Skates97

Thanks, I'll have to stick my head under there and take a look. I suspect it's always been like this but the old radio had so much other noise I couldn't hear it.

Now that I have a decent radio and am not dealing with all the noise from the old Narco I have another issue. When the mic is plugged in at the right seat there is some background noise. To describe the sound, you are hearing a low hum of the engine that changes with the rpm. It is not actual engine sound as if you unplug the mic it is gone from the headset and is quiet again so I am picking up interference from somewhere. Ideas? Check ground wire?

Count me in, you're just a short hop away from me.

Simpson Buick GMC of Buena Park Simpson Chevrolet of Garden Grove Simpson Chevrolet of Irvine ***Sorry for totally side tracking this thread. It went sideways after the first couple posts, that might be a record even for Mooneyspace.

Started as a parts driver and quickly worked my way to running the department. I eventually found myself in California managing Parts for three dealerships. I'm fortunate to work for a single owner, not corporate and the opportunity came up to advance about four years ago because our controller was going to be retiring. So, after discussion with the Dealer I went back to school for an Accounting degree and will be taking over as controller of the stores when she retires next month. As you know that position offers flexibility for time off anytime during the month, except the first five to seven days of the month.

After almost three weeks without flying I just went out Saturday evening to burn some Avgas and make some holes in the sky. Not much of a story to tell but some nice pictures. http://intothesky.us/2018/01/20/boring-holes-in-the-sky-at-sunset/ Here's a couple pics, more on my blog.

This post is something I could see myself saying 20 years down the road. (Including the Mooney sharing a hangar with something else, I just don't know what that is yet...)

Great article, thanks for sharing. Formation flying is on my list of things to do/learn. Unfortunately the Gunfighters Clinic (a short hop from home) is the first of the month which is when I'm closing out financials for the dealerships... That looks like about when they typically hold it so I will have to look at other options later this year or the beginning of 2019.

From the ACS in regards to Slow Flight and Stalls: "Select an entry altitude that will allow the Task to be completed no lower than 1,500 feet AGL (ASEL, ASES) or 3,000 feet AGL (AMEL, AMES)." However, as some have said above there is some wisdom in having more than the required amount of altitude. In the Cherokees that my PPL was done in we always did stalls and slow flight between 2-3,000' AGL just because as Robert mentioned it takes awhile to climb higher. I suppose what the others are relaying is that as the Mooney climbs much better than a trainer it is worth the added safety factor to practice at a higher altitude. If you end up in a spin the Mooney it is going to lose altitude faster than the trainer, I seem to recall that I was told the Cherokee lost about 1,000' per spin where the 1977 C POH states up to 2,000' per spin.

I appreciate the input guys. My POH has no notes about anything regarding altitude for slow flight/stalls. What I quoted is out of the 1977 POH which I found and downloaded quite some time after purchasing my plane, completing transition training, and flying it a lot. Learning is a lifelong journey, you just hope that none of the mistakes you make along the way as you learn end your journey.

Interesting, what year is your J? I wonder what made them decide to add that to the POH and what year they started adding it. The only mention of altitude in the POH for the C's in relation to maneuvering is in the 1977 POH and is in regards to the amount that you will lose in a spin.

Are you talking about 6,000' altitude or AGL? While I can see the wisdom in being up at 6,000' AGL (more altitude equals more time for recovery), where in the POH does it state that? In both the 1965 (year of my plane) and the 1977 (most recent revision I can find) POH it does not state anything about recommended altitudes for slow flight maneuvers or stalls. The ACS standard is to select an altitude allowing the maneuver to be completed no lower than 1,500' AGL. While we weren't at 6,000' we did start the maneuver above 2,500' AGL which was well above the requirement and also allowed enough altitude for recovery.

Depends on your definition of "fun." I did that on my first power on stall when doing transition training in my C/D. Had the stall, gave it one more tug, it immediately snapped over to the left and we were looking at the ground about 2,400' below us, CFI quickly recovered the plane after about a half a spin. The second time once I got the buffeting I pushed forward for a smooth recovery.

