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  1. 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
  2. 12 likes
    I've had my first customers airplane now for a couple weeks for the cowling modification. I'm waiting on FAA field approval before I physically start the mod on the aircraft. I have all the parts in house and just have a little more to finish on the baffling then I'm ready to go. My backup plan is using DER's if for some reason the FAA turns down the field approval. Once I get started, I'll post the before, in progress and finished photos in this thread. Thanks, David
  3. 12 likes
    Okay, let me do my best Carusoam impersonation here... What I've learned from this thread is: 1. Some planes don't get flown often enough. 2. Some pilots don't have access to planes often enough. 3. These issues may provide some mutual benefit. 4. The FAA isn't overly concerned about private plane rentals. 5. Your insurer or finance company may not be too happy about it though. 6. Check on renters insurance for such situations. 7. Look around and you might find some sweet deals on plane access. 8. Arrows are decent airplanes but they're still not Mooneys. Not a CFI, A&P, AI, CPA, CFP, FBI, CIA, NSA, PhD, nor an insurance agent, but I DID stay in a Holiday Inn Express last night. Sent from my iPad using Tapatalk
  4. 11 likes
    Thanks guys! I'm getting used to being the oldest guy in the room. Sad how few of my friends from the past are still alive. Message: Eat well, drink moderately, do unexpected things, and never stop learning Sent from my iPhone using Tapatalk
  5. 9 likes
    Nervous but excited. Pre-buy next week. https://www.controller.com/listings/aircraft/for-sale/17574153/1965-mooney-m20e
  6. 9 likes
    i'm 67 but lost medical 3 years ago and FAA just told my AME TO "wish me luck" if I were to apply again. My Doctor says cancer is no longer active, but the FAA thinks otherwise. So my Mooney is in annual and may soon be sold. Ihave taken up High Performance Driving Education and am a certified Instructor. Sort of like flying low When plane sells I'll get something faster.. Bill
  7. 9 likes
    82 this month, but still a kid at heart. Started flying (Army De Havilland Beavers on wheels) in 1956 - Long story, I was not an Army pilot. Civilian flying started around 40 years ago, and I bought my first Mooney shortly thereafter. Pretty much continuous flying since then in a variety of owned aircraft for business and pleasure. I know there are older Mooney pilots, but I don't know if they are MS members. Sent from my iPhone using Tapatalk
  8. 8 likes
    From all the bad backs around here, I am gathering that Mooney needs to go back to the drawing board on this whole rubber-puck-landing-gear thing. Or you guys just need to learn to land softer.
  9. 8 likes
  10. 8 likes
    All depends on the specific surgery and the underlying cause for the surgery. 4-6 months of no flying would be pretty drastic. I do brain and spine surgery to pay for 100LL. direct message me details, phone# etc. I'd be happy to discuss with you. Brad.
  11. 8 likes
    Since the thread is creeped quickly into finding women and talk of unicorns, if you have never watched this video, it is definitely worth the watch..
  12. 7 likes
    Back to the issue at hand. My thoughts are as follows: 1) This aircraft likely isn't going to sell as is for $14.5K. 2) $10,000 to make the fuel tanks airworthy seems excessive. 3) Aircraft ownership is going to cost you one way or the other...in the wallet or in the form of sweat equity. Sorry for the "tough love", but if your dream is to own and operate this Mooney, then you need to stop with the sob story and get to work. You have stated that you can't afford to just pay to have it fixed, so that leaves only one other option...sweat equity. Talk to your mechanic, if he won't work with you find one that will. The are several airports within 25 miles of you, which means there are several IAs. No offense intended, but anyone maintaining a certified aircraft needs to be prepared to write a $10,000 (or more) check at anytime or be capable with tools and have a predefined relationship with an IA (having both options is best). If you have neither, you need to find a creative way to make up for it. A sob story isn't going to get you anywhere. There are many folks who've conquered worse. You need some inspiration; you should watch the movie "The Edge" There's a lot I like about the film. In particular there are two quotes from the movie that are applicable here. "Never feel sorry for a man who owns a plane" "What one man can do, another can do" There is a way out of this FlyHigh603, but your current mindset is way too negative. You're currently heavy on devastation and light on gumption; you need the inverse to make this work.
