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Showing most liked content since 03/27/2016 in all areas

  1. 43 likes
    Hey everyone, I'm the pilot involved in this crash. I started writing up a summary of the events leading to to my accident but I'm having problems with my old laptop. My frostbite hands make using my phone and iPad difficult but I'll try to throw up some facts and field questions when I get a chance. The FAA is still investigating, but I'm 99℅ sure this was caused from CO Poisoning. This was the 3rd flight of the day and in hindsight I had CO poison symptoms most of the day. The heater/defrost was run full-on the whole time. 5 hrs after the accident CO Poisoning occurred as a possibility to me, my levels were then tested 15-18X higher than normal. I didn't have CO detection in the plane. I was dumb and naive to think that I would "know" when I was effected. I was way wrong! The problem was that the CO degrades ones cognitive ability to the point where you can't connect the symptoms with the cause. I passed out in the climb and woke up in a field. I am the luckiest man alive. Allot of things helped to have the great outcome I have been blessed with. 1- I was in a Mooney. The airplane gave it's life to save mine. I'm a huge believer in the "steel cage" and the full spar. 2- I was wearing a shoulder harness. I still busted up my face, I'm not sure how, but I don't think I would be here without it. 3- STec 30 auto pilot. I was flying with the heading bug when I passed out. The electric autopilot kept the wings level all the way down. The original PC system may have worked just as well, but the engine was windmilling from 12k to the ground. I don't know if there would have been enough vacuum. 4- it happened in the climb. I only have alt hold so it was tracking heading bug and trimmed for climb. As I was in the initial climb I still had in full power with full rich mixture. This resulted in a fuel burn in the 17-18.5 gal/hr. And only allowed the airplane to climb to around 12.5k. if it were leaned at all I would have went much higher, for allot longer. Being that I was oxygen starved and unconscious it probably would have been fatal. 5- ATC was awesome. Because of them search and rescue was underway before I crashed. After I woke up I had to get myself to help, once I did emergency responders were to me in a few min. My 121.5 ELT was working, but if I had a 406 I bet I would have been pulled from the airplane before I woke up. 6- luck, luck, luck, divine intervention, miracle, what ever you want to call it. I'm banged up, but should recover 100℅. I came home from the hospital on my daughter's 3rd birthday. It doesn't get any better than that. Cheers, Dan
  2. 32 likes
    It took 3 years and about 70 hours under the hood. On Friday March 10, I passed my instrument check ride! Big day for me. Learned how to fly at 51 and now 56. Glad to have done it in my mooney. Got kicked around a lot on Friday with the wind up here in the Midwest.
  3. 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!
  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. 25 likes
    My beautiful Mooney and I made the cover of MAPA Log this month! My thanks to Trey Hughes, et. al, for the honor!
  7. 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.
  8. 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!
  9. 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
  10. 22 likes
    I just passed my IFR written. I used a combination of Aviation Seminars and ASA. If anyone would like feedback, send me a PM. Now on to the fun part.... or at least more fun.... the flying. #MooneyZoom Happy Mooney Girl
  11. 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.....
  12. 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.
  13. 21 likes
    There is a guy right here on Mooneyspace that is alive today because of a couple of "bystanders" pulling him from a burning plane. Thanks Bobby Forsythe and Stan Breeden! I literally owe you (and the entire trama team at Community in Indy) my life.
  14. 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
  15. 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
  16. 19 likes
    Everyone, The folks at Sensorcon are willing to pass along a 20% discount to pilots on all of their products. At checkout use the code below. http://sensorcon.com/collections/carbon-monoxide-meters Discount code: aircraft2017 I'm going with the "industrial" and am going to add the Pump kit. I like the vibrating alarm and the pump kit will help with troubleshooting various applications(home, aviation, boating, etc.) In my opinion, every A&P should have one in the tool box. They do recommend a calibration every 6 months. If no calibration is done they have a tendency to wander in accuracy. But only about +-2ppm. Even if you never calibrate, they will be infinitely better than the home detectors. Sensorcon said with regular calibration they are seeing some that are 5 years old that still operate properly. I think in a cockpit environment a once a year calibration is reasonable. Sensorcon may work with us on a lower calibration price also. One can calibrate on your own but would need the equipment. It might make sense to do a group buy on calibration equipment. I'll look into that down the road If you don't have good CO Detection please consider adding a high quality detector. These Sensorcon Units are a good, cost effective option. I lived though my CO poisoning experience, but I shouldn't have. These things could/will save lives. Also, feel free to share this discount code with others. I also ask that if you ever discover a CO problem down the road with a detector, share it with everyone. Online forums, airport lounges, family get togethers, etc. Lets keep the discussion going. Cheers, Dan
  17. 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.
