Yes, it was. Just like every other trip where I decide to get in my plane. If I wasn’t willing to risk my life and the rest of you having to pay higher insurance rates, I wouldn’t even have a pilot certificate.
  30. 13 points
    I have always been of the opinion there is much to learn by ones attempt to understand what could have gone wrong and learning how we (or myself) might respond to avoid a similar mishap. Its not at all essential that we assume our speculation of what went wrong is entirely correct, because we are still motivated to learn from suspected possibilities - regardless of what ever the NTSB finding turns out to be. Less experienced pilots learn a great deal from the more experienced pilots as well. But its important to realize that its not about placing blame but about learning. Recall the long discussion of the older Mooney pilot whose plane went very nose up on takeoff till it stalled. That brought about a very informative discussion of how a seat may have slid back on the pilot - a great many people learned something from that about guarding themselves from pulling back on the yoke as well as taking preventative measures to avoid this. But as far as this specific accident goes the current facts we know now, without any speculation, just leaves me feeling angry. I take no solace in this young man's desire to live life large and enjoy his life to the fullest; even though I feel much the same. The facts are: 1) he was only a student pilot 3) the weather was not at all VFR; at the very least he went VMC into IMC; 2) he owned his plane for mere weeks. That's enough right there for me to feel angry about his negligence. I am glad no one else was hurt, but he could have taken out more people if an incident had occurred in a more populated area such as attempting to land. The learning here for us, rather than just to be pissed at his negligence, is to strive to learn to catch ourselves when we are about to push ourselves beyond what is reasonably safe, whether it be to talk to someone else more experienced or just talk to another pilot who knows us. We're human and need to learn to recognize our mistakes so we can correct them before they turn into really big mistakes like this young man's.
  31. 13 points
    Don't you know that the quality of one's landing is always inversely proportional to the number of observers.
  32. 13 points
    A Cardinal on the ramp in Smithville as I pulled my Mooney out. The Cardinal driver said he likes Mooneys but they're just so awkward to get in and out of. He showed me how easy it is to open the huge barn door on the left side of the Cardinal and just slide right in. I said, "yep, I agree, the Cardinal is certainly superior to the Mooney... any time the wheels are on the ground."
  33. 13 points
    Fresh out of paint, our new to us Mooney Rocket. Mechanically she is sound but she will need some love getting the little bugs out. Flew her a couple of days ago at 12,500 doing 206KTAS. Got to love the speed. Anyway, new to the forum and wanted to introduce myself. Gavin Woodman CFI/MEI/ATP AEROCOR.com FlightData.com
  34. 13 points
    The new reman engine arrived a day early on December 12th. I arrived at a settlement with the Insurance Company last week and received a FedEX delivery from them of partial payment on the same day. The balance will be paid on completion of the repairs. Fingers crossed that maybe I will have the plane back this year.
