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  1. 42 likes
    Hey everyone, I'm the pilot involved in this crash. I started writing up a summary of the events leading to to my accident but I'm having problems with my old laptop. My frostbite hands make using my phone and iPad difficult but I'll try to throw up some facts and field questions when I get a chance. The FAA is still investigating, but I'm 99℅ sure this was caused from CO Poisoning. This was the 3rd flight of the day and in hindsight I had CO poison symptoms most of the day. The heater/defrost was run full-on the whole time. 5 hrs after the accident CO Poisoning occurred as a possibility to me, my levels were then tested 15-18X higher than normal. I didn't have CO detection in the plane. I was dumb and naive to think that I would "know" when I was effected. I was way wrong! The problem was that the CO degrades ones cognitive ability to the point where you can't connect the symptoms with the cause. I passed out in the climb and woke up in a field. I am the luckiest man alive. Allot of things helped to have the great outcome I have been blessed with. 1- I was in a Mooney. The airplane gave it's life to save mine. I'm a huge believer in the "steel cage" and the full spar. 2- I was wearing a shoulder harness. I still busted up my face, I'm not sure how, but I don't think I would be here without it. 3- STec 30 auto pilot. I was flying with the heading bug when I passed out. The electric autopilot kept the wings level all the way down. The original PC system may have worked just as well, but the engine was windmilling from 12k to the ground. I don't know if there would have been enough vacuum. 4- it happened in the climb. I only have alt hold so it was tracking heading bug and trimmed for climb. As I was in the initial climb I still had in full power with full rich mixture. This resulted in a fuel burn in the 17-18.5 gal/hr. And only allowed the airplane to climb to around 12.5k. if it were leaned at all I would have went much higher, for allot longer. Being that I was oxygen starved and unconscious it probably would have been fatal. 5- ATC was awesome. Because of them search and rescue was underway before I crashed. After I woke up I had to get myself to help, once I did emergency responders were to me in a few min. My 121.5 ELT was working, but if I had a 406 I bet I would have been pulled from the airplane before I woke up. 6- luck, luck, luck, divine intervention, miracle, what ever you want to call it. I'm banged up, but should recover 100℅. I came home from the hospital on my daughter's 3rd birthday. It doesn't get any better than that. Cheers, Dan
  2. 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!
  3. 30 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.
  4. 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.
  5. 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!
  6. 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.
  7. 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!
  8. 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
  9. 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.....
  10. 22 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.
  11. 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.
  12. 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
  13. 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.
  14. 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.
  15. 18 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
  16. 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.
  17. 18 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.
  18. 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.
  19. 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
  20. 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.
  21. 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.
  22. 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.
  23. 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!
  24. 16 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
  25. 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!
  26. 16 likes
  27. 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
  28. 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
  29. 15 likes
    Everyone, The folks at Sensorcon are willing to pass along a 20% discount to pilots on all of their products. At checkout use the code below. http://sensorcon.com/collections/carbon-monoxide-meters Discount code: aircraft2017 I'm going with the "industrial" and am going to add the Pump kit. I like the vibrating alarm and the pump kit will help with troubleshooting various applications(home, aviation, boating, etc.) In my opinion, every A&P should have one in the tool box. They do recommend a calibration every 6 months. If no calibration is done they have a tendency to wander in accuracy. But only about +-2ppm. Even if you never calibrate, they will be infinitely better than the home detectors. Sensorcon said with regular calibration they are seeing some that are 5 years old that still operate properly. I think in a cockpit environment a once a year calibration is reasonable. Sensorcon may work with us on a lower calibration price also. One can calibrate on your own but would need the equipment. It might make sense to do a group buy on calibration equipment. I'll look into that down the road If you don't have good CO Detection please consider adding a high quality detector. These Sensorcon Units are a good, cost effective option. I lived though my CO poisoning experience, but I shouldn't have. These things could/will save lives. Also, feel free to share this discount code with others. I also ask that if you ever discover a CO problem down the road with a detector, share it with everyone. Online forums, airport lounges, family get togethers, etc. Lets keep the discussion going. Cheers, Dan
  30. 15 likes
    Thanks for all the interest in my airplane and my career. Now that it's confirmed I can let everyone know that I am beginning first officer training with UPS at the end of this month. I'm really excited about making flying the focus of my career again and joining such a phenomenal company
  31. 15 likes
    The cold hard facts of life. A C will never be an E or F. An E or F will never be a J. The price of one is limited by the price of the next step up model. Once a C gets above $45k you start asking why not go with a E or F. Once these get above about $65-70k you ask why not just buy a J.
  32. 15 likes
    Hi to all from Sydney Australia! I've just achieved my long time dream of becoming a Mooney owner, after purchasing FRO, a 1964 Charlie model. Looking forward to many hours of great flying in it
  33. 15 likes
    I'm in denial, but it appears i passed!!!! More later once i wake up.