  18. 18 likes
    Remember the first post in this thread. Not anymore
  19. 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.
  20. 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.
  21. 17 likes
    Full Reveal. People have asked asked why I had this done at Aeroskill in Holland and not the UK, here is why. Every nut and bolt that held something on that was removed has been replaced with new ones, new rubber washers etc. Each nut/bolt marked with paint so you can see if it has moved and become loose. They spent three hours yesterday making sure the gear doors were as tight as they could be so no drag was induced. The attention to detail is incredible. IMG_4185.MOV the doors begin to open and out of the ether into the daylight for the first time in four months IMG_4186.MOV comes AL I am one seriously happy man xxxxxx to all flying home tomorrow weather permitting
  22. 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.
  23. 17 likes
    Hello all, I hope you had a fantastic holiday for those celebrating! Just a heads up that if you did not notice I have upgraded the community to run on secure SSL as you will see by the https:// in the address bar (versus the standard http://). This was done for better safety for you folks. Now when you login your username and passwords will not be openly transmitted over the Internet and instead will be encrypted. Thanks as always for your support of this great community! Craig
  24. 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
  25. 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.
  26. 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.
  27. 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.
  28. 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!
  29. 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!
  30. 16 likes
  31. 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
  32. 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
  33. 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
  34. 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.
  35. 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
  36. 15 likes
    I'm in denial, but it appears i passed!!!! More later once i wake up.
  37. 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/
  38. 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.
  39. 15 likes
    While I'm no Stinky Pants or Jonathon Paul, yesterday I completed my first 1000+ NM cross-country leg. I continue to marvel at our magnificent machines that offer so much flexibility! My stock J flew 1070 NM non-stop and I still had 10 gallons in reserve. 7.5 GPH and ~145 KTAS at 13,000 feet made for a very efficient flight, yet not interminably long either. Flight time was 6:56. I had some tailwind help, but much of it was canceled out by mountain wave and turbulence over AZ and most of NM. Once I got into the TX Panhandle, I had a really smooth flight and great tailwinds to finish the flight, and of course they helped quite a bit. This trip beat any airline speed between these two locations as well!
  40. 14 likes
    I got to do something super fun today. Perfect beach weather, light winds, and I got to take someone flying for the very first time. I mean very first time. No jets or airplanes ever. We had such a blast. She is a natural pilot. Gabriel was in the back seat calling out traffic like a boss. Super awesome rock star WALK-IT-ON landing was a plus. Smiles for days. #MooneyZoom #MooneyGirls
  41. 14 likes
    Not referencing any particular MSer or thread, but my life would be marginally easier if everyone said Dallas (RBD), rather than just RBD. I read most all the posts on MS, and spend some time flipping over the Airnav to check to see where Kxxx is.
  42. 14 likes
    Oh, the one that Mooney Pilots are the most levelheaded, responsible, quick thinking, good looking, and all around best airman of anyone flying four seat singles?