  35. 13 points
    Many of you remember my turbo failure at FL 190 a few years ago on the way to see my dad on his death bed. Well, my new engine gave me some excitement at nearly the same altitude today, at about the same time of the year too. I decided to take the first flight out of my airport area (had over 3.5 hours right over the airport with no issues) by heading to Pittsburgh for some business. I really wanted to fly the Lancair (time wise), but needed hours on the new Mooney engine so I can sell it. I flew over at FL 240 with a decent tailwind, adjusting manifold pressure up or down 1" and/or RPM +/- 50 every 10 minutes, per Jewell Aviation's break in procedure for the first 10 hours. It was an uneventful flight, other than getting a STAR and full ILS into KAGC. Coming out, I was eventually cleared to FL 230, still flying the SID, climbing through FL19.5 and I heard a loud "pop" and then the engine started running a bit rough. I first looked at RPM and oil pressure, everything was fine. My next glance went to manifold pressure and it had dropped from 38" to 20". Knowing a bunch of my Lancair friends flying the big bore, turbocharged, Continentals have had trouble either blowing turbo boost hoses or clamps, I suspected this was my issue. I was just being transferred from one Cleveland controller (the low altitude one handling FL 230 and below,) to the high altitude controller and was given FL 240. I called him back and said I would likely not even hit FL 200 and would need to go down, explaining my engine issue and likely failure mode. I asked for an airport to the west, as it appeared VMC compared to along my flight path. A local pilot, hearing my situation, suggested New Philadelphia (KPHD) and that's where I headed. He gave me FL 180 immediately and 9K within minutes. He asked if I wanted to declare an emergency and I said not yet, as I suspected I would gain back some engine power as I descended (which I did). He soon handed me over to Akron Approach and they were more than awesome helping me spiral down to the airport, even insisting I call when I landed so they knew everything worked out. While spiraling down the last 4K to the airport, I saw someone landing and was concerned they were doing T&G's, so announced my situation. The guy, flying a Cherokee 6, not only offered help, he monitored my progress until I landed and then came over and helped me remove the engine cowls to find the issue...........a broken clamp on the very first intake hose coming off the turbo. His name was Brian, and he called Eric, the airport manager/mechanic, who arrived within 30 minutes on a Sunday evening to help. I had a serious weather system coming across the Midwest / Michigan, and if I didn't get out within a few hours, I would likely have been stuck there until Tuesday. He had some new clamps and helped me install one and both guys helped me re-cowl the engine so I could depart. Total ground time....less than 2 hours. I appropriately compensated (with cash) the mechanic, although I may send him a check as well. Brian would not take a thing from me........even getting insulted that I would try to pay him. Pretty impressive!!! I thought this might come back to an issue with the installing mechanic, but seeing the clamp failed at the base of the screw assy, it appears just fatigue. I did run into some weather with the delay.....seeing some pretty serious icing for a while (oh man, do I love that TKS!!) and turbulence. But, I made it home for a late supper and a relaxing 20 minutes in my hot tub. Now I know why the prospective buyer wants 10-20 hours on it before buying it. https://flightaware.com/live/flight/N1017L/history/20181125/2040Z/KAGC/KIMT https://flightaware.com/live/flight/N1017L Tom
  36. 13 points
    If you’re arguing that as a citizen of this great country you have a RIGHT to be obnoxious, unsafe and contribute to the already poor public impression of GA safety which leads to more restriction, regulations and the loss of public use airports then you are absolutely correct. I would argue that in addition to our RIGHTS we also share a RESPONSIBILITY to the public and fellow aviators to fly as safely as possible. My personal experience in 28 years of flying is that ATC will bend over backwards to help me out as long as I interact with them in a respectful and professional manner. Since I’m paying for their service, I plan to take advantge of it. Regarding the “longish diatribe,” I welcome it. I have met @kortopates and he is one of the most knowledgeable, competent and professional aviators I have ever met. In additon to what he mentioned regarding his work with the FAA, he is also a CFI, MAPA instructor, A&P, teacher at the local college, Savvy analyst, retired engineer and a bunch of other things I probably don’t even know about. I have flown down to San Diego more than once just to fly with him (I told my mom it was to visit her, but it was really to fly with Paul). Perhaps as a thought experiment consider what generally happens when everyone behaves in a professional and respectful manner in a shared space compared to what happens when everyone behaves in a selfish and obnoxious manner “because I can.” You certainly have the right to be “that guy.” Whether or not you chose to act that way is up to you.