  34. 15 likes
    Today is our one year wedding anniversary. I just posted videos of our special day: Original post with photos: http://mooneyspace.com/topic/16157-just-married-mooney-style/
  35. 15 likes
    It's been a long time coming for me to get some performance numbers for my cowling mod. Today I flew a performance flight in my modified C and took my numbers. Previous data had my airplane at 148 KTAS. Today's numbers put me at 154 KTAS. I'm pleased with the initial numbers and I plan to fly several more flights and take the data again to verify with more than one flight. With this and the decrease of CHT's by an average of 25-30 degrees Fahrenheit, I think I have a pretty good mod. The STC package is going together and I'm hoping to submit it in a couple of months and get the certification process going. David
  36. 15 likes
    We are always proud of what we have done and the upkeep on our planes. I've seen this on other forums and it's always interesting. Lets see a pic of when you first took your Mooney home and what it looks like today. Some folks like to stay nostalgic & original, others like to polish and tinker. Some just want to enjoy flight. Lets see what it looked like the first day you took it home and present day, have you added or kept original? Does not have to be exterior pictures, could just be avionics etc..Lets not bog the site down with tons of pictures..Just two pictures, when you got it and what it looks like today Here was what we jokingly called "Green Bean" when I first got her. A little paint and polish and here she is today.
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    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!
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    One big step for a girl, one giant leap for protecting the flaps. Maybe she's been listening after all.
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    So the past 3 months have been the most difficult in my life with loss of life and mom suffering a severe stroke and last week our beloved dog of 13 years died my wife and I are hart broke over the loss. Add to that a severe virus cold and constant rain and I haven't flow in almost a month. But, two days ago we adopted a shelter dog and he is so sweet my wife and I are very happy to bring him into our home. He is a German Shepard mix a little under a year old. We never took our previous dog Hadji with us flying since he was very large and I know this dog will be close to the same size too big for a kennel that will fit in our Mooney but we are planning to get him flying soon. We will likely get him some ear muffs and set up the back bench with a doggie bed. I'm sure most things with dogs and flying are common sense but any suggestions from those that fly with their pups would be appreciated including suggestions on muffs that you have used both good and bad. thank you in advance for any suggestions and kind words Our new dog is named Magneto
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    From the Cirrus forum. The other day this guy in some old tin bucket pulled up and passed me all the while leaking fuel and corrosion dust everywhere, and he had to hand fly it. Just awful the things you see out there!! Clarence
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    I think it's a bit harsh to throw Kelty on the alter. I commend him for coming forward and telling his story for the rest of us to learn from. We've already seen calibrated sight gauges, checks of the low fuel warning, we know about calibrated dip sticks (among other varieties). We all should take something away from this other than a piece of him. I'm glad he survived, shared his story and will fly again. Clarence
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    Just a thought or two... I'm crazy about my Mooney - it gets me from Point A to Point B quickly and efficiently. ...And it is just darn fun. Every time I open the hangar I smile like a fifth grade boy with a new gadget or a new slingshot. Mooneyspace - crazy useful - it is good (and fun) to read about the different owners, pilots, experiences. All of us are going to have different experiences and different ways of doing things - flaps on takeoff, when to retract gear, cruise settings, and (dare I write it) ROP v. LOP. If we can hold ourselves to facts, data, and first-person experience and keep ourselves from directly attacking other facts, data, and experiences... well, that might be kind of great.
  44. 14 likes
    Well, for one i dont think i want to take out any of the clubs planes ever again. I took the other SR20 this time and it was also broken, to the point where it shouldn't have been flown. Basically the fuel gauges in the center console are shorting out. They either read full or empty or bouncing between for both gauges. So either loose connection or shorting. I didnt notice until later when i went to switch tanks as I had full tanks when i left and thought 'yep i have full tanks'; On the way back both were reading empty and i was like.. uh i know there was at least tabs in each tank.... Anyway, extra anxiety on the way back. So here it goes! The day before i met with my CFI to go over my XC to KSAC and back (just in case the results weren't what we were expecting); He signed off my log book and made some suggestions to change on the flight plan.. All good. The weather was predicted to be sunny with light winds 9kts from the south, a cake walk.. The weather was even predicting a early burn off of the marine layer; So far all is going as planned. My CFI said to not count on the marine layer burn off. It was cloudy that morning and would probably happen the next day. So to CYA, I emailed the DPE and said 'hey there might be some soup in the morning, might not get out of here until 10am' (the check ride was for 9am); Got a email back that said 'no problem just let me know when you are in run up'; Surprisingly i fell asleep early, dont know what it was but woke up the next morning at 7am and saw pea soup out the window. Normally this is where the stress would start, but because this guy had been so accommodating i shrugged it off and did some work from home. 8am... Soup continues. 