  43. 14 likes
    So the past 3 months have been the most difficult in my life with loss of life and mom suffering a severe stroke and last week our beloved dog of 13 years died my wife and I are hart broke over the loss. Add to that a severe virus cold and constant rain and I haven't flow in almost a month. But, two days ago we adopted a shelter dog and he is so sweet my wife and I are very happy to bring him into our home. He is a German Shepard mix a little under a year old. We never took our previous dog Hadji with us flying since he was very large and I know this dog will be close to the same size too big for a kennel that will fit in our Mooney but we are planning to get him flying soon. We will likely get him some ear muffs and set up the back bench with a doggie bed. I'm sure most things with dogs and flying are common sense but any suggestions from those that fly with their pups would be appreciated including suggestions on muffs that you have used both good and bad. thank you in advance for any suggestions and kind words Our new dog is named Magneto
  44. 14 likes
    From the Cirrus forum. The other day this guy in some old tin bucket pulled up and passed me all the while leaking fuel and corrosion dust everywhere, and he had to hand fly it. Just awful the things you see out there!! Clarence
  45. 14 likes
    Some may remember my post about purchasing a Mooney, a Cessna, or just keep renting. I would like to thank everyone that posted on that thread. I couldn't believe the response and I learned allot. I thought I would take a moment to fill everyone in on my descision and share my experiences from Friday the 27th. My planned 172 flight was cancelled early in the morning due to some scheduling conflicts. Since I now had a beatiful day with absolutely nothing to do I decided to make the long overdue phone call to the folks at Don Maxwell Aviation. At this point I was pretty much dead set on a Mooney, but still had only maybe seen two in person. Both of which were before I even had a clue as to what I was looking at. So with fingers crossed I made the call. I was pleasantly surprised when Mr. Don Maxwell himself answered the phone. I explained my situation and expressed my interest in at least seeing some Mooney's in person and maybe getting a flight with his instructor. He informed me his instructor had moved on to flying jets and he could rarely get him to fly Mooney's anymore (understandable) so he couldn't guarantee me a flight. However, he had just about every model at any given time and I was more than welcome to come by and check them out. An hour and a half later I was pulling up to his Hangar. I really don't know what I was expecting. I was doing this all on a whim. No prepared questions. Hell I don't know enough about the individual models to even know what to ask. I knew I was at the right place though as soon as I made the right hand turn by the control tower. There were Mooney's Parked everywhere around this single kinda lonesome hangar. Holy shit I thought. I must be at the right place. I had to be buzzed into the building and the lady that greeted me looked puzzled when I told her I was just there to meet with Don. He was busy at the moment trying to get a part ordered for someone's plane but said I could go look around while I waited. So look around I did. When I opened the door to the hangar I had another one of those holy shit moments. I was thinking I was going to find 3 or 4 planes in some immaculate well lit space. Nope, there had to be 10 planes at least in the main area. All in various levels of repair. It was like a maze just walking around. Reminded me of what my garage looks like when I'm working on a diesel truck. Yes, there are parts everywhere. Yes, I know where every screw goes. Please don't touch anything. Knowing full well what that feels like I made sure not to touch anything. I think I kept my hands behind my back most of the time. Leaning, peering, I had to look like a "planeofile" ( yes I did just make up a word ). Finally one of the mechanics approached me. I guess they had seen this sort of thing before. He just started talking to me about some of the models, and answered what few questions I had come up with at this point. He got back to work and I got back to whaterever it was you would call what I was doing. Learning? Maybe. I made my way outside thru the crack in the main doors. I was greeted by a very uncomfortable looking guy elbow deep in someone's instrument panel. I avoided him for now and made my way to the line of planes parked just off the concrete. If I had to give it a name it would be "the row of dreams". I don't think you could bring a child to this place. To this spot on a piece of concrete and he not instantly want to grow up and become an aviator. These planes just sitting there on this beautiful day looked like a million bucks. Hell, they prolly were worth way more than that. You can really tell these airplanes were designed to fly. And that's really all I could think about doing at this point. Flying. To bad that wasn't in the cards today. So I kept walking and staring, and walking and staring. I eventually made my way back to the uncontrollable guy working on the instrument panel. This time hoverever there was a new guy standing there. One who very obviously