jdrake

Have had several fusions and discectomies over the past 30 years with hardware to back it up. I was seriously concerned about the impact it would have on my flying but ultimately I could no longer deal with the pain. Most recent was February 2016. Rather significant procedure - two discs replaced, fusion and the support hardware (the lower hardware in the pic). Was back in the plane at the end of April. As a practical matter, Feb in NJ isn't always the best time to fly so I wrote off the bulk of Feb and March. My annual was due in March so a friend was kind enough to shuttle it to the MSC and I got an April sign off. Both plane and pilot were in the shop at the same time. It worked out OK. I'd be very happy to talk offline and help you understand more about my experience. Between me and the doc above, should give you a couple really good data points. Just PM.

+1 for checking both mag and prop governor seals. Been there, done that.

Very timely post. Last weekend a friend experienced a similar situation with his 84 J. IIRC it was the gear relay breaker that would open whenever gear up was selected. In his case, the plane was in for annual and on jacks in a warm climate. After scouring the gear bay for obvious faults and finding none, he accidentally discovered that the condition only happened when the glare shield was installed. After some detective work and consultation with a knowledgeable Mooney A&P they narrowed the search to instrument panel. Yes, the panel. Generally speaking, there are two "panels" where instruments and radios are mounted - I don't know the technical name so let's refer to them as the subpanel and the façade that faces the pilot positions. In his case, the façade is mounted to the subpanel using rubber mounts that dampen vibration. I think of them like very small engine mounts. Over time, these mounts lose their flexibility and allow the façade to sag. In my friend's case, when the glare shield was removed, the gear behaved perfectly. However, when the glare shield was installed, it exerted just enough downward pressure on the metal façade that it came in contact with electrical components (I think around the switch bus). When gear up was selected, there was a spike in amperage as would be expected with a direct short and the breaker opened. This may or may not be helpful in your case but I certainly found it to be a learning experience and hope others do to.

I've landed at Alton Bay several times in my J (see YouTube). Used aerodynamic braking each time and had no issue exiting well before runway end. That said, I'd be very careful on an unimproved surface. Of particular concern (as mentioned above) is drift clearance as well as inner gear door.

I've been USAIG for several years and have no experience with global. In my opinion, the true test of an insurance company is how they handle claims. In 30 years of flying I've had just one claim. In 2014 a shop left a tool inside the engine cowl. When it slid out, it was struck by the prop and caused some damage to the prop, cowl, landing light and gear door. After changing pants, I called my agent who initiated a claim. Moments later the assigned adjuster from USAIG called. I advised that I turned over the keys to my local MSC and they were in the process of developing an estimate. He was familiar with the shop and in the end USAIG wrote a check for the entire event. It couldn't have been simpler. They seemed genuinely concerned about my wellbeing and that of my plane. There was no haggling or nickel and diming. As I wasn't at fault, there was no increase in premium. Candidly, if my premium does go up due to market conditions and there are more competitive offers on the table, I'd probably stay with USAIG based on this experience.

Didn't realize that ATC are now required to report anomalies. It would explain the call I received from the local FSDO last year after my right main went flat on roll out. Certainly not an emergency and I did clear the active runway but couldn't get into the ramp without assistance from the FBO. The inspector was very cordial and just asked about where I departed from. Literally a two minute call but definitely alarming when they come looking for you via the FBO the day after...

+1 for Sensenich. Similar price and excellent work at the Lancaster PA location. Henry Weber is the MSC literally next door. Supremely convenient for removal/installation.

In lovely Trenton, NJ, T hangars are about $600 per month with an annual escalator built into the lease. That gets you two light bulbs and a pair of 110v outlets. If you prefer to park outside, that'll be $145 per month. Oh, and fuel, that's $6.01 per gallon self serve.

8.5 years and just under 1,100 hours. And what a great ride it's been!

late reply I know but for future reference I've always had a simple experience at Albany. Just taxi to the "Customs Ring" and it's in and out.

+1 for the speed ring

Based in the northeast it seems it's much easier to be talking to ATC than not. The four facilities I frequent are Phila, NY, Allentown and McGuire. They always available and I can't recall the last time I was delayed or denied service. The only time I don't pick up services is if I'm lollygagging around or making a quick hop for some reason - maybe 15-20% of my flights.

I installed a M20 separator on my J about 8 years ago. It worked well after making several minor adjustments to the line routing and position of the overboard vent. Fast forward to 2014 when I developed an unexplained leak near the separator. Upon removal we discovered that some very fine pitting had developed at the base of the unit allowing oil to weep out and down the firewall. Not exactly sure of the cause <insert argument about concentrating acids, etc here> but replacing the unit has me flying with a nice clean belly.