9AM still soupy... At this point i start getting nervous; I check the weather and damn if everything didnt flip. They were predicting clouds until 11am now and winds at ksac at 12g20kts... crud..... Magically at 945, the sun poked out and i started for the airport. Ran into the normal bay area traffic (surprise surprise) and ended up sitting there. During that time the DPE called 'hey are you going to make it out this morning'; Me 'yep, looks like things are finally starting to break up, i should be headed out your way by 10-10:15' Him 'ok, well i have some bad news, i messed up my schedule and i have to pick some people up from the airport at noon. Can we postpone until 130?' Me 'sure...' I got to the airport and my CFI just happens to be in the parking lot. We talked for a minute and looked at the clouds. He said i would be fine, if anything just climb up in the blue part, get on top then head over (since the marine layer ends at the Pass and doesnt go above 3500'. 'Good idea' (though didnt need it); I took my time getting the plane ready. Talked with people. Then thought i should just go and on the way do some maneuvers. Everything went great; Clouds cleared up; On the way there i adjusted my flight plan to 3500 from 5500 because of all the traffic coming in above me, i figure i might as well do it before norcal does it for me. Ended up with a 17knt tail wind and was doing 165GS in a SR20 at 60% power on 8.5g/h... I was floored. But with how windy it was, i was afraid the winds would shift and instead of coming down the runway at KSAC would end up with a XW, so decided to just get there. Get to the airport and fly the best pattern i think i have ever flown. Everything was right on, spacing, speeds, approach everything. Landed the plane right of the CL because i caught a gust at the last minute, but over all landed then thing as softly as can be overall a good omen. Go inside and talk with the DPE (it was about 1130 at this point and he was about to leave); We started working on the paper work when he asked to see the last discontinuance. I said i didnt have one... He said.. 'uh, you have to have one'. I then told him the story on how the guy stormed away etc. etc... He was shocked... He said, with out that we need a new IACRA and the CFI has to sign it... I was like 'crap' how do i keep getting screwed by this guy!. Anyway, he logged into the computer system and said 'oh wait, at least he uploaded it. It says here that there was a severe mechanical failure with the plane?' Told him the story... 'Ah who cares.' he said. 'You're here now and the plane is fine right'; me 'Yep, this is the better one. Everything looked good!'; him 'Ok, then no worries, red alert off, we are good to go. If you want go get some lunch, we will be heading straight out and doing air work over Franklin' me.. 'wheres Franklin?' DPE '10miles south, dont worry if you get confused just ask, there is nothing wrong with asking'; At this point i was like... who are you? Where have you been?. He goes off to pick the person up from the airport. I spent the 90 mins in the terminal looking at the map, looking at the info on fraklin and sadly looking at the weather. Winds now 16g23 from 200. Franklin is rnwy 18... so i was looking at some pretty steep XW. He calls me and asks how do i feel about the wind. I said i feel uneasy. He asked if i wanted to call it off and dont worry, i will return the check if you do. I said 'no, lets do this' mostly because the winds aloft at 3000ft were 12knts and that for airwork it's fine. I figured if i screw up on the 1 landing i have left, then so be it, at least i only have to test out on that 1 landing. He gets back and says, ok now give me 15 more minutes, i need to run to the hanger and tell the guys to get my plane ready... I guess he was heading out in a C150 to kRHV after the check ride (i learned that later); He comes back. Ready? i said lets do this! Worst case is i come see you again'. We get in, we do the run up we take off and its bouncy until about 800ft and then it smoothed out. We get about half way to Franklin and he said, 'steep turn now' ok, clearing turn, steep turn. My right turn wasn't great, because i was figuring out how much more power i needed with the extra wind. I kept getting slow and dropping and needing to add power. So it was up and down. Rolled out right on the numbers, Left turn was to commercial standards. He said i need to 'treat this plane like your bitch, be more aggressive, i know it's a check ride, but you dont need to baby it with me... Look' he took the controls and rolled right into a 60' bank. He was uncoordinated, stall horns started going off. I'm like dude! he goes 'relax, you can feel when you are getting slow when you do, just add power, or level the wings. I can feel the skipping, or buffeting and can correct'; I was impressed; he literally flew that plane like he owned it. We go into slow flight, which was some of the most stable slow flight i have done. Went under the hood, at one point i was more than std rate and said oppse more then std rate. he said, 'well you saw and corrected for it, but if you have the confidence to do more then std rate im not going to knock you for it'; i said 'well my speeds weren't dropping and i wasn't approaching a stall, so yea, feel good'. 'Great' he said 'look down. I looked down and he began the unusual attitudes.... I am guessing this guy has a military background because i have never been whipped around like i did just then. 'recover' I look up and we are going down. This was my first and only mistake as i added power... As soon as i started to pull up and felt the g's i knew i messed up 'crap, i was supposed to take power off' and cut the power. 'Ok lets do another' same thing felt like i was going to puke 'we arnt upside down are we?' 'do you want to be?' 'Fuk no!' 'recover' This time we are up, i do it right. 'one more time' again down and i recover again correctly., 'take off the foggles' took them off 'Your on fire', 'Thanks!' I said.. 'No your on fire' 'I heard you the first time..........OH you mean the plane is on fire' proceeded into a nose dive per the POH. 'ok recover if we weren't at 3000ft and had more time what else could you have done?' went though, mixture off, pump off, fuel tank off, maday on 121.5, sqwak 7777 IDENT, fly it to the ground or pull the chute. He take the contols and we rocket back up to 4000ft. 'Ok, pull your engine...' Pulled engine looked outside and were were now at 4000ft right above Franklin... 'Well, normally i would try a restart, but theres a airport right below us, so i am going there' At 4000ft i put flaps in right away, and drifted down. Ended up having to slip from 2000ft to the runway because the 17knt winds kept me higher than i thought. He liked that i slipped all the way to the runway. But he had to help with the rudders. The winds shifted to be a direct crosswind and i wasnt giving it enough. We landed kind of rough, and he said 'good enough, do you think we can take off from here?' i said i didnt think so. So we back taxi'ed and took off again. 