  13. 7 likes
    Flew it home this morning from calgary. A few minor issues to resolve, right wing feels really heavy during level flight, not sure if the JPI is working properly and the Attitude indicator isn't working properly so we could not use altitude hold of really even the auto pilot as it always wanted the nose night. I'll get some separate posts on the later, but I am just pumped to have my plane home!
  14. 7 likes
    Body is 74 'til April. Mentally, probably about to graduate from high school. Soloed in 1957, ticket in '60.
  15. 7 likes
    My plane doesnt often save me money. It DOES however save the one thing that money cannot buy....TIME. That makes it worth its weight in gold to me.
  16. 7 likes
    Dogs are wonderful companions. In addition to Mutt Muffs be sure to protect them from cosmic rays. Sent from my iPad using Tapatalk
  17. 7 likes
    This is perhaps the most interesting and heart wrenching thread I've read on this forum. There have been lots of comments about whether or not it was smart/safe/well planned/etc to fly that night. As a point of learning from this tragedy I also believe it's worth discussing what do you do if you find yourself in a similar situation. I submit a simple, plain English statement to ATC can bring a lot of resources to your aid. A radio call such as "I'm disoriented, I'm having trouble controlling heading and altitude and I'm low on fuel. Please help me get this plane on the ground." will get you a great deal of priority. Please don't take this as a criticism of the accident pilot but rather a suggestion for the next one of us who finds him or herself running out of options.
  18. 7 likes
    I always tell my patients that i would much rather have then say "I wish that I did this sooner" rather than "I wish I didn't do this." You are ready when you are ready. Most of the time it is ok to wait unit it is the right time for you. Sorry it was such an ordeal to get you fixed up. Good job seeking out the right doc for you. I'll have more about that for @peevee offline. My favorite t-shirt: "It's not Rocket Surgery" Today was all spine surgery. Tomorrow is lumber fusion surgery and then a brain tumor. I love that everyday is different. @Hyett6420 - really not all that impressive - when I'm at home, I am still the trash boy (have to remember to take it our Thursday night ). And it doesn't get me any priority with ATC. Sounds like you are in a much better situation than some of the others. Spinal stenosis can certainly be a bad problem, but the fixes are a little easier. Physical Therapy, Injections by pain management. If that doesn't work, the surgery for that is usually about 1 hour or so and maybe home same day or one night in the hospital. Probably flying in under one month. Feel free to PM with questions. Yes, the spondy often progresses to needing surgery. I absolutely recommend looking around for the correct surgeon for you. The internet is a good starting point, but don't rely solely on the bad or good that you see there. I usually treat spine fractures (I am assuming here, I couldn't find it rereading the accident thread) for about 12 weeks in the brace. Depends a little on the type of injury, but that is a good general rule. If you are complaining about the brace, that is awesome! Given what you could have been complaining about - I'll take it. I hope all else is healing well! Bone spurs in the neck are usually fairly easy to deal with. If you are talking about a cervical discectomy and fusion, you could be back in flying shape in 2-4 weeks. If it is just a pinched nerve, put it off as long as you can deal with it (pinched spinal cords are a different issue). Happy to answer questions if you want. A second opinion is always a good thing when considering anything like spine surgery. No one should discourage it if you mention seeking one. Don't feel bad about it.
  19. 7 likes
    Made my second flight to Florida this morning from the U.P. of Michigan with the Lancair. Caught a bit of tailwind making it pretty enjoyable. Boy I love this plane!
