David Lloyd

With the rudder trim tab fully deflected, elevators misaligned (never anywhere mentioned as a correction for a heavy wing) and a flap being adjusted, you need to go to a shop that has the proper travel boards and can follow all the directions in the manual to align the control surfaces. After that, small corrections may need to be made.

I have had good experience with them for annuals the last two years, I know others that also keep going back to AGL.

I was with Global for several years. Same warning letter the last couple years. Over the last 3 years my premiums more than doubled. No multi but about the same otherwise. When asked, was told my 71 years is the primary reason for the increase and the offer to renew this year was not a guarantee next year. I renewed with Avemco for about the same money. Avemco told me barring anything unusual they would renew in the future but there would be a jump in premiums at 76 and again at 81.

Old time automotive alternator and starter shop could likely repair plus put in new brushes. Wear your John Deere hat, mumble something about a manure spreader, and the proper answer concerning the manufacture of the alternator is “huh.”

Thanks Chris, that was fun riding along. Many years ago, did the same including a circle around the Statue of Liberty. Good memories.

It seems much more is written about the 355 and 375 than the 175. Search for comments on those. All three the GPS and display is the same, the 355 adds a com radio, the 375 adds a transponder and ADSB in and out. All will Bluetooth to an iPad running either Garmin Pilot or Foreflight. They use much of the same buttonology as the bigger screened and even more capable 650 and 750. If all you need is a GPS, the 175 a great value. I do have a 375 because I needed both a GPS and an ADSB solution. Absolutely no regrets.

In my plane today, there is not much power to shed after an alternator failure. Strobes, the KX-165, the autopilot, nav lights if at night, the 275 HSI, pull the breaker for the turn co-ordinator, breaker for the avionics fan, stormscope could all be turned off. That leaves the PAR200B audio/com radio, the 375 and the 275 ADI. I have an almost new 35ACX (?) battery that should run the important stuff until I get to the ground shortly. I haven't tried it or worked the math for that load but expect more than 2 hours before putting the gear down would become a problem. Notice I said turn off the 275 HSI. When I do that, do you think I know how that affects info coming from the 375? Better to find out now than when you might need to know.

I do not have an iPad with built in GPS. This is my first, just a little over a year old. While satisfied with it's performance and connection to my 375 thru the 275s, my next iPad will have built in GPS. I have frequently wanted to use it for ground navigation. Might need help driving around in Albuquerque. Worth the $100 or so extra. It could also be used as a aid to navigation in the air. Alternator failure in IMC, been there, done that. Several times.

If your alternator fails in IMC, treat it as the emergency it is and get on the ground ASAP. Your battery will still power your 375 and it will still talk to your iPad via Bluetooth. If your 375 fails in IMC, advise ATC of the loss of your GPS and transponder, they will ask your intentions and amend your clearance to radar vectors or direct to a VOR and airways to your destination. Good on you, having a plan beforehand.

Can't keep my eyes off the needle when landing. A glance, you don't have to read and interpret numbers. I even put blue painter's tape over the ASI for a month or so to train my eyes to use the 275. Will probably do that again once the tail is repaired. When I built the RV, I had never used a digital display until the first flight. That only had the Dynon displays. Cold turkey. About 500 in that and still want to return to the needle.

Never noticed the offset while flying.

Avemco has agreed the claim is covered, the estimate acceptable. They will reimburse me when presented with an invoice. They would pay for parts up front if needed (no). I doubt they would attempt to collect this small a claim from the airport’s insurer. Don’t know, their business. Several claims over my 45 years of flying, 44 years of airplane ownership. Each time the agent or adjuster was reasonably prompt in returning phone calls, helpful with forms, seemed to enjoy their job. Each time, when the dust settled, I felt fairly treated. First claim, airplane was damaged in Bahamas by a military helicopter. Fortunately it was flyable. A windshield, a fairing, some paint. I do not remember any change in my premiums. Next claim, a contractor used my electricity in my open hangar to cut some metal with a chop saw. Dented my newly painted aileron. Sprayed hot metal on my newly painted wing. Aileron replaced, that and wing repainted. I do not remember any change in my premiums. Contractor buried at end of hangar row. Next claim, RV7 prop strike. I was reimbursed $40 (?) per hour for removing and reinstalling the engine and prop. Insurance allowed only 17 hours labor for that. Later I documented 27 hours labor and that is what they paid. The engine shop would not do the prop strike inspection AD without doing the Lycoming SB which dictated teardown and replacement of various parts including magnetos. Insurance didn’t blink, paid the SB. The next year, my premium we down about 20%. Year after up a little as the next year but still less than the year of the claim. Go figure. That last claim, insurance did not pay the whole thing. They paid for a prop blade but only about 25% of the overhaul on the 4 year old Hartzell. Fair. Engine had some bad lifters and cam I bought. Fair. There was some other overhaul period involved with the engine but I don’t remember exactly. I was pleased with the fairness of it all.