'this time land on 27 soft feild' again the winds shifted' well 27 is a T with 18. by the time you take off from 18 you are already in the down wind from 27. He said, i dont need to see you fly a perfect pattern, just make it happen. 'er.. ok' never made it to pattern, but kept making the calls on CTAF letting them know we were being sloppy. No one was around to hear us, there wasnt a single plane on radar or on the radio. Came around and landed, this time a lot better. As soon as we touched down he hit the brakes... I was like 'did i do something wrong?' 'nope, i saw enough, think we can take off from here?' 'i think so? run way is 3500ft we used about 1500ft. so yea, but it would be a short field because there are power lines at the end', 'perfect, do it!' did a short field take off, at first i didnt think we would make it, we had about 500ft of runway left and were still 5knts slow of vr. But magically it jumped to 5knts over vr and off we went. With the wind we climbed fast and almost stayed put horizontally. I was amazed; 'Got kind of worried there' him 'i wasn't, i dont like losing and we were fine, you didnt need to look at your interments, so much, just look outside more and you will be fine'.... He said ok your done.... Get me home safe and i will give you your license.... 'i was like, what? i thought i busted out like 4 times' he said 'nope, you know what you are doing, its not ideal conditions and you made solid decisions, so thats good enough for me'. Got back to KSAC, the winds were howling, i had a ton of confidence at this point, so i man handled the plane down to the center line. We ened up catching a gust at the last second and ballooned up; I pitched up a little and add a shot of power as we came down and she landed nice and smooth. He said 'perfect, exactly what you should have done, most people push to the runway and end up bouncing, or pull but dont add power and end up braking something, perfect'. Taxi back and end up going down the wrong way in transient parking... I asked him... 'uhhh, did i go the wrong way? because all the T bars are facing the wrong way'. 'Yep but dont worry about it, you know how many times i've gotten lost at a airport because of crappy signage? just pull a bitch and park this thing' I was like dammmmmnnnnn, you my hero!; Idled up the engine pulled a 180 right into the T spot.... Shut down the engine and we were done. We went inside and did the paper work.. I asked why i didnt bust. 'you know the maneuvers, you are going to make mistakes, your judgement wasnt off. Sure i could bust you for the 1 unusual attitude, but you knew what you did wrong and tried to correct, thats all that madders. This is a license to learn and you will keep learning, so while this test is to make sure you can do certain things, its more to make sure you dont kill your self or the people around you. I didnt see anything today that would indicate that you would do anything like that. The conditions were challenging and you worked hard, so you deserve to pass., What kind of ahole would send a person back to retest because of 1 maneuver that they know you know how to do?''... me 'well i can think of one....' him 'yea... dont fight that fight.... you will lose. Just tell your story to other students and CFI's, if you take it to the FAA they will probably side with him and then you will have a bad name in the DPE world. I know it sucks, but its the world we live in'. Me 'ok, i agree, i just wanted a fair ride'; him 'i had the same problem with my interment, so i speak from experience, keep learning.' He had me sign my temp license, we went over the paper work and 'now if you EVER need me, call me. I can answer question or give advice. I am here for you! dont feel like you are alone in this world. If you dont know something you can call me. But dont advertise that I am a DPE; I run this business, I fly a commercial helicopter service, i do the DPE thing on the side and i want to make sure that i give good rides so i dont over book my self up or advertise. I only give rides to people that find me. oh, if you give out my phone number i will come and get you!' me 'lol ok, i am in IT i understand!' him 'now if you excuse me i have a flight to reid hillview' me 'oh you taking the chopper?' him 'nope, the c150'.... me 'You are taking a C150 in 17knt head winds for 70nm over mountain ridges?!' him 'yup, i dont expect it will be fast or comfortable!, Stay safe on the way back, the winds are no joke out there' me 'yea i might chill here and see how it plays out'. We then parted ways. I called my CFI and messed with him for about 2 minutes before saying i passed. At which time he exploded... I was still in denial! The winds back at my airport were 17, but right down the runway, the plane was due back at 6 and the winds weren't going to get any better between now and then. So i decided to head out. About 15 mins in i get a txt from the DPE 'winds are no joke take your time!' me 'roger'; The ride back at 4500ft weren't bad. I did have a 17knt head wind the whole way, only doing about 105knt GS. This is when panic set in, i look at my fuel gauges and saw they weren't working... 'crap!' i check the fuel right? yes, i visually checked the fuel. The right was lower than the left, ok switch tanks to balance out the plane... leave the right tank as reserve. The avionics says i have 35gal left, more than enough.. dont trust it. lean back pull power; Got it down to 8.5g/h; ok, tabs is twice that, i should have 2 hours to get back on the 1 tank, should be fine..... Plane to ditch at KLVK if you are unsure. Get into air traffic land and the drama continues. 2PG traffic 12'o west bound 500ft above same direction, additional traffic 11'o west bound 500ft below. 2pg, turn 10d left to avoid traffic. 