  37. 13 points
    I don't understand your point, none of those TRACONS are as large or as busy as the SOCAL TRACON that @ilovecornfields was giving the example case for using FF. Based on FY16 data, SOCAL is the busiest and largest in the world with over 2 1/4 million operations over 18,000 sq mi of airspace, New York is #2, and then NORCAL is #3 and nothing else tops 1.5 mill operations. POTOMAC is #4, Philadelphia-Consolidated is a distant #10. In my busy SOCAL airspace, as a Lead FAASTeam rep we are doing everything we can to get GA private pilots to use FF when VFR. In order for us to be able to share the complex airspace with the rest of users we really need to help ATC do their job in separating traffic by participating in the system. We are constantly in danger in loosing more of our airspace to Class B or C largely because of the pilots who refuse to participate making it much harder for the rest of us. Especially the latest fastest growing segment of pilots that think because they have Ads/B In that they can be their own controller! Others have made the case for benefits of FF, but I am making the case that if we all work together and participate by talking to ATC they have far less reason to take away more of our airspace. Some examples of how non-participating aircraft create a pain for the the system are: We get GA pilots flying right up to the boundary of class B not intending to penetrate it but since they're not talking to ATC, the controllers have no idea what their intentions are. So when a controller sees a plane squawking 1200 headed for an IFR commuter or airline he's not going to wait to see what you do but start moving the airliner, since Class B airspace deviations are common. And if conditions are right between the two planes, like a climbing GA plane and a descending airliners (vice versa) our actions can cause a TCAS RA and the detecting traffic has to take immediate action increasing everyone else's workload because someone thinks its their right to fly around on the edge of busy airspace without talking too anyone. These actions will just cause us to continue to loose more airspace. For example, for the past decade we've been fighting to keep Long Beach airspace (under the Bravo) from going Class C, but it appears we may be losing the battle and pretty soon. Other problems are that unless your mode C altitude has been verified by talking to you, they can't trust it and have to give you a larger bubble of airspace. I am sure all participants have heard the the controller call out a target and say "altitude unverified". I implore anyone that feels they don't need to participate to take a tour of their local TRACON, they are generally available. My TRACON does one every month and I schedule tours for all my students. I am confident that once more knowledgeable from attending such a tour all will make the right decision to use FF. Even going out to the practice area to do maneuvers. Also we're very fortunate to have a Controller responsible for doing outreach with a suitable budget and time to give presentations to our pilots throughout the TRACON. Its truly a 2 way street and we've given him an education from our perspective that controllers have to be there for us, so recognizing it can be tough sale for some pilots that don't want to talk, he listens to pilot concerns about being dropped etc and takes those back to his colleagues and its made a positive impact on our services here as well. We have for the most part only a couple sectors that can get so overwhelmed that they really do don't have time to give VFR FF. But even when that's happening the better ones keep you N number and say they'll call you back in 10 minutes (its almost always just a few minutes later) or some will ask you to call them back in 10 minutes.
  38. 13 points
    Thank you for all the input you gave me on my dilemma on curing the inadequacies of the value guides. I think this is what I am going to do. Please let me know if you think I am on the right path. I am going to use my old MAPA format but instead of talking about a certain topic each month, I will just give some general information about buying, selling and pricing/appraising Mooneys. I will separate the data by model (pre-201, M20J, M20K, etc...). I am going to give it away in a PDF format. The only requirement I will have of the donee is that I get his or her name, valid email address and phone number and a little note about what they expect to do with the data (use for buying, use for selling, use for insurance, use for just 'hey, I like stuff like this'). If the data is being used to purchase or sell a plane, I will ask the user of the guide to provide me with actual sales data after the sale is completed so that I may keep a confidential record of sales that happen outside of my business. I will ask the user to donate to me voluntarily if the user finds the data useful. If the user doesn't want to donate, no harm, no foul, but if the guide helps them make a wise $50,000 or $100,000 or $200,000 decision, perhaps they can make a small contribution to me for the time and effort put in to produce and keep the data current. I will, of course, identify myself in the guide and explain what my services are with respect to buying and brokering Mooneys. This plan will not likely fix Bluebook or VREF and it will not likely have a real fix to the appraisal points used by lenders (who are shackled to BB and VREF). However, having the data available and a reasoned approach to how to add properly give credit for equipment in a plane may eventually have an affect on both lenders and existing value guides. Does this sound like the proper strategy? Does anyone else have any ideas or want to add to this plan? Thanks again for all the input to date. It has been a good learning experience for me. Jimmy
