ziggysanchez

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About ziggysanchez

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  • Gender
    Male
  • Location
    : Oklahoma City, OK
  • Model
    M20K

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  1. Exactly why I put mine where I did. I use the EDM or refer to it more than any other instrument on my panel as well.
  2. I removed the vacuum system from my K model and went all glass. The main thing I wanted to accomplish was to have a capable IFR platform with minimal clutter. If the new Garmin system had been available when I updated I would have seriously considered it over the Aspens. Not because I think the Garmin is more capable (I think they are both very capable systems) but because the Garmin would have reduced the number of components installed in my panel and further reduced the clutter. I’ve been very happy with my panel upgrade.
  3. I've got an old iPad that I'd be willing to sell. My wife just upgraded. I don't remember which model it is but I'll find out. Let me know if you're interested.
  4. ziggysanchez

    Today's flight for 2018

    It is mounted on top. I think that is my favorite angle to record from because it always gives me the feeling of flying while watching. Glad you enjoyed the video.
  5. ziggysanchez

    An Absolutely Horrible Day!

    I'm thinking it really may depend on the insurance company. I'm not sure what the differences are between the insurance a shop would carry and the insurance we carry on our aircraft but I'm sure there is some difference. I once slid on the ice in my car and ran into the prop of my Cirrus SR22 (the prop wasn't spinning). I ended up with a bent blade. The engine and prop both had 1900 hours on them since new. Without going into a whole lot of detail, I ended up claiming it on my car insurance and decided on an engine overhaul from Western Skyways and new prop in lieu of a teardown and inspection and prop repair because of the high time on the engine and prop. The insurance company paid all but approx. $10,000.00 of the entire bill (which was in excess of $69k). I'm sure I wouldn't have been paid that much had I claimed it on my aircraft insurance but the car insurance handled it much differently than the aircraft insurance would have and it benefited me. I'm guessing Don may do a little better based on the fact he's not claiming this through "aircraft insurance". I could be wrong though.
  6. ziggysanchez

    Today's flight for 2018

    Meant to post this Sunday. It was a bumpy day down low in Oklahoma but still a beautiful day to fly. Caught a video of my final approach into my home airport KGOK (Guthrie, OK).
  7. How much for the rear seats?
  8. ziggysanchez

    Alternators

    Like everyone else said It can definitely be done and without removing either mag.
  9. ziggysanchez

    MooneyMAX 2018

    That airplane is incredibly fast!!! I enjoyed being there yesterday. Unfortunately I could only be there for one day. I didn't get to meet you @MrRodgers. Maybe next time.
  10. ziggysanchez

