Flybeech21

So I have a M20E with a crackable step. The cable is constantly coming off the cam. I am resigning to just raising it and pretending it doesn't exist. Any suggestions?

I agree absolutely... I like your phrase "Priorities Briefing." I may borrow that if you don't mind. But, if the applicant busts, there is no code to tie the disapproval to lack of doing an approach briefing. It would be a debrief including this appropriate phrase you have coined. Or maybe a priorities checklist. An approach brief is a bonus item in SRM but a necessity in CRM as required by part 121 and 135 training programs... My point is I often see the full approach briefing cause more distractions that helping in the case of SRM. In CRM scenarios, someone is always flying the airplane while the detailed briefing is taking place. In the case of SRM without an Autopilot in IMC, nobody is flying the airplane during a detailed approach briefing. It's a kin to driving a car in the rain while talking on two cell phones and having a conversation with your passenger. Not the best idea right? I think that is why the FAA didn't include approach briefings as a skill that is evaluated during the instrument rating.

Don't start briefing the approach plate in detail when you are 2NM from the FAF. BTW, nowhere in the ACS does it state a requirement to even do an approach briefing. Much less, an airline crew style top-to-bottom approach briefing. I've seen it cause problems many times. Check the NOTAMS. Especially FDC NOTAMS. It stinks to fly the perfect approach to the charted minimums when there is an FDC NOTAM raising the mins by 100 feet. Relax and look at each question or scenario as if you are considering it for the first time. Try not to anticipate what the examiner "wants to hear" from gouges. "Thats what the gouge said you were looking for" is not a good rebuttal for an incorrect answer. Good luck....

So, on a recent trip, I was decending at close to redline in smoth air when I hit Moderate to Severe turbulence. No warning at all! Not even a ripple of chop. It stayed really bumpy the remainder of the flight. The next flight, I noticed a tail wag, similar to the yawing that some pilots report from V tail Bonanzas. I wrote it off as the PC control system probablly needs to be adjusted since it had been taking all of the roll left adjustment to stay level. Well folks, I was wrong. Really wrong! We just started the annual yesterday and upon inspection of the empennage noticed sheered rivets just aft of the upper attach point extending down ward and aft beneath the horizontal stabilizer. This is allowing the tail to move horizontally about 1" at the tips of the horizontal stab. I normally check the tail by grabbing it and giving it a push or two to check security. After someone on the feild commented that I was going to cause dammage by doing that so much, I didnt check it for two flights (The two flights prior to the annual). One of the flights was the turbulence encounter. Little did I know, the tail of my airplane was working loose and starting down the path of catastrophy! My wife and kids were on the last flight. Unreal! Moral of the story is, dont let anyone talk you out of your pre-flight routine and watch out for turbulence when operating in the yellow arc. I will post pictures of the damage once I get the tail torn apart and completely inspected.

Quote: Flybeech21 The PC control system is not required equipment for certification. It is not specificly mentioned in the TCD and nowhere in the POH does it state that it is required equipment for flight. The Mooney 20C that I own doesnt have an MEL. Required equipment is found in 91.205. 91.213 outliness how to fly legally with inoperative equipment not required by 91.205. That is what is relavant in the case of this thread. Note 1 in the TCD is referring to Weight and balance data. It is not saying that everything that was installed when new must be operating for every flight therafter. An updated and accurate weight and balance covers Note 1.

Quote: Cruiser I would like to know more about the reason the tower and supervisor wanted to issue a violation? What was the tower expecting when the pilot informed them he was in communication with ATC? Was the pilot operating under his own navigation? The OP said "ATC flight following lead him directly down into KIWA airspace" was he given vectors? A route to fly? The reason I ask is if ATC was providing guidance they are responsibile and the pilot is already communicating with the appropriate ATC facility therefore meeting both FAR and AIM requirements of Class C and Class D airspace. (you still need clearance for Class

The PC control system is not required equipment for certification. It is not specificly mentioned in the TCD and nowhere in the POH does it state that it is required equipment for flight. The Mooney 20C that I own doesnt have an MEL. Required equipment is found in 91.205. 91.213 outliness how to fly legally with inoperative equipment not required by 91.205. That is what is relavant in the case of this thread. Note 1 in the TCD is referring to Weight and balance data. It is not saying that everything that was installed when new must be operating for every flight therafter. An updated and accurate weight and balance covers Note 1.

I am more interested in the particulars in the government red tape at Saba. Has anyone cut through it before? I have heard that some have had to send a video of them performing short field T/O and Landings on the specific airplane if it is marginal in capability for the airport.