  39. 12 points
    On December 22nd my wife and I planned a trip to Tucson to spend Christmas with our family. We had planned to leave on Friday the 21st but icing conditions in Huntsville made us push the trip from Friday to Saturday. Saturday was a beautiful day to fly with clear skies and good visibility. The headwinds were high but that isn't unusual this time of year. We wanted to get to El Paso by about 4:00 PM so that we could make Tucson before it got too dark. Everything was working great as I called for clearance from El Paso ground and taxied out to 26L for takeoff. After receiving our takeoff clearance I leaned for the high altitude and started the takeoff roll. A few seconds after rotation I heard a fairly loud thump and felt a shutter in the airframe. I scanned the engine instruments and everything looked good. The plane was flying fine. My first thought was that the airliner that landed just before us lost some tire tread or we lost some tread from the right tire. I called the tower and reported the noise and that I though I had hit something on the runway. I stated that I wanted to return to land and check for any damage. The tower cleared me for a downwind and reported that our gear looked fine. He also stated that he didn't see anything on the runway. I left the gear down, did a normal downwind and eased the plane onto the runway. Even though the tower stated that we had no damage I wanted to be careful. We parked back at Atlantic and I checked the plane over. I started at the right wing since I though I had hit something with the tire. I couldn't find anything on the wings or the belly. One of the Atlantic guys asked if I had always had scratches on the prop. When I examined the prop I knew we were done for the day. One blade had scratches across the entire backside of the blade. There were also a few scratches on the front side but nothing like the scratches on the back. What is really disturbing is that you can move the blade several inches fore and aft. The blade also rotates about 10 degrees without any resistance. After seeing the damage I felt good about the decision to land and check the plane. I called Joey Cole at home (what a guy to take my call on a holiday weekend) and he wanted pictures to see the damage. He though I might have had a prop strike requiring an engine teardown. When he saw the pictures he believes that the hub has failed and there was no prop strike. I had called the tower after finding the prop damage and suggested they check for FOD on the runway. They weren't able to find any FOD but i am fairly certain that at least some of our prop hub was left on the runway. So far I have spoken with the tower, operations and the FSDO. It looks like they will be classifying the event as an incident and not an accident. We'll see how that all plays out. I am to follow up with the FSDO manager when we determine what happened. The good news nobody got hurt. The plane will be fixed. My wallet may be a bit lighter when it is finished. Tomorrow we are driving to Tucson. Before I do that Joey wants me to remove the spinner and send him pictures. I'll update the thread when I see the hub. I'll post prop pictures shortly. Jim
  40. 12 points
    Jennifer, I told you to stay off my airplane forums! I know it’s you, mooneyspacers don’t rat out other mooneyspacers spending habits! (Sorry guys, I think 40-0Flight might be my wife, she’s obviously trying to find out where my daughter college fund is going!)
  41. 12 points
    Not A Real Call Transcript: Dave-Not-Ramsey: Caller #1, welcome to the Dave-Not-Ramsey Show. How are you. Caller #1: Doing well Dave, how are you? Dave-Not-Ramsey: Better than I deserve to be. How Can I help? Caller #1: I have an older Garmin XL300. Should I upgrade to the GNS 430, GTN 650, or maybe a GTN 750? Dave-Not-Ramsey: Help me understand why you need to upgrade. Caller #1: Because Marauder keeps posting pictures of his panel. I think it could be the reason he's getting all of those ladies. Dave-Not-Ramsey: That makes sense. However, you'll also need to also add an IFD550 next to the GTN750 if you really want to be in the cool club. Are you paying with a credit card? Caller #1: Maybe. Is that an issue? Dave-Not-Ramsey: Only if you Max it out. Caller #1: What if I do? Dave-Not-Ramsey: Then you'll need to apply for another card quickly before moving on to baby step #2 Caller #1: Which is? Dave-Not-Ramsey: Have you seen how many people Bob Belleville's can fit into his E? Caller #1: Yes. Dave-Not-Ramsey: Have you seen his paint? Caller #1: Yes, it's very nice. What does that have to do with how many people are in the plane? Dave-Not-Ramsey: Paint attracts passengers. Caller #1: He posted those before the paint. Dave-Not-Ramsey: Spend the money, planes are great investment vehicles... next caller.