2pg is traffic in sight? me 'dude i am looking right into the sun i cant see anything, please advise!' nor cal 2pg level 3500, stay course, will advise when traffic has passed'. About 20 seconds later the sun hits both planes at the same time '2pg both traffic is in sight' norcal 'roger contact palo alto' called palo alto. Palo alto tower '2pg, do you see the traffic 1/2 mile off your right wing 500ft above same direction' me 'yep, he is crossing towards me' them 'enter mid field down wind' me 'i cant im at 2700 ft and descending that would put me in the the class charlie for SJC at above 1500ft. them 'expedite your decent'; Well that wasnt working, i was up to 140knts and going down 1000ft a min, i was about 2000ft from the class 'c' and ended up adjusting my course to trim around it. at the same time the traffic called in and he was also landing at palo alto. So between the 3 of us we worked it out. He was coming in at 100knts and i was blowing past him at 140 something. So i was able to cut in front of him at a lower altitude and make my way in. tower '2pg #2 behind the Cessna, cleared to land rnwy 31, declare when traffic is in sight' me 'the sun in hitting me in the face, i cant see anything, please advise on traffic' tower '2pg traffic is no on right base' luckily the sun hit his wing and flashed me, so i stated the traffic was in sight. I managed to slow up just in time to enter the pattern at 100knts. Winds were now 290 16g20 for rnwy31... Crud thats some XW, plus i was still worried about my fuel. Went ahead and switched tanks just in case it was a go around, but i had a new found confidence. I man handled that plane, any time i would get blown away, i would add a little counter trim, and fight it back. Once i was in ground effect the bouncing stopped and i was able to put it right on the CL, probably the best landing of the day. Taxi'ed back to parking and once shut down. I immediately looked at the fuel in the tanks..... THANK GOD, both tanks were well above tabs, there was nothing to worry about... Good thing i filled it to the top before i left that morning! Filled out my log book as PIC and ordered my Victory Pizza! And that's how this chapter ends! I am sure there are more details that i just cant remember right now... But i am still in disbelief... Im just wanting for the FAA to call and say that the other DPE is blocking my pass, or some other crazy thing to happen! Until that card arrives the mail, i dont think it will set in that the drama is over and i can go back to flying for myself! Edit: He asked how i liked training in the cirrus; I said it was a crappy trainer, but i stuck with it. I think that bought me some brownie points, he agreed and said i would probably not get a fair check ride in a cirrus because its seen as learning in a sports car. He also said he wouldnt use the chute until he was in a spin as thats the only reason why its there. I kept my mouth shut and just agreed with him. Again, brownie points
  45. 14 likes
    I've been lurking for a bit. Time for an introduction. Recently purchased a new to me '75F. Newer paint, windows, windshield, Lasar cowl. First big trip was to Huntsville. Surprised my son with Aviation Challenge weekend at Space Camp. After a weekend of dogfighting my copilot fell asleep on me. She's equipped ok with all the required ADSB out stuff. gns430waas, gtx330es. Added a stratus 2s after a vacuum pump failure in imc. Can't wait to install the new Garmin G5 as a backup. Looking at installing a jpi system as well 730/830... We're based at KLGC. Looks like our next big adventure will be a flight to Pigeon Forge to go to the water park at Dollywood. Jason maddog pilot for the Big D
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    So, about two years ago my flying buddy, Rene, calls and says “We need to go take our ATP written test”. I ask “Why?” and he says if we take it before august first 2014 we have two years to get our ATPs by the current rules, otherwise it will be almost impossible. I said to him that I don’t even have a commercial license and he said that it doesn’t matter you can take the test anyway, you just need your commercial before you take the practical test. So I studied real hard for about a week and then went to book the test. Well it turns out that there were a lot of people doing the same thing and all the test centers were booked up. I called every test center in the valley and finally found a slot at a place at KSDL on July 28. I took time off work and took the test. I got the worst score I’ve ever got on a FAA test, but it was good enough (78%). Well, we talked about taking training, I thought about getting my commercial and trying to get it done, but I pretty much blew it off. I had made peace with not getting it and I didn’t think much about it. I was slammed at work after all. Well, fast forward to June 15 of 2016, Rene calls me on the phone and proudly says “I found a place that will do the training for a reasonable price and get me a check ride, I’m going to get my Multi ATP!” “You totally screwed me you SOB” I said. Now I have to get mine too. The catch is that I needed to get THREE licenses not just one! I called the flight school and talked to them about my situation, they said that they would see what could be done, but that they were totally booked till the end of July with ATP training. I said that I would be willing to fly any time the plane was available to get it done. So, they called the examiner and he said that he would be willing to give me the Multi commercial and Multi ATP one after the other, if I got my single commercial first. Rene already had his multi-commercial as well as his multi instrument flight instructor rating. To get my Commercial License I needed to take the written test – again. I had taken it three times in the past but never took the practical test. I scheduled the written on 6-20-16. I studied like a fiend and went to take the test. When I got to the test center, we filled out all the paperwork and I was about to start the test, when I said this would be the fourth time I took the written. The proctor dropped everything and asked “have you failed the test before?” I said “no, I passed them all”. She said I needed the test results from the last test I took or a letter from Oak City. THIS WAS NOT IN MY SCHEDULE! I called the test lady at FAA headquarters and only got her voice mail. I was a little upset because this is not in the regs anywhere. It is just an FAA policy. I was steaming mad because I couldn’t take the test. The test center said they would fit me in the next day if I could get the letter or my previous results. I went home and looked in my files and actually found my old test reports, one from ’87, ’93 and ’05. I finally got to take written. I finished it in less than an hour, the proctor looked at me as if to say “was it was too hard?”, I said “I’m done”, she looked surprised and graded it, I got a good score (96%). After all this was the fourth time, I should know it by now. So now the flight training begins. I thought this would be easy, I’m a good pilot after all and have over 5000 hours! Well it turns out that I sucked! My lazy eights and chandelles were terrible, I couldn’t hold a heading in a stall, slow flight was passible, landings and takeoffs were OK and I always nailed the 180 power off landing. I flew three training sessions with Rene, he said he would sign me off for the check ride, but that I should practice some more. I tried to schedule a check ride and found out that all the examiners