Hedge

I didn't enter Bravo, but thought I had a mode C

OK, Nothing new from the FAA, I haven't heard anything since I had to file the report. But an update on my plane. I sent the transponder out to be repaired and got it back. It still didn't work. I flew to a local avionics shop and they tested the transponder. He said it had some internal errors, but not enough that it wouldn't send out anything to ATC. So he opened the panel on the belly of the plane and low and behold, the transponder wasn't hook up to the antenna. He hooked it back up and we are now in business.

I didn't get radar contact and that was the problem. She was very busy and I decided to cancel the flight following. I had flight following from Shaw a minute before that, so I didn't think there was any problem. I dropped elevation and landed. So I had no idea there was a problem, so I didn't get on flight aware. Not sure about any other plane as I didn't see anything close. It was in flight failure.

I am going to upgrade my transponder, but I am going to do it once the ADS - B out is put in my airplane. My avionics guy advised me to wait as there are two or three good options just waiting for FAA approval to be installed that are much more cost effective. So I am waiting. The KT-74 looks nice.

But I didn't even know my transponder wasn't working, so I didn't even konw that I was proceeding into a Mode C area without a working transponder. I had to fly back to close CVG, but I knew my transponder wasn't working and I got permission to enter without it. I sent my transponder out to be fixed. I don't like calls like these. I am totally working with the FAA to make sure this get resolved, but I didn't even know about that NASA form until a couple days ago, so it is too late I think.

I was flying to Charlotte last month after picking up my plane from annual after having a lot of work done on the plane. I test flew it and everything flew great. The problem came when I asked for flight following coming from Sumter. I had flight following from Shaw and they did ask me to ident a couple of times, but they gave me following and also advised me of a plane close. Shaw terminated the following, and I asked for the Charlotte frequency. I immediately call Charlotte. She was having a hard time finding me, so I told her that I was cancelling flight following and switched back to 1200. I was not in Class B airspace. I was at 4500 when I reported to Charlotte, but I immediately descended to 3500. As I got a little closer to Rock Hill (which was my destination) I continued to drop elevation to get to pattern altitude of 1600. So at all times I was below the class B airspace. I had a routine landing, and as I taxied, I got a call on the radio from Rock Hill Unicom that I needed to call Charlotte for a possible violation. They said they didn't get anything from my transponder and I was in the airspace at 4500 ft. They said they got the elevation from a plane who spotted me. Now I have a report to fill out. They asked if i knew my transponder didn't work, and I reported that I thought it did as Shaw gave me flight following and didn't tell me any problems with my transponder. I never entered class B, and thought I had a working transponder at the time (it was checked out that day it did not work). What should I have done, and has anyone else had any problem like this in the past? Mark

I always pull on it to test its resistance. If it is difficult for me to open, it will be difficult to open by itself. Not very scientific though.

During my last annual, I had my baggage door completely taken apart cleaned, straightened, and reinstalled. it works a lot better. I always test the latching mechanism to make sure it is in a locked position. These items do wear out. If you can freely pull your latch, it is worn and should be looked at. I don't lock mine because I forget that it is locked and try to open the latch and break the locks.

Private airstrip, no FBO, no hangar available and no electric. Thanks for the quick tips. Mark

I am out of town for Thanksgiving and my plane is at a small airfield outside. Well it is cold here and I am trying to figure out the best way to get heat to my girl. If I can't, what is the best way to start the cold girl. Temps are in the low 30s F. My bird is always in a hangar with heat, so she isn't used to being cold.

Here is an update. There was a large hole in the servo boot. It would only correct to the left. Haven't figured out why the plane drops to the right, when the button is engaged. The button was actually corroded in place and was very difficult to remove. That has been remedied. Fixed a hole in my right fuel tank, now have a new starter, new ignition switch, all new servo boots, and a new fuel totalizer. The only thing left is the possible rigging. My A/P has never adjusted the rigging on a mooney, although he owns one and knows them inside and out. I will keep everyone posted. I can't wait to fly "old blue" again.