  20. 7 likes
    An article discussing some aspects of Mooney airframe icing by Bob Kromer was posted here: http://www.mooneyevents.com/flying5.html. It focuses on tail stalls. From the article: "... But as you can imagine, we also learned a lot about structural icing on the Mooney airframe during thest tests. Lots of important information came from those tests, but I want to pass along what I think was the most important for your consideration. Most of the airframe ice I accumulated at altitude was brought to the approach and landing. It was just too cold at lower altitudes to melt anything. And what we learned that I think was so very important was this - WITH AIRFRAME ICE ON A MOONEY DURING APPROACH AND LANDING, CONSIDER LIMITING FLAP DEFLECTIONS FOR THE LANDING. Here's the reason. We all know the amount of nose up trim required in our airplanes is pretty substantial to retrim when the flaps are extended - especially the M20K, M20M, M20S and M20R airplanes. Retrimming our airplanes causes the entire horizontal stabilizer to move and significantly changes the angle of attack of the horizontal tail's leading edge (nose up trim is leading edge down). With a substantial amount of ice on the horizontal tail (1/2 inch or greater), we found that the airflow could seperate over the horizontal tail and the horizontal tail could begin to stall when retrimming the airplane nose up for the landing with anything greater than 15 degrees of flap deflection. The buffeting started around 85 KIAS with the flaps at the takeoff setting (15 degrees) and got worse as we got slower. Buffeting was felt through the control column and elevator effectiveness was greatly diminished. With ice on the M20K prototype while landing, I learned to make my approach and landings at 90 KIAS with the flaps up. This completely avoided the retrimming/tail buffeting/stall situation. We felt so strongly about this (limiting flap deflection for landing with ice on the airframe) that we immediately added this recommendation to the Pilot Operating Handbook for the 1985 model M20K when we got back. The aerodynamics of the airplanes we all fly are very similar. I suspect that what we experienced on the M20K prototype in Canada you will experience in your airplane. So think about limiting flaps to minimize retrimming the tail when landing with airframe ice on your Mooney. Keep the speed up on the approach (85-90 KIAS) and carry that extra speed to the landing flare (just make sure the runway is long enough to handle the extra speed and landing distance). Stalling the horizontal tail is something not to be reckoned with, especially close to the ground."
  21. 6 likes
    Gee, I guess all the really old guys aren't willing to fess up openly. At 78, I appear to be the second oldest one to admit it.
  22. 6 likes
    I'll admit to being older than I look. And older than I act.
  23. 6 likes
  24. 6 likes
    I tend to get a little peeved when folks start discussing lunch plans or hey Joe is that you but radio clutter is kind of a case by case issue heck at my home field you can go hours without hearing a thing. And to be honest if it's not busy I tend to enter the pattern on whatever leg I'm on as I get close if it's ten miles out and on the base heading then that's my entry. There have been times when there might be one other plane in the area and they sometimes get pretty bent if I announce a ten mile final for straight in. But I just let it roll off and do what I think is safe and best for the situation and sometimes a 45 mid field could put you into a crowded mess. I think it's also very good form to work with others in sorting out the order of things be gracious let the fast movers go ahead etc. and at the same time you fast movers shouldn't think you deserve first dibs when way out if some guy in a 172 is in the pattern already. At the uncontrolled fields we are our own stewards and it's all about communication except for the guy with no comm's (something I still think strange) that it's not required.
  25. 6 likes
    This is how the front end of the C should look like.
  26. 6 likes
    That's excellent. All my primary and instrument pilots are required to verbalize this prior to every takeoff. Its imperative to have the plan in mind before takeoff so that when the day comes and it happens the decision has already made been made so we're not just turning back to the runway without altitude. Plus not climbing at really steep attitudes helps not stack the deck against you when we have so little precious time to push the nose over. Before take off, it'll go like this: Departing Rnwy 27, we'll need 55 kts before taxi way C (we need 2/3 to 3/4 rotate speed by the halfway point, vocalize what these are) to continue the takeoff roll or abort, after take off if we loose power we'll land straight ahead (small turns only) till we have 1400 MSL (1000' AGL), above 1400'MSL with expected right departure we'll turn right for runway 17. Then on the go, it'll go like this "Oil pressure in the green, Airspeed alive,... we have our speed to continue, ... rotate speed, (Vx is used limited to clear (simulated) obstacles, then accelerate to Vy+10-20 kts) (Iam not a Vx, Vy climb believer, and personally subscribe to John Deakin's Climb Faster method, see http://www.avweb.com/news/features/Climb-Faster-221694-1.html)
  27. 6 likes
    When I was doing my ATP training I had to verbalize what I was going to do if I had engine failures after I took off. One item was if both engines quit I was going to land in the field off the end of the runway. Even if you don't verbalize it say it in your head before you advance the throttle what you are going to do if your engine quits on takeoff. We often take takeoffs for granted because it doesn't take a lot of skill to take off in most cases, but it is the most dangerous thing we do.