were slammed with ATP rides and nobody in Arizona would do it until August! This wouldn’t work at all, I needed another plan. Someone said that there were excess examiners in the northwest. I had a work trip already booked to debug a software change on a tool at Intel in Hillsboro, OR., so I called up the flight school there and asked if they could recommend an examiner that could give me a check ride on a moment’s notice, these wonderful people helped out a total stranger and an examiner called back ten minutes later. He said we could do it any day next week, so I scheduled it for Wednesday evening 6-29-16 at 6:00 PM. I canceled my airline flight and flew the Mooney up to Oregon. Before I left I flew 3 hours on Saturday with another professional instructor who teaches commercial students every day. He helped a lot getting my head straightened out on my commercial maneuvers. I also flew by myself on Monday and Tuesday evenings up in Oregon practicing lazy eights and chandelles. I was super nervous about this check ride. It had been 20 years sense my last one which was for my multi-engine, instrument rating. Wednesday came around and as soon as I could get away from Intel I headed to the airport for the check ride. I had spent the entire night before, in my room, writing a flight plan with W/B, performance numbers and trip log with all legs calculated to the nth degree. Of course Forflight would have done it all automatically and it turns out the examiner would have been OK with that. I spent four hours planning for a two hour trip. After some tense moments where he didn’t like the endorsements I had, I had to have Rene create some new ones, sign and scan them to PDFs so we could print them in Oregon. The examiner said that he had given 55 check rides in the last 90 days. He said I was the weirdest check ride he had ever done. He has never given a check ride in someone’s own plane, he has never given a check ride to someone with over 5000 hours or 59 years old! The check ride started at 8:00 PM and finished in the dark. We started flying the cross country and after about 5 min. of flying he claims that an Airplane had crashed at Bellingham, WA, our first destination, closing the runway and the passengers wanted to land at Troutdale. I turned to a heading of 090 which kept us out of the Portland class C airspace and went looking for all the frequencies and numbers for the airport. He gave me a bunch of grief about not turning direct to Troutdale, I said when I have everything squared away with Troutdale I will think about PDX approach. He didn’t like that, but I’m PIC and that’s the way I did it. After I got the ATIS I contacted PDX approach and went direct to Troutdale. As soon as I was direct Troutdale he said to tell them we were departing the class C to the north. I think the task was for me to go direct and he just wanted to get the task over with. This examiner flies in this area every day and so do the students he deals with. He expects them to know the frequencies and airspace like the back of their hands. I was totally unfamiliar with the area. We then climbed to 4500 feet and did stalls, slow flight and steep turns. Those went fine, then it is time for commercial maneuvers. My heart rate was going up! I asked what he wanted to see, he said I had to do either Chandelles or lazy eights and I could choose. I did one chandelle to the left, he said it was fine and to show him a 1080 spiral. All those days of practicing commercial maneuvers and it was all over in 30 seconds. I told him the altitude we would end up at and down we went, lost 3500 feet just like in practice. He asked for eights on pylons, I asked what the local elevation was, he looked annoyed and told me, I said I could look it up but it would take another 30 seconds, so he was OK. I told him the speed and altitudes I would use and why, I picked a tower and a barn, flew the 45 between them started the first turn and he said “OK head back to the airport”. It took about 10 minutes to get back to the airport. He told me that most people fail the 180 power off landing. I always get these and I told him that during the oral. After I entered the downwind he said “pick your point and shut’er down”. I picked the center of the intersecting runway, when I passed it I pulled it back to idle. After a few seconds he asked “you going to leave the wheels down?” I said “Yes”, he looked concerned. I turned from downwind to final and about ½ mile from my touchdown It looked like I would come up short so I put the wheels up and left my hand on the switch so I wouldn’t forget. At about 300 feet from my touchdown point and about 100 ft AGL I put the gear and flaps all the way down. I entered ground effects about 150 feet from the touchdown point and I just held the flare steady. About 50 feet from the touchdown point it started to settle. The mains touched on the center of the center line. The examiner let out a giant “Woo Hoo”! We did a short field takeoff and a short field landing then a soft field takeoff and a normal landing. So now I’m a commercial pilot. After I got back I contacted the flight school about the multi-commercial and the multi-ATP. They said I should attend the ground school with Rene on Monday the 11th, so I took the day off work and learned more than I ever wanted to know about the Seneca II and the check rides. All the good planes and good times were taken so I started training on the 13th at 6:00 PM. The first time out we did some stalls and failed and feathered the right engine. We did a VMC demo and then went to re-start the engine. It wouldn’t start…. We tried everything even the checklist! It just wouldn’t catch or un-feather (the Seneca doesn’t have un-feathering accumulators). We were about 30 miles from the airport and 1500 AGL. I told the instructor that we weren’t going to go down any more to try a re-start. The plane was holding its own and I said that we should just fly it back and land it single engine. The problem is that you have to take the prop off to get it un-feathered if you land it feathered. The instructor was freaking out. He called the plane owner on his cell phone and he said to prime the heck out of it and try again. Being the PIC I said OK but no decent. He played with the levers and I held the starter. Thirty seconds later it finally caught. We flew back and I did my first landing in the Seneca. It was OK, but that plane lands like a Steinway. Unlike the Mooney when you pull the power off, it pretty much goes straight down! Well we flew 5 more times before check ride day. It had been a few years sense I had flown a twin and 20 years sense any multi training, so