I have a close friend who buys all the upholstery for cars, planes, or whatever for a large wholesale distribution company. I want to re-do my airplane. What should i look for as far as materials go. Does it have to FAA approved, and what does that mean. Isn't leather just leather, or does FAA approved leather have to have something. Also, I know weight is important, so should i avoid leather. I also would like to replace the plastic side panels (original and very faded yellow) with new ones. Any idea where to get these molded plastic sides. Oh yeah. 66E Thanks

My plane was stuck at UZA for two weeks last month. Was on my way to Kirk Airbase for my annual and stopped at UZA for another mooney buddy. Spent the night and got up early to go and the plane wouldn't start. Ended up having a bad starter (solenoid wouldn't engage). Because the mechanic co onsite wouldn't work on anything older than 19 years, I was stuck. I had to remove the starter (not fun) on the tarmac and wait for a new starter. After all that, I got to send my plane to Jim Kirk. And that guy is great.

It just pulls right out? I will try it, but I like the idea about putting it in a film canister. I just don't think I have one, but I might. I will probably put it in a plastic bottle.

Imagine, because I am sure that is exactly what it feels like when I am finishing my takeoff.

Thanks for all the advice. I have called a couple of DPEs to get their recommendations on instructors and it is funny how much information they will tell your regarding instructors. Nothing personal, but they did tell who they thought was much better than others. I am interviewing a couple of these guys so that I have everything set up when I get my plane right. Mark

Nice video. I probably need to video mine too. That is pretty cool. I haven't seen my plane in flight. They are beautiful plane. I can see you fussing with the locking of the gear, turning off the pump, and lifting your flaps. and yes, I see that ugly step in flight.

Thanks for all the help. I think I am going to tape my wing leveler down and see if I can fly straight. I will look at the step for sure. One other note, regarding the gear and the gear door. I was looking over my plane during pre-flight and I noticed the left gear door wasn't connected to anything to close it. The pin was just hanging there not connected to anything. All the nuts and bolts were still there too, and there wasn't any sign that it ripped out. It just wasn't connected. I had been flying the plane for a while and never noticed it. The plane was pulling left before this and when I fixed this and had someone on the ground verify the door were going up and down I did a test flight and it still pulled left. But as you guys are saying, maybe this drag is being a problem. I will start working on this thing and I will report to you guys. Mark

oh yeah, i have adjusted the little knob to control the leveler and it is maxed out to the right.

When i fly with my wing leveler, my M20E pulls to the left just enough to be a pain in the rear. When I push the button to turn it off, and I try not to touch the yoke (other than pushing the button), the plane drops to the right pretty bad. I bought all four new bellows (spelling) for the wing leveling system, but haven't installed yet Does anyone think that replacing the vacuum bellows will fix my problem, or do you guys think it could be a problem with the aileron/rudder setup. I would like my plane to fly straight and level for at least a little bit. Mark

This is what I was thinking. Learn more about the plane and get my instrument at the same time.

I am west of Cincinnati, so Hamilton, Middletown, Lebanon, Harrison, and Cincinnati are all viable. Thanks for the post.

Thank you Ward. That is exactly what I was wanting. The only problem that I have with my Mooney, and I am going to try and get it fixed is that it pulls to the left with the wing leveler on and then it dives to the right with it off. So I have to always keep my hands on the yoke, which makes it hard to trim out and fly level because I always have to have pressure on the yoke. Because of this, I usually have to fly by feel in my approaches and can't fly by the numbers. So all of my landings are not very consistent. My plane is in for the annual and I am hoping that stuff gets worked out. I just don't know how a Mooney is supposed to be flown yet. But I agree, I want a very good CFII because my CFI wasn't very good. I like your approach.

I now have 150 TT and 95 hours in the m20e. I have 75 hours cross country. Enough hours to know that I need to get my instrument training. Would you guys suggest getting a mooney specific CFI or should I just use a local guy. I also need to train a little more on my plane, regarding emergency procedures, and slow flight. I have had some interesting flight recently where I had to return to base pretty quickly as weather conditions changed very rapidly. If anyone knows of a good CFI near Cincinnati, that would be appreciated. Mark

Any help would be great. I have some issues that need to be addressed. My wing levelers are off (need to be replaced) and my fuel selector leaks fuel.