Ned Gravel

Steve: Good work by Chandler. Nothing I see that should cause you grief. Most of these items are "relatively" easy to deal with. I did not do the arithmatic however. Looks like quite a few pennies to add up and headed towards AMUs of work.

Quote: SkyPilot Have you got a phone number? No idea where tri-city is. I'm from the boonies

Quote: SkyPilot Has anybody switched from a 3 blade prop to a 2 blade prop? Any speed increase noted?

25 hours for me. I only get to fly about 100 hours a year and I have been told that oil with normal engine gunk in it develops acidic properties over time. I just had my overhaul done 2 and a half years ago. I want it to last.

David: That was why I asked the question I did at the beginning of this year. Last year I took formation training from a Canadian flight instructor just for this purpose. You indicated that was OK. See our exchange on http://mooneyspace.com/index.cfm?mainaction=posts&forumid=1&threadid=4290. I am in Bangladesh now on UN duty until the end of June and not likely to make to any of the workshops on your list prior to my intended departure for Maddison on the 19th or 20th of July. Any suggestions?

Every time. No exceptions. Loss of engine caused by lack of fuel scares me.

Big Bang A piece of my spinner made an unauthorised departure from the aircraft. It scraped some paint off the front of the cowl and made one @$##@ of a noise doing so. This occured within three minutes of rotation on takeoff. I did not know about the spinner piece and had no idea what had caused the noise I treated the incident as a reason for setting up for a precautionary. We had three on board, myself, my brother in law and his father in law. I immediately turned back to the airport, called the PAN, PAN, told them what I had witnessed (heard) and got back to concentrating on the aircraft. I started checking gauges for a clue of a problem because that sort of noise cannot be good and something may be giving me an indication to look for. If I needed to shut down the engine, that was the time to make that decision. There was no smoke or oil and the engine appeared to be running smooth. One down. ATC asked if I needed assistance. I told them that there was no reason to declare an emergency now but I would appreciate priority in the pattern. They cleared the way. Two down. Briefed the two pax as per the checklist. This was not an off-airport landing so some items were not implemented (cracking the door on final). Three down. Landed without incident. Four down. When we got out of the aircraft, I was missing about one sixth of the circumference of the spinner. Whew!!!!!

Paul: I think another member on Mooneyspace is selling one or two Ray Jay turbo normalisers that are supposed to fit on our earlier model Mooneys. Can't remember the thread but search on "Rayjay" or something like that.

Quote: Newmooneyguy I need to remove the headliner so i can unclog the drain line to the roof vent. Has anyone attempted this and survived?

When I fly alone, it goes onto the passenger seat. Lot fewer items now that I have an iPad which acts as my charts, plates and E6B. When my wife flys with me, it goes on the seat behind her. I have a Brightline bag, but that gets pushed into the far back seat corner so I can place the CFS and other things between it and I. The E model front seats are close enough to the back seats this is not an issue for me.

Cole: Once I get back from Bangldesh, I may take the 20 minute jaunt over to see you folks. Has the restaurant been rebuilt?

Cole: Are you keeping it at YSH? I think there is a D model in one of the hangers there. Come visit us at Rockcliffe. We have a C, two E's, and a J on the field now. After June, we should have a Bravo as well. And Barrie has a C model in Cornwall. Good luck with the repairs.

Quote: BlueSkyTraveler Joel, Goodonya for taking on this project! ...... ..... The Happy Wanderers, Betty and Harry

+1 for the Plane Power alternator. I just converted from a generator this year. 14.1 - 14.3 volts on the ground at 1000 rpm. Great unit and pounds lighter than the old generator.

Scott: I took a formation flying course last year, in anticipation of the 2011 Mooney Caravan (which I had to cancel because of a situational change) but the things mentioned by rdav are exactly what the instructor had me concentrate on. I am not an expert and I expect many of our ex fighter jocks on the board have a lot more time flying formation and can give you a whole lot more advice, but here is what I learned. Lead maintains stability and makes NO changes without transmitting intentions (ensuring these are within the capabilities of the wingman). Wingman only has one job -> MAINTAIN STATION. That means flying with your hand on the throttle at all times and maintaining a constant sight picture of lead with respect to your own aircraft. Taking this approach to air-to-air photography, the procedures used by rdav makes sense to me. Constant comms on the approach. Steadiness of lead. Manoeuvres only by the wingman until well clear. Then switch roles. Someone else (non flying person) does the camera work. Lead talks to ATC. Thorough ground briefing before taking to the skies.

Neither of my two grown sons are really keen on flying. That's OK. My best friend (their mother) loves it and we fly our Mooney for pleasure and business whenever we can. But, while I was a pilot at heart since I was 12, I only got to own an aircraft when I turned 49 and a Mooney when I turned 52. By that time both boys were grown and gone (not far but no longer at home).

Seven years after I bought mine, here is what I have learned to put in priority. Airframe Engine A mechanic who not only knows Mooneys, but likes them. A mechanic who has a good reputation Compliance with all the ADs Compliance with all the "show-stopper" SBs Shoulder belts (weren't any in mine when I bought it) A thorough understanding of my own mission profile Avionics Interior I probably missed one or two.

Raymond: If yours is like mine, that speaker is behind the panel somewhere.

This thread cannot be removed from the "unread" list. It refuses to stop. http://mooneyspace.com/index.cfm?mainaction=posts&forumid=4&threadid=4774&postid=61324&page=1#post61324

Quote: AustinPynes would be interesting to know what the turbo normalizer costs and how much effort to install.

We are already booked to fly in the Mooney Caravan.

I like to take folks flying and if I happen to have a passenger that I am dropping off somewheres, I have to demonstrate to them the same safety exercised up to that point. They only undo their seatbelt after the engine is shut down.

Quote: dpmatsalla Hi all, Ned, that's a great list - I stole a few of your points for my own checklist. Here's a few more points that you may like to include in yours: No-step areas outside the plane (i.e. on wing flaps, etc) Bathroom check (before they climb in)!! Sterile cockpit for Take-off and landing Take care! Devon

Quote: 1964-M20E Ned Could you post the text so we can see wht you have?