  28. 6 likes
    Owned a 64 M20E 1989-2012 (about 2000 hours), and experienced "flooding issues, rough idle, surging, hard hot starts, engine cranks, (no start), hesitation, sputtering". Fought a fuel injection issue for several years, ended up having my fuel system rebuilt. A couple of years later totaled the E due to an off-field landing, NTSB determined a piece of a torn O-ring in the fuel servo had blocked fuel flow to all injectors. Have owned a 65C since 2012, and so far we have not experienced any of the symptoms that you attribute to a carburetor. Other than an increased fuel consumption of about 0.5 gal due to a carb, it's been great.
  29. 5 likes
    One of the most important things I have learned when buying an airplane is inspecting the owner/seller.
  30. 5 likes
    That's called an Avidyne 440
  31. 5 likes
    Do you have flexibility in your travel/meeting schedule? Having a rigid schedule with no alternative travel method is not compatible with general aviation. Many pilots have lost their lives because they were in a hurry to get somewhere and launched into poor conditions. An instrument rating will help a lot but there are still times when the right decision is not to go.
  32. 5 likes
    What fun! Any of you ever used a Univac (or even ever heard of one)? The Department of Defense "gave" me one (of 12 in the world) to use in the mid 1950s. It was the Cray supercomputer of its day, and all programming was done in analogs. Punched paper, punched cards, and punched steel (Gillette computer interface) were sometimes used as input devices. The Univac used a roomful of vacuum tubes- 6L6s or 5881 (mil spec) by the hundreds filling an air conditioned and humidity regulated room. Yeah - "sophisticated" 8 K programs! But it was the best tool we had at the time. And amazingly we built some great equipment with it. Now I sit here typing this on my iPhone 7+, with far more power than I could ever have envisioned then. An observation from a very old guy: You are never truly old if you keep yourself on the leading edge of technology, and learn to use the power to expand your skills. In a week I will fly down to San Louis Obispo for a UFO. (United Flying Octogenarians) meeting. As always there will be some very technical sessions dealing with the use of the newest avionics, and how to best understand their use. Fun group. Sent from my iPhone using Tapatalk
  33. 5 likes
    Growing old is mandatory, growing up is optional.
  34. 5 likes
    If you keep fixing the things that are wrong, eventually it will become reliable. The things you mention are normal for a neglected plane. Both Mooneys I have owned took about 4 years to become reliable. After that it will take you anywhere you want to go. It sounds like you are a mechanical guy, find a mechanic that will work with you and let you fix things up. When you are not working by the hour, you can strip and repaint any part you take off. You can spend hours degreasing the underbelly that only you see. You can pull the whole interior, clean and repaint the floor and wing spar. Clean and repaint your wheel wells. When you do all this you will find those little things that need attention and learn a lot about your plane.
  35. 5 likes
    I guess I'm primarily a cat person but on PnP flights I've found dogs treat the airplane like a car, although they can't stick their noses out the window The one accessory I've found useful is a tether that locks into the seatbelt. Let's them move freely about the rear while still being under some restraint.
  36. 5 likes
    Dropped plane off at Maxwells for an annual. Always fun things to look at.
  37. 5 likes
    For some reason I get the feeling we won't see the reduction of fuel taxes that supports the current system and only a raise in fees to support the new proposed system. Otherwise I currently don't have a problem with the idea but reserve the right to change my mind as I learn more.
  38. 5 likes
    There are a number of planes at every airport that need to be flown and are literally wasting away. In the last 8 years, I flew a Cherokee 235 and a Skylane in exchange for washing, waxing and assisting with annuals. I also bought a tire or two, a rudder bungee and some oil and filters. The owners, one elderly WWII vet and one busy doctor were delighted to have someone put 50 or so hours a year on their plane that would have otherwise been deteriorating. A renters policy will protect you both. Hang around the FBO, talk to the maintanece shop on your field. You might be surprised what kind of a deal is available.
  39. 5 likes
    Had a broken back in '94. Replace two vertebrae and bone craft another one. Told me I would never be able to use my back normal again. Said may be 60%. 23years later and I'm flying. Good gym, good food and dont tell me I cant. If you take it easy you will be up in no time. It took me 4months.
  40. 5 likes
    Not relevant in this case, since they were equipped with only basic NAV/COM, no GPS or DME. While probably not relevant in tis case, this F had not installed shoulder belts WHICH SHULD BE THE FIRST UPGRADE FOR ANY VINTAGE MOONEY.