Yes, I looked carefully before the adjuster showed up. Still, until things are taken apart it is difficult to know for certain. Salvage elevators without corrosion, with new paint are fine for a 47 year old airplane. Corrosion or anything more than a very minor ding is a no go.

I bought insurance to protect me. The airport has insurance to protect them. I contacted my insurance to get the claim going and to make repairs in a timely manner. I don't want to get involved with trying to get someone else' insurance to do something. If my insurance company wants to subrogate the claim, they will take care of me first before duking it out with the others.

That tail tie down was about as tight as a banjo string afterwards. Before it was merely tight. No matter, that part of the wall moved about 3 feet in from the side. See that blue tape on the back wall? That used to be in the center of the back wall.

A week ago yesterday, a thunderstorm and strong, gusty winds blew in several walls in two rows of open T-hangars at Stanly County Airport, KVUJ. About an hour later, I got an email from the airport advising of damage to the hangars and to move my airplane right away as the hangars may be structurally unsound. About an hour later I got a phone call from the airport with the same information. Shortly after that, I got a phone call from Lew, Mooney owner and another hangar resident. Lew advised my hangar and airplane had been damaged as well as several others. He sent these pictures. The right elevator left a mark on the hangar wall, scraped off a little paint. As far as I can tell, the only real damage is the left elevator in the picture. The day before, I had cleaned and waxed the airplane, all that dirt appeared with the storm. After years with Global, their rates have more than doubled for me in the last three years. Upon questioning, the agent indicated the big factor in the increases is my 71 years. Not only that, but was told their offer to renew this year was no guarantee for the possibility to renew in the future. Well, thank you for being candid. Avemco has a reputation for insuring older pilots and that was acknowledged within seconds during my next phone call. High in the past, the premium at Avemco was reasonably close to what Global offered. Huge difference was the stated willingness to insure me for years to come. So, 13 days into the new policy, I phoned the Avemco claims line. Another real live person, here's what happened, okay, an adjuster will call shortly. A supervisor called the next morning and explained an adjuster would call in a couple hours to set up a time to look at the airplane and hangars. Several hours later, an adjuster did call and arrange to meet me at the airport Thursday morning. You know he was a nice guy, he owns a 1966 M20C. Paperwork, claims statement, more pictures, copies of airplane logbooks, etc. Shop at KVUJ working on an estimate after I located a replacement at Loewen's Aircraft Salvage. Just minutes after sending the email from their website, Paul Loewen responded. Could have been Sherry using Paul's name. I talked to Paul several times about 40 years ago as I bought several STC mods for my first Mooney. Adjuster was on time to the minute, more pictures, then on the way to another heartbreak. As I was taking the adjuster back to his car, my phone rang and the shop had the estimate ready if I wanted to stop by. Good timing. Estimate included removal of both elevators, inspection of all brackets, actuators, springs, replacement of hardware, inspection of right elevator, inspection of replacement elevator, strip, prime, paint, balance, installation of both elevators, rigging and test flight. That's where it stands, waiting for insurance to nod their head. Airport is trying to figure out what to do about the 40 year old hangars. Lew's airplane was not damaged. It was up at AGL getting an annual inspection. This was a big year for Lew. New shock discs, prop overhaul with new B hub, and found a cracked rudder pedal steering arm. His airplane is going to be ready end of next week. I won't be giving him a ride. Anyone?

My check cleared the bank right away, weeks ago. Phone calls, emails, promises of a package in the mail and an access number. Nothing.

Steve, antennas do fail but just as likely are bad connections or the splitter. I have a CI 120-4 Comant splitter if you need one.

Don lent me one last year for a few weeks. @hammdo

I looked at the website, real estate not aviation. Maybe he is just searching for an airplane for himself.

Most of my probe problems have been the connection from the probe wires to the engine monitor wiring. What indications of a problem?

Got it taken care of, an old friend. Thanks MooneySpace.

Have an old DeWalt that makes lots of sparks. Problem is, it shows sparks but little else, not sensitive at all. Couple weeks back I was seeing cloud to ground lightning and nothing showed on the WX-8. I bought one new in 1984, flew 5300 hours with it and know what it should do. And this one doesn't. It cycles for the test function and occasionally shows gear or flap actuation but that is it. As many of these things as I see in old Mooney panels it seems like there would be a lot of spare parts out there.

Anyone have a WX-8 Stormscope removed but still working. Can't figure out if my antenna or unit is bad.

New engine monitor What the heck Why is it doing that Temps are exact But not exactly expected Pressures are jumpy It’s like four engines up there 9.2, I always thought 9 or so Did this mayhem just begin Or was it like this forever So many new things Now to worry over Was fat, dumb any happy Till I met you, JPI May start diet tomorrow