  42. 12 points
    I appreciate that @ragedracer1977 told us what happened, what he learned from it and perhaps what we can learn from it. If we jump all over him and slam his decision making, we are stifling these types of posts. My favorite column in Flying magazine was “I Learned About Flying From That”. There were a series of mistakes made but everyone one of them was alive to tell the story so they must have done something right. I wonder over the years how many lives were saved by that column as we all got to peer into their minds and hopefully see flaws that we could avoid. Rather than slamming the OP, I think we should start a section called “I Learned About Flying From That” and no negative comments allowed for those willing to share their experiences with us.
  43. 12 points
    We were young, semi-comfortably settled in a small northern Ohio town, with two children under two, a tiny old house, a thriving and 24/7 country-doctor practice, and papa was quite satisfied with his lot in life. Mama not so much, maybe. Wee town, cold, cold, cold, snow, gray, lonely Southern girl, very demanding babies, not cut out, it seemed, for housewifery. The women I knew were much into canning, quilting, daily vacuuming, and comparing pregnancies. Arggghhh! Our Hero suggested (in the course of a lengthy one-way gripe-fest) I consider signing up for flying lessons. Um, sayWHAT? “Cheaper than psychiatry,” he shrugged. Not true, I suspect, but who, me? Argue with male logic? He still happily occupies the right seat, now in a lovely Screaming Eagle, snoozing contentedly, on his way to see the world’s finest grandchildren.
  44. 12 points
    Is third class medical is processed simultaneously with the student pilots certificate? It used to be when they were paper certs. If that was the case either this guy was a student pilot and his CFI is F’d or he was a wet ticket PPL and had absolutely no business flying that day @RobertGary1 I think your conceptual framework on the value of this discourse is entirely wrong. The value is in the hypothesis generating and hypothesis testing that may or may not align with the NTSB factual or final. I’ll bet a lunch at Smitty’s that this NTSB report will read almost word for word: The VFR pilot’s / student pilot’s continued flight into instrument meteorological conditions” and the would continue in a couple of ways... which either resulted in CFIT or SD and he happened to crash on Diablo. The radar data will tell us which one. Is that important - probably not. The lesson learned is one of ADM and judgement. If twelve poeple on this thread come up with 11 scenarios or lessons that can be learned, and they are plausible, then they are hugely valuable. Maybe I discovered three new ways by which I can avoid killing myself in an airplane thanks to my internet friends. It doesn’t matter whether my leaning is based on the exact facts of this case- if plausible and I learn something to keep me safe, I still win. It not so much whether our conclusions overlap with the one or two official NTSB conclusions that’s so important. If you are a CFI, I’d implore you to adopt this type of safety culture adult learning approach with your students. It gets the mind engaged and seeks out potential weakness in our own operations even though our operations may be dissimilar from the “index case”. Here’s an example from my line of work. Let’s say there’s a bad patient outcome in a hospital. Let’s say they pass away. You could approach the bad outcome by saying “let’s wait for the autopsy report before we make any rash conclusions because we may not be relying on the official facts of the case”. That’s absolutely the wrong way to approach known or potential safety issues. The correct way would be to take a “deep dive” prior to the “official report”. Examine systems, processes, redundancies. Identify weaknesses. Try to find the other holes in the cheese which were there but may may not have been the holes that lined up. This is all done just because something bad happened. Changes and processes are implemented. Then, later, when the official report is available, you do the “deep dive” process again and compare to your conclusions from the temporally proximate deep dive. Rinse and repeat. This is one but not by any means the only example of how systems get safer... not safe as a black and white concept. Right now the Mooney owners and operators “system” is doing a deep dive. Some changes will be implemented. “Brad airlines” is doing a deep dive because a type I operate had a bad outcome. It’s kind of like how Southwest Airlines is