to say I was rusty was an understatement! I would get too excited during engine failures and go for the wrong levers. I would run out of power in some maneuvers and get too low and too slow. It seemed like the more I flew the worse I got. I was so stressed out by this whole process I thought I was going to explode! Well, check ride day was coming up and I had flown a complete practice check ride for the commercial multi and the ATP without error. We couldn’t get a plane until 10:00 AM on check ride day and it was supposed to get to 115, we finally started the commercial ride at about 10:30, it was only about 107 at that time and bumpy. We did a bunch of maneuvers, when it came time for the steep turns I did one of the worst I’ve ever done. After it was done he looks at me and asks “Was that to commercial standards?” I said “barely” he said “just barely” Next we did an engine failure and a VMC demo, during the demo I let go of the throttle and grabbed the trim. He went a little ballistic and said letting go of the throttle is a capital offense and the ride was over… We actually did a single engine approach and landing on the way back and checked those off. I was resigned to failure at that point and wasn’t nervous about anything so I flew them perfectly. Well I got a pink slip, this didn’t help my stress level. I went up with my instructor that afternoon in the 115 heat and did remedial training and re-scheduled the check ride for the next day at 9:00. The next morning we took off at 9:00 flew just far enough north to clear the class B, climbed up to 4500 feet, I did a perfect steep turn (+- 5 feet and 2 kts) a perfect VMC demo and a perfect performance landing. Now I’m a multi commercial pilot. After doing all the paperwork for the commercial multi, paperwork for the ATP and the oral for the ATP it was 1:30 and 115 degrees outside. I hadn’t thought about lunch so I found a stale doughnut in the line shack and the examiner shared his PB&J with me. I bought a new IPAD clip board that the commercial examiner in Oregon recommended. I had all the plates needed for the ride set up in Forflight, the flight plan for the check ride and the weight and balance for the plane. I had the weather briefing, NOTAMS and TFRs all taken care of. I had all the procedures printed out but there was no place to put them on the clip board, no good place to put them anywhere in the plane so I folded them up and shoved them into the side pocket by my left knee. We departed and on the takeoff roll the examiner started messing with the rudders, I immediately shut down the plane and stopped. We started the takeoff again and as soon as we were airborne I put the foggles on, at about 300 feet he pulled the throttle on one engine and I had to do the engine out drill and get it climbing again (barely). He asked what I was going to do, I said that it seemed to be stable so I would fly it back to the airport and land it. What he wanted me to say was that I would climb straight ahead until getting to 1000 feet and then return to the airport. That is what I intended to do but I didn’t say the climb part. The engine miraculously came back to life and we continued on the IFR flight plan. As soon as I started the turn to the first waypoint of the departure procedure he amended my clearance to turn right to 120 degrees and intercept the TFD 330 degree radial inbound to 15 DME and then arc west to the 300 degree radial and proceed to TFD the rest of the route unchanged. It was about here that my IPAD went into overheat and shut down. It never came back on! This raised the stress level a few notches. The DME arc went fine, I was a little late turning in on the 300 degree radial, I overshoot by two dots, but good enough. After passing TFD the examiner said the Tucson radar had just failed. My instructor warned me about this, so I had set up the flight plan in the 530 to show ETAs for the waypoints, All I had to do was go to the flight plan page and read off the waypoints and ETAs for the position report. The examiner smiled. He then said that a plane had crashed at Tucson and the airport was closed. I requested to change my destination to Casa Grande with the ILS 5 approach. He said I was cleared to Casa Grande, direct TFD and then the ILS 5 approach. I’m new to the 530, I have never flown one before the training started and I was getting a little twisted up in the heat of the moment. The examiner was getting concerned, so I gave up on the Garmin and just spun the VOR to get back to TFD. He has happy now. When we were about 5 miles from the VOR he vectored me north to get us out of the hornets’ nest of training aircraft over Stanfield, a few minutes later the left engine failed and I shut it down and feathered. We then did some turns and finished with a VMC demo. That went well and I re-started the engine. Luckily, this time it started back up without issue. He vectored me for the ILS and I finally beat the Garmin into submission and had the ILS dialed up. I also had it on the KX165. My IPAD was still down and I was too busy to grab the paper charts and unfold them, sort through them and find the right one, besides I’ve flown this approach enough times I thought I had it memorized. In the approach briefing I said the DH was 1640 and the course was 048. The examiner said nothing. The approach went poorly, I was chasing the needles three dots either side, when I got down to the DH I actually had them both in the middle. He didn’t say I had viability, so I initiated a missed approach at about 1680 feet. As soon as I added power he failed the left engine. I did the whole drill, but grabbed the wrong prop to feather. After I had the plane back under control, He said that there was nothing about that approach that that was to ATP standards. He said an ATP doesn’t chase needles and then he asked what the DH was. I pulled the paper charts out and found the ILS plate and it was 1743 not 1640. I had busted DH by 60 feet. He asked what the standard is and I said +100 – 0. He said I have to disqualify you. He then asked If I wanted to continue the test and do some more approaches, I said no, I’m hot, tired and hungry let’s just go back to the airport (it was 95 degrees at 6000 ft). He said that sounds like a good plan. I took off the Foggles and flew home. When we got back to the airport he said “put the wheels on the captains bars and I’ll count this as your performance landing. I sat it down nice and easy right in the middle. So, after getting my second pink slip in two days, I was ready to throw in the towel. I have no use for an ATP anyway and it will cost me over a thousand dollars to do this again. I