    New Klixon switch covers

    @Ah-1 Cobra Pilot I sent you a PM.
  11. Are you offering it for sale here? If so I would be interested. I would also be interested in how much you want to sell it for? I'm not much interested in purchasing through ebay.
  12. That's how it reads but nowhere near exactly how it happened. Again, I gave a very abbreviated description of what was done to find the issue and after it was all said and done it became apparent that we didn't find what the real issue was until it happened a second time. Unlike when I was in my Cirrus. There was a puff of smoke from behind the radio stack in it one day. An inspection was done behind the panel that revealed no issues. A systems check was done that revealed no issues. An attempt was made to repeat the issue to no avail. After not finding anything definitive an educated guess based on the experience of the Cirrus service center was made but couldn't be confirmed. What was determined was that they believed it wasn't a safety of flight issue. It turned out to be what the service center thought it was. That took me ten minutes to write. Less time than that for you to read. But took an entire work day to play out in real time. In the case of my Mooney on that day there were ideas exchanged, inspections made, tests run, one piece of equipment removed (a Nav/Com radio), conclusions drawn and an educated guess and determination made that it was not a safety of flight issue. All of which took place between 11am and 6pm. The oversight of the chafed cable on that first day came as a result of the location of the smoke. The bulk of the inspecting was done behind the panel and the evidence of the arcing forward of the firewall was not visible. Were the conclusions and guesses that were made by Don and his staff wrong? Absolutely. Was it a result of incompetence or a desire on Don's part to deflect wanting to fix the airplane? Nope. Just a failure to find the real issue the first time around. I'm sure none of you have ever had a mechanic or avionics guy replace parts while trying to fix an issue you are having only to find that the work they did, didn't resolve your issues. Stuff happens.
  13. You're right. It does. But not for the reasons you think. But because my post doesn't tell the entire story. I stated as much when I started the post. I didn't tell the whole story for the sake of time and length of the post. Some details were definitely left out. Probably some important ones. Just as details have been left out of the story you were told and have told us in this thread.
  14. This is a bit long. I'll try to shorten it up as much as possible. In Oct. of 2016 I traveled to Longview, TX to pick up my 231 from the Maxwell's after purchasing it from them. Just before I took off for home there was a puff of smoke in the cockpit that came from behind the panel on the co-pilot side. After shut down Don, Paul and myself searched for what the culprit could be but to no avail. Don started and ran up the plane and there was no indication that anything was wrong. No more smoke, no indications of any failures, nothing. So he told me to let him know if I ended up having the issue again. I launched from KGGG to OKC without any issues on that flight. About two or three weeks later after putting a few hours on the plane I turned on the master switch and had another puff of smoke from behind the panel larger than the first one I had experienced in Longview. I pulled the cowl and found a place on the firewall next to the heater box where it looked like a wire had been arcing but didn't see any wires that looked like they could be the culprit. After speaking with Don and sending pictures he suggested I bring it back to them to look at again. It ended up being a chaffed battery cable. After replacing the cable everything was put back together and I was sent on my way. Taxied to the runway, accelerated for takeoff and just after rotation lost electrical power in the aircraft. Everything went offline that was electrically powered. I didn't retract the gear thinking it may not come up and if it did I may not get it back down so I left everything as it was and flew the pattern to land and taxied back to Maxwell's. Everything did come back online before landing. There was an electrical burning smell in the cockpit when I landed so I suspected it must be connected with the issue that I had flown in for them to fix. While troubleshooting the problem Don put his hand over the starter and it was too hot to touch. Anyway, turns out to be a starter solenoid failure that Don said he had never seen or encountered before. I won't get into all the details because it would take too long but It ended up frying my starter and completely draining the battery. By now it's after 6pm so I end up having to stay in Longview overnight at a hotel (which I had planned on possibly having to do anyway not knowing if my first issue was something they could fix in a day.) I was given a courtesy car and Don and I were able to have dinner together. It was cool to be able to talk aviation with him. The following morning Don locates a starter and solenoid and sends someone to pick it up in Dallas. By later that afternoon the starter and solenoid arrive and are installed in the airplane. It's getting late in the afternoon, so Don does a run-up on the plane and I can tell he doesn't like something he is seeing. After spending a considerable amount of time in the airplane he shuts it down and tells me he was getting an amperage indication on the JPI 900 that doesn't make sense. We go in his office, he makes some phone calls and I don't think he ever got the answers he was hoping for. Again, its after 6pm on my second day and a Friday night in Longview and he and Paul are still there trying to work out the issues on my airplane. Don suspects the battery may have been affected by the incident i had the previous day so he wants to run another battery test and let it charge overnight again. He told me He didn't want me flying it home at night until he knew it wasn't going to give me problems. I agreed. I didn't want to fly it at night either...lol. I called and made a hotel reservation again for that night before heading out to dinner with Don and Jan (his wife) who decided to join us. Again, I enjoyed getting to spend time with Don and Jan, (who I had only met that day) and getting to know them. You learn a lot about people when you spend more than just a few minutes with them. They were both extremely apologetic for the problems I was having, even though these were problems they neither created nor could have predicted. Sometimes these things just happen. At dinner Jan insisted that I stay with them in their home that night so I wouldn't have to incur the expense of another night in a hotel. I respectfully declined because I had already made a hotel reservation and I didn't want to impose. The next morning (on a Saturday) I show up at the shop. The battery has already been installed and Don has done a run-up and determined that everything is ok. Thirty minutes later I'm in the air and on my way back home to OKC. This isn't the only time Don and his staff have provided me with this level of service. When I had two cylinders fail earlier this year and was AOG in Idabel, OK. Paul (Don's son) and Tom were there within 12 hours of the failure diagnosing the problem and pulling the two cylinders. The cylinders failed on a Thursday night at around 11pm. I sent Don a text at midnight which he responded to immediately. Paul and Tom arrived the next morning (Friday) in Idabel between 10:30 and 11am and I was back in the air by the following Wednesday before dark. This is the reason it's difficult for me to believe that we have heard the entire story from some of the posters to this thread. I have no doubt that Don and his mechanics have missed some things on a PPI and unintentionally overlooked some things on an annual inspection and probably messed some things up. Every one of you on this forum who are aircraft mechanics have made those same mistakes while working on aircraft and will make them again. We're all only human. But having a failure after some sort of maintenance or repair doesn't automatically make it maintenance induced (like in my case.) Don Maxwell Aviation is the best shop I've ever dealt with (I'm sure there are others....I'm just speaking for myself) and after having spent a fair amount of time with Don and his family he has definitely earned and is worthy of the respect and admiration so many have bestowed upon him in the aviation community. Just my 2 pennies.
  15. ziggysanchez

    Ride back to OKC from Longview next week

    Yup....I'm much larger and a bit taller than Paul at 6'3" and 285 lbs. Looks like this myth was busted....lol