interested in the Lion Air crash now and not just when the final report comes out. Heck the hypothesis testing and discourse might even save a life of a Mooneyspace member. It’s not about the “I’d never do that” and want to distance yourself from an adrenaline junkie attitude - it’s quite the contrary. And yes I’d wager that any pilot who is a serious member of the aviation community would welcome this type of discourse if they were involved in an accident or incident if it could help others. Those that are on Mooneyspace and have been involved in an accident or incident have generally welcomed this type of discussion. For example - I would never have thought it important to have a CO detector had not Dan been so open about his accident. That’s all I have to say Hope @RobertGary1 starts to see things in less of a black and white manner- especially if he’s instructing as this one should hit home hard for CFIs out there. I’ll probably be a CFI within a year. I’m thinking now what would I do if I encountered a student with an adrenaline junkie personality and counsel them on risk assessment? Call it quits and tell them to shove off? Try to teach them. This case is a valuable tool for those thought experiments. - B
  45. 12 points
    I finally have gotten a chance to organize and post some pictures on my new plane that I picked up and flew home on January 16, 2019. Shout out to Paul Steen for his insight and advice. I was fortunate to be in the right place at the right time to acquire this plane. N5901Q was factory demonstrator that was purchased in 1966 by Rudy Frasca. He kept it in Champaign/Urbana, IL and flew it as his personal airplane up until 2014 when he donated it to the EAA. It was flown to Oshkosh that year but was basically parked until this past fall. I believe that the paint and much of the interior is still original, but is in very good condition. The plane has been very well maintained and has had a number of nice upgrades in the past 10-15 years ( redo the panel in a standard 6 pack config., Garmin GNS430, GMA340, GTX327, and an S-Tec 30 w/GPSS). It also came with some interesting historical items, such as a Mooney color brochure from 1965, a Mooney PC brochure, and a Mooney Service directory list from 1965. I also got the original Mooney leather key holder complete with a screw driver. here are some pictures if you’re interested.
  46. 12 points
    I found my stolen 430 on ebay, the person who stole it spent 8 yrs in federal prison. Brian
  47. 12 points
    "two teenage girls and some bags" You need a PC12
  48. 12 points
    A beautiful story. About 5 years ago at the local farmers market, I met a fellow who saw my Mooney hat and told me he was a pilot. Turns out he was a 97 year old former B24 pilot who learned to fly during WWII and hadn't flown in anything, not even commercial, since WWII. This is a rural farming area and he was a farmer, and it is not so uncommon that people just don't leave the area much for anything. So when I learned that I offered him a ride in my airplane and long story short we had a fantastic afternoon a few days later flying. And some memorable pictures. I won't post them out of respect for his privacy, but let me say I have a fantastic shot of me and a very proud looking 97 year old WWII vet, who is standing tall and strong still at that time. In fact except for his skin, you would guess he was 60 since he bounced around with no problem, and he was tall and lean, and sharp.
  49. 12 points
    ....so passed my Commercial practical today... badum dum. Ok, I may have ripped that title and punch line from POA, but oh well. Poor weather in the NE had today be the third attempt at getting this accomplished. Umm, now what? On to Multi. Where can I get a twin Mooney from? Yes, I know about the original M22 twin prototype.
  50. 12 points
    Had a short flight to Andalusia, AL on Saturday for the South Alabama Air Show. It was a blast! Great performances from everyone, and a huge variety of acts. Even had a special visitor. and the best sunset when I landed at home! It was a surprisingly good show, clear blue skies, calm winds and comfortable temperatures. Huge variety of performers, from Cub to MiG-17, with a B-52H "special guest" that made 3 passes before heading out. You never know what you will find at a small, out-of-the-way air show. No admission charge, either. I made sure to buy fuel, and had great lunch from an area civic group. Flying down and back was smooth as glass and very satisfying. The whole day just made me feel good!

*Members that donate $10 or more do not see advertisements*