I once thought I had an issue with map lights. Ultimately we determined there was some dependency on exterior lighting. Don't recall exactly, but unless position lights or recognition lights were on, the map lights wouldn't work. I don't recall if my glare shield and trim/flap lights operate independently of this dependency but figured I'd throw it out for consideration.

A couple years ago I dropped a pocket knife while seated in my J. Searched high and low for it for days then gave up. Assumption was that it had somehow fallen into my winter clothing and once I left the plane, it had fallen away and was lost. Fast forward to this years annual. Guess what turned up inside (yes inside) the pilot side seat. It worked its way between the seat back and "bottom" seat and was comfortably ensconced between the foam and the seat pan.

I'll make a restaurant suggestion - Hart's Turkey Farm up in Meredith. It's about 10-15 minutes from Laconia. It certainly isn't romantic but if you like turkey and value, this is your place. Be sure to bring home a few frozen turkey pot pies, unbeatable in my opinion. Each time we visit the Alton Bay ice runway (B18, see my profile pic), we stop at Laconia and borrow the car for a trip to Harts. Congrats on your milestone!

Late to the conversation here but I've been flying with Angel Flight East for several years now (http://www.angelflighteast.org/). They're based at Wings field and many of their missions are to/from KPNE. Very organized and responsive team in the office which makes the operations SO much easier. I'm based in Trenton and would be happy to have you along on a flight if interested. Just PM me.

Just flew from NJ to Toronto on Wednesday. Very simple process: Pre-work: 1. Get your US customs sticker 2. Get your eAPIS account setup Pre-Flight: 1. File your eAPIS departure manifest at least 2 hours (but not more than 48 hours) prior to wheels up 2. Notify Canada customs of your arrival (CANPASS telephone center 888-226-7277) 3. File flight plan with flight service 4. Ensure receipt of email from US CBP clearing your departure (usually within 60 minutes of filing departure notice) 5. Make sure all passengers and crew have their documents in order 6. Pick an "Airport of Entry" to fly to unless everyone on board has a CANPASS. Flight: 1. Enjoy 2. Open flight plan well in advance of crossing the border and be in touch with ATC Post flight: 1. Before deplaning, call CANPASS again to advise them of your arrival. They'll ask a few questions and either welcome you to Candad with just a reference number or ask you to wait for an inspector. I've never had to wait for an inspector. Return flight: 1. File eAPIS arrival manifest with US CBP 2. Notify US Customs of your arrival time and location via telephone (find the US list of service ports online) 3. File flight plan with Canada Flight Service (Nav Canada) 866-992-7433 Flight: 1. Enjoy 2. Be on flight plan and with ATC before crossing border Post-flight: 1. Taxi to the FBO or customs area (ask when you call to schedule where you should taxi to) 2. Wait for the inspector to check your docs (personal and aircraft) A couple of other thoughts: Make sure your database has Canada waypoints/airports/approaches if navigating via GPS (or at least get the lat/long of where you're going) Canada phrasology is slightly different than US but it is all seems to make sense. If in doubt, just ask. Clearances may not include all of the elements you might expect to receive in the US (i.e. CRAFT). Again, when in doubt, just ask PM me your email address and I'll send you the simple checklist I created for the trip

I'm sure you know this, but just in case (from a guy who replaced the map light twice before realizing it...) The map light circuit on my plane is only energized when the rest of panel lights are on. Once those dimmers are turned on, the map lights will work.

You might not have a leak. Ever considered the geometry of your tanks and how the differences in "level-ness" between your tie down/hangar and the pad at the fuel pump might impact how full your tanks appear? When I top off my plane at the pump, I fill it to just over the flange - no more room to fill. I'll then taxi the 50 yards to my tie down and check the tanks again where I routinely see maybe 1/2 inch of free space. Not as significant as the 2-3 inches you report but meaningful nonetheless. Perhaps try topping the tanks in the tie down or hangar with fuel cans. Then inspect after not having moved the plane for a week to see if there is an appreciable difference. Just a thought.

Check Youtube for videos of the arrival. I've filmed and posted a couple. Not that bad at all.

I use Panorama frequently. Never a problem and most reasonable when it comes to fees. No experience with the BOS suburban fields other than one trip to BED where the nose gear truss was damaged even though clear instructions were left at the desk not to tug the plane. They did, however, make repairs at their cost.

+1 for the Santa Fe Air Center. Stopped in for fuel about a year ago. Line service was kind enough to point out that I could save $1.50 per gallon by going to self serve and the counter staff was very friendly.

Could simply be the Sonalert. Seems as though I replace 1 every few years (stall, gear or A/P). The good news is that they're relatively inexpensive.

They can also land and depart from ice runways... This footage was taken on a lunch trip back in 2010. Unfortunately, the ice at Alton Bay wasn't strong enough for the runway in 2011 or 2012 but NOTAMs say the ice runway is back in service as of last week.