didn't work there. An owner! Perfect that's who I need to be talking to. So I wonder over and continue my creepy pattern of just staring at airplanes. (You know the more I think about it I should google "planeofile" it may actually be a condition.) I hear the mechanic ask the owner " who is that?" "Probably someone wanting to buy a plane." He replied. "Is it that obvious?" I said? So we chatted for a while. I got his take on the different models which ones he thought I should be looking at and why. He told me allot about his airplane N205MH. He introduced himself as Scott and offered to take me for a loop in the pattern. Hell yes! It wasn't long and I was climbing into a Mooney for the first time. It is a bit tricky to get into but Wasn't terrible. I now understand the sports car analogy. You really sit down into these airframes. There is a ton of leg room though which I loved. We look off and ended up flying south of the airfield. I am still amazed at the fuel burn. 8.2 gph at cruise. I'm still just trying to take everything in when I hear " your airplane ". Whaaaaat I thought. I get to fly after all! It was at that moment I knew I wouldn't be looking at any other manufacturer. The controls were heavy but crisp. I swear the rudder pushed itself while banking to keep the ball nearly perfectly centered. It just felt automatic. As if the the plane was an extension of me. Even if I couldn't hold my altitude very well. That sight picture will take some getting use to. After a few more minutes we headed back to the airport. Scott and I ended up going to lunch together. On the way I told him of the post I had made on Mooneyspace and how surprised I was at the response. " I remember that post." He said. Turns out he was actually one of the commenters. I want to say what as small world but I shouldn't be very surprised. I was at Don Maxwell after all. We ended up having a nice lunch and learning about each others careers and families. All in all I set out that morning to learn something, anything really, about the Mooney brand. I accomplished so much more than that. I am amazed at how nice most of the people are in the aviation community. It is amazing to me that strangers are still willing to go out of their way to share their knowledge and their time. Especially with someone to whom they owe nothing, and have zero ties. I want to give a huge shoutout to Scott McCray (SMccray on the forum) and the folks at Don Maxwell Aviation. I had a great time. I learned allot and I look forward to seeing everyone again in the near future. When I'm getting a pre buy on the Mooney I decide to purchase!
  46. 14 likes
    One thing I've learn while getting old is that there are not enough people who have real knowledge and experience and who also are willing to get their hands dirty. When you find one it is a very good idea to appreciate him/her. I have a local A&P/IA, a plumber, a welder, an electrician, an upholsterer, a seamstress... all of whom do not charge enough for what their expertise is really worth,
  47. 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
  48. 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
  49. 14 likes
    I was reminded in 1992 when I bought a Cessna Cutlass (172RG), my first retractable gear airplane, to stay humble because there are only 2 kinds of retractable gear pilots - ones who have landed gear up and ones who will. (I thought about that and then deep down I thought it could never happen to me. How could anyone be so distracted to forget to put the gear down?) Fast Forward to 1997. I had just bought a 1996 Mooney TLS Bravo and a friend needed me to drive him up to catch a commercial flight in Austin TX. No problem, I'll fly you to Austin Mueller (now closed). He had flown with me many times and knew that hot starts in Texas summers can be tricky. We went over it before we ever left the ground. He was going to exit the airplane, get his bag, shut the baggage door and walk behind the airplane to the FBO for his ride to the terminal while I kept it at idle and didn't have to shut down. We landed, taxied, he exited. I got my clearance, taxied, took off and shortly after take-off I heard a loud bang from the back of the airplane - the baggage door has popped open on my new airplane. I was sure it had probably exited the airframe and had taken the tail section with it. I let the tower know what happened and that I was coming around to land on the perpendicular runway - all the way picturing what my airplane must look like. I turned final and wanted to get this thing on the ground to assess the damage. On final a Delta pilot waiting for take-off, who had heard everything, says "Mooney, check your gear down". I got that horrible feeling. I would like to think that I would have made a short-final gumps check, but I'm not sure. After all was said and done after landing and then taxiing to the FBO and looking over the airplane, I closed the baggage door, locked it and there wasn't a scratch or a bend anywhere on the airplane. I had turned a minor distraction into what could have been a major problem. After that I realized it can happen to anyone - all it takes is something out of the ordinary thrown in the mix. Don't ever say it couldn't happen to you.
  50. 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!