asked him what my options were and he said If I wanted to re do the test on Sunday morning, he would make it happen. All he had scheduled for Sunday was contingency rides for other applicants who might pink slip. He said he would push them to later in the day to get me in at 6:00 AM. I called the flight school and the plane was available between 6:00 and 9:00 AM on both Saturday and Sunday. I said not to book anything I would talk to my wife about it and let them know. I called the wife on the way home and told her I failed the test. I said that I’m sure I can pass it but I’ve already spent a ton of money and it will cost a bunch more to finish it and that I can live without it. She said “you have come this far go ahead and finish it, you will feel terrible if you don’t get it done”, you got to love her. I called my instructor at the flight school and asked him to schedule the plane for remedial training on Saturday and the check ride on Sunday and to call the examiner and let him know we are on. In retrospect my biggest failing on the ATP ride was cockpit organization. I have everything figured out in my Mooney, but in the Seneca not so much. I talked to Rene about it to get his thoughts and he said that he just used a generic clip board. He said it was big enough to hold the plates and set the IPAD on and the big old clip on the top was easy to actuate in a hurry and easy to clip a pen on. I went to Staples and bought a $3 clip board. I printed out a new set of plates, arrival and departure procedures and made up some 8 1/2 x 11 sheets with all the frequencies I could ever use on this ride along with the holding headings and DH/MDA on the approaches. This info used up about 3 inches on the top of the sheet and I used the rest for copying clearances and such. This worked out extremely well I had everything available within a second or two right at my fingertips. So, Saturday morning comes around and I get up at 4:00, take a shower and get some breakfast. My phone beeps at 4:45, it is a text from my instructor, He has the flu and can’t fly, He says that he will try to find another instructor but he doesn’t think any are available. Crap!, this sucks! Sunday is the last day ever that I can get this done so I have to do the training today. I text Rene to see if he can come over and do it. He is a current Multi-engine instructor and as of a week ago an ATP. He texted right back and said that he was in his truck driving to Tucson to fly with a guy down there, but he would change his plans and head to Glendale. Thank goodness! I texted my sick instructor and asked him how to get the plane. He sent back the gate code for the airport and the lockbox code for the hangar. Rene and I both arrived at about 5:45 (no traffic on Saturday) drug the plane out of the hangar and off we went. We flew the entire approach segment of the PTS doing all the approaches with both engines running and single engine. We did single engine circle to land and single engine missed approaches. Other than a few minor things my flying was very good. By the end of the session I felt very good about passing. We flew 2 ½ hours. So Sunday morning comes around and I arrive at the airport at 5 AM, nobody is around and the FBO is locked and the lights are out. I thought arrangements were made to meet at 5:00 to get all the paperwork done and fly at 6:00. Rene shows up at about 5:05 to make sure all his signoffs and endorsements are correct (they were) but nobody else is at the airport. I call the examiner on the phone and get his voice mail… I’m getting nervous now. I call the airplane owner who has the keys to the FBO and ask him to come over and open it up. He thought sense we had reserved the plane a 6:00 that’s when he would open the place up. I explained the situation and he said he would rush right over. At 5:30 the owner arrives and opens the FBO and we make some coffee. My phone rings and it is the examiner. He had left his phone and wallet at home and had to turn around and get them. He said he would be there in 20 Min. I’m thinking “Will it ever stop? Will anything ever go right in this ordeal?” Rene and the owner went and towed the plane over to the FBO and did the pre-flight. I was good with that and so was the examiner although I quizzed Rene on all the preflight checklist items. The examiner did the paperwork in record time and off we went into the cool, smooth and windless morning air! We got out to Stanfield and miraculously there was only one other plane out there and I flew the approaches like the ATP I was trying to be. Everything went perfect. We returned to the airport with about 1.4 on the hobbs, He said the only task left was a normal landing, he said to put it on the captains bars and I got my ticket. I put the wheels right in the middle of the captains bars and now I’m a multi engine ATP! In retrospect trying to go from Private pilot to ATP in a little over a month is nuts and trying to get your multi-commercial and ATP on the same day is insane, especially when it is 115 degrees outside, windy and bumpy.
  47. 14 likes
    After 17 years it finally moves to the airport. Big Day!!
  48. 14 likes
    My last emergency extension test was my last landing. And the one before that, etc. Every Johnson-bar Mooney owner wonders why anyone would ask such a weird question!
  49. 14 likes
    His favorite junk food was Funyuns. I would send him a big box with maybe a dozen bags in it just to stay on his good side. We went to see him a few weeks ago at the nursing home. It was a tuff visit, I wanted to see him one more time. He was not very responsive until Jan said Don is here and he has funyons. He opened his eyes and said FUNYONS and then closed them again. Awesome guy and is missed already. He told his daughter a few days ago that he remembered how big John Wayne's funeral was and wanted to out do him. So try and come to the funeral if your close. If you fly a Mooney, anywhere is close. Dmax
  50. 14 likes
    Flew from Flordia to St Thomas today. This will be the longest single flight of the trip. It took just under 7 and a half hours. First there was a westerly tailwind push from the US but it waned into an easterly wind approaching the islands. Cruising altitude was 9000ft for smoothest ride, best winds, and efficiency. Worked out really well for efficiency. 18nmpg, 145ktas, 8.5gph, up to 155kts ground speed. All this at under 65% power. 120kias put me right at Carson's speed. Topped the tanks at fort pierce, arrived with 35+ gallons still remaining! Gas here is expensive ($6.96) so efficiency pays off more.Flew the ILS to 10 right at sunset. Tomorrow, all day on the island.