Or you get the C, then fly it awhile and fall in love, then start thinking "I would pay how much more to go how much faster?" Then you look at your typical cross country of 3-600nm and realize that the C is a great plane and does everything you want.

Had a couple of Mooney's flying at Corona yesterday. One was doing some pattern work before heading off to the west. The other was there for a bit before leaving. Neither were ones that I had seen before. Every time I see a new one at the field I want to get on the radio and say "Hey, are you on MooneySpace?"

I don't have them on my plane so I don't know what they are made out of. However, I have used this before on air mattresses and it works well, even fixed a small cut in the mattress. https://smile.amazon.com/Coghlans-8880-Airstop-Sealant-0-27-Ounce/dp/B001Q891SW/ref=sr_1_6?ie=UTF8&qid=1516484152&sr=8-6&keywords=air%2Bmattress%2Bpatch%2Bkit&th=1&psc=1

That must be only if there is a balance that carries over. It is the one they sent to replace the Amex and we have never paid any interest. I would be interested to see how the Citi Card would handle JetA if it is purchased from a vendor that also sells Avgas. You swipe it at the same machine so I would think it would come across in the same billing category. If only I had enough money to own something that used JetA.....

The fine print says 1% on fuel for "non-automobile purposes" but I think the catch is on how it is billed. Just looking at the last few, when I got fuel in Chandler it billed as "Chandler Air Services" but the category Citi put it in was "Vehicle Services - Service Station." When I get fuel at home, Corona, it bills as "Phillips 66 - Corona Air" and the category is "Vehicle Services - Automated Gas Dispenser." Most of what I buy qualifies, at least up until the 10th month when I have maxed out the 4% on gas purchases and it kicks into the 1% category. Interesting, I have never paid a penny of interest on the card but we have never carried a balance either. I think we've had it for a couple of years, since whenever it was that Costco switched from American Express to Visa.

I'm not sure about JetA, but I get cash back using my Citi Visa card from Costco. We get 4% on fuel up to $7,000/yr and 1% after that. I think it depends on how the vendor is listed, not what product you are buying. There have only been one or two airports where we didn't get the 4%, can't make any rhyme or reason why not, but we still get 1% on everything anyway. If the card company sees it as a fuel vendor I would think it should generate the reward even for JetA. For us we use that card for just about everything and get a check back for about $1k every year.

I've flown over that area a lot and have been bounced around pretty good from time to time, and I am always at 9,000+ heading through there. If he took off from San Bernardino I seriously doubt he was up that high, it's tucked up pretty close to the mountains. Factor in that he was heading to Big Bear and he just might have been trying to squeak over to ridge. Close to the ground flying over that area is not a place I would want to find myself.

I don't do three checks, but I do say it out loud even when I'm alone. Doing everything the same every time instead of changing it up depending on who is in the plane I think is a key to staying out of the "left column."

I'm interested to know what went wrong, whether it was something unforseen wrong with the plane, something the pilot did/didn't do, or something the pilot should have caught ahead of time in preflight/run up. That plane was on my short list but I could not get the broker to return emails or any of the voicemails I left inquiring about it. I think perhaps they were already in the process of selling it to this individual as the registration changed about a month after my attempts to contact them. Regardless I'm glad I have the plane that I did buy in my hangar.

I'm not sure exactly when but it wasn't long after I started flying mine that I quit looking to see if it was up and locked. I probably looked down the first couple of times and that was all. As Paul said, when the bar is on the floor and locked you know it, it either is or it isn't, and there isn't any place for it to go except in the hole so you aren't exactly fishing around for the right place. I do still look at it when I drop the gear as I like to see the thumb button pop out when it locks in place, then I give it one more good tug to be sure it is locked in place.

My POH says 4 1/2 pumps for full flaps. Mine seems to be right at about 4 1/3 for full flaps.

Hmmm... good point. I was going to include Cirrus in my post but I know they don't... I was just thinking of the fact that Beech owners do spend their money.