  41. 5 likes
    What caught my attention was that he flew an RNAV approach without a panel mounted GPS and did the same with the owner when they flew practice approaches. Sent from my iPad using Tapatalk Pro
  42. 5 likes
    Get the plane first!!! That's what I did...bought plane at 33, got married at 40. Got two unicorns! Edit...I started with a solid plane that had some nice upgrades from the previous owner...I've continued pouring money and labor into her...so she is now a unicorn and not for sale. I've also enjoyed flying her for the last 10 years, except while down for overhaul and some mods. Sent from my LG-LS997 using Tapatalk
  43. 5 likes
    Just came home from Denver. 9.3 hour flight was not my longest duration flight but certainly my longest distance. Over 1400nm. I planned a fuel stop enroute but didn't feel like wasting time so we just went straight to Linden. I did get some tailwinds but not all that much because of the current weather pattern. Tailwinds ranged from 0-20knots at 9000ft. This trip was: KLDJ -> KADS (Dallas, TX), KADS -> KFFZ (Phoenix, AZ), KFFZ -> KAPA (Denver, CO), and KAPA -> KLDJ (NYC). Second longest was 1320nm from Linden to San Marcos but it took 11 hours due to head winds.
  44. 5 likes
    Pritch, you gotta try out www.savvyanalysis.com/ An account is free and it provides free archival of your data and the online tools blows away EzTrends plus its makes its easy to share your data with your maintenance professional or anyone you want - or keep it private. Of course I work for Savvy, so I am bit biased, but its all true.
  45. 4 likes
    Pp thoughts only, not an ancient Chinese accountant or mathematician
  46. 4 likes
    After I retired the first time in 2015, I did some consulting as a chemical facility auditor. As an example, for the last audit the Mooney allowed me to shave 1-2 days off of what would otherwise been a 5 day 3-facility assignment. There were no practical commercial air options. My client saved money. I billed out-of-pocket for Mooney expenses, 2 rental cars for a total of 3 days. If I had driven, the auto mileage and additional 2 days hotel and meals would have exceeded those expenses. They also saved, and I lost, since I billed them for 12 hours less time. But I did get to fly. Until you gain experience and an IR, it's still only marginally practical. i may resume auditing after I re-retire in a week.
  47. 4 likes
    Conventional wisdom suggests that "oldbold" is no longer with us and "Olddog" is still performing the same tricks. Sent from my iPad using Tapatalk
  48. 4 likes
    So when I tried to pump up the right brake there was nothing. Pedal goes all the way to the stop. So I opened the bleed valve. Brake fluid dripped out. It was a little darker than normal. Closed bleed off tried to pump brakes, nothing. My A&P pushed some fluid from caliper up. I was watching reservoir and the air bubble came out. Full break peddle, no more turning left! Thanks Everyone for Ya'll help!!
  49. 4 likes
    Amphetamines can have a slightly shorter or longer elimination time depending on diet and other factors. But it is true that they should be excreted by 48 hours. Examples of amphetamines: Amphetamine pharmaceuticals Brand name United States Adopted Name (D:L) ratio Dosage form Marketing start date Adderall – 3:1 (salts) tablet 1996 Adderall XR – 3:1 (salts) capsule 2001 Adzenys XR amphetamine 3:1 (base) ODT 2016 ] Dyanavel XR amphetamine 3.2:1 (base) suspension 2015 Evekeo amphetamine sulfate 1:1 (salts) tablet 2012 Dexedrine dextroamphetamine sulfate 1:0 (salts) capsule 1976 ProCentra dextroamphetamine sulfate 1:0 (salts) liquid 2010 Zenzedi dextroamphetamine sulfate 1:0 (salts) tablet 2013 Vyvanse lisdexamfetamine dimesylate 1:0 (prodrug) capsule 2007 tablet (Taken from my favorite medical textbook, Wickipedia) There are two other brands for Phenteramine ( Adipex-p and Suprenza) that are used for weight loss. This can also show up an anphetamines in tests. As Shadrach said, none are on list list of FAA approved meds. ADD medications are on the do not issue list for AMEs. not an AME. It's been a long time since I've done any of that medical stuff. I do brain surgery to pay for 100LL. Brad
  50. 4 likes
    You may be right. That's probably why I'm in my mid thirties and still not married