My wife and I are planning to go on a trip in our M20C down to the virgin Islands, Puerto Rico, ect. We are also contemplating flying into Saba (TNCS). has anyone ever flown there Mooney into there? You have to get pre-approval from the government to fly in there. It is the shortest commercial runway in the world at 1300 ft. It will be my wife and I only so the distance shouldnt be a problem. Wouldnt be a good place to come in hot and float.

That is very suprising to me. I worked for him for three years. He is a big Beechcraft man. I have seen him do rides without co-pilot brakes in a Bonanza. I am gonna call him today and ask him about it. I will let you know what he says.

What is the examiner's name???? I am pretty sure Dan Emin would do the ride without the co-pilot brakes.

Thank you....

That would be great....

The only performance numbers for vintage Mooneys that is in the fltplan.com performance database is for the 20E. Has anyone input acurate data for a 20C? If so, are you willing to post your tail number so 20C owners can use it in the donor aircraft section for performance numbers?

Just use rubbing alcohol. Its pretty much the same thing as type I de-ice fluid except it is not heated.

KFPR has the cheapest fuel at self-serve pumps with Airport Tiki being the best FBO (IMO) that also has a place to eat. The FBO is very experienced with people going to the Bahamas and can meet your needs with rafts and things of that nature. As far as the best Imigration, all of the Bahamas Imigration locations are more courteous than all of the U.S. locations in my experience. In regard to U.S. locations, one is no better than the other. I have been to all of them. U.S. customs officials are often times very rude and expect you to know the office's individual procedures. Each Customs location has their own procedures and the offices are not standardized so if you get used to one location and go to another, expect the officer to be confused as to why you dont know the procedures for their location. Sometimes, you will get a helpful U.S. Customs officer but, it is just luck of the draw. Just remember, you are not breaking the law so you have nothing to worry about. Also, if you have a really bad experience with a Customs Officer, there is a method for reporting the event on the US Customs website. I reported an event and got a response. Another good idea is to call the Customs office you are going to visit and tell them that you are doing this for the first time and wanted to know what forms they want and any procedures they want you to follow once you arrive. Dont tell them its your first time if it is not, they will look your information up and know if you have cleared through point-of entry portals in the past. Calling ahead and asking questions has helped me. Bottom line. Go where the fuel is cheapest and is a point-of entry airport. KFPR is currently the winner.

Quote: skyking I have had 2! 1) Engine faiure at 900 feet on departure. Landed in hay field straight ahead. No damage to me or plane. ( Engine swallowed a valve) 2) Cabin fire when master fuse blew and burned the harness. Landed at the airport safely on that one. Funny part is i had the same passenger on board for both flights. Incidents were 10 years apart! russ

I landed on I-85 in Lagrange, GA in a C172. Smoke in the cabin. Landed with traffic, added power to stay up with the traffic, then pulled in the median and stopped. Then I nearly vomited...

I am working through the whole thanksgiving holiday. Today to Monday. The schedule shows between 8-10 hours of flying a day for the next three days... ughhhh. Looks like chinese take out in a Hilton for thanksgiving dinner.

Quote: airkraft Flybeech, What exactly is included in " all the PC components" that you had overhauled?

Quote: jerry-N5911Q I have significant but far from total hearing loss in both ears. So, I have a SODA - a Statement of Demonstrated Ability - issued by the FAA via my AME. It permits me to hold a Class II or III medical, and requires I use "hearing amplification devices" such as headsets or hearing aids when flying. It might be possible to get a SODA for Class I, I don't know, I never tried. Talk to your AME. The SODA is issued once, and you present it at each medical exam.

Ok. PC system came via UPS today. Final bill was a little more than the quote. $805.92.. Still not bad at all for a total system overhaul. Installed everything and ops checked good. No adjustments required. Awesome...

I have worked with them in the past and they have always made good on mishaps. I am sure they will in your case as well.

I have always thought the ride quality was a function of (Weight) X (Speed). I think it has very little to do with the structual dampneing of the airplane ( at least in light GA aircraft). Take our remarkable Mooneys for example. The are faster or comparable/ lighter than the competition. Legacy Retractables: C182RG 3100 Gross C210 3300 Gross A36 3600 Gross Mooney 201 2740 Gross Entry Level Light Retractables: Commanche 180 2550 Gross Arrow 2600 Gross C172RG 2650 Gross M20C 2575 Gross *obtained from Rising Up Aviation Performance data http://www.risingup.com/planespecs/info/ Using my examples above, the 201 is comparable and sometimes faster than its competition but is is substaintially lighter. Net result is a somewhat rougher ride in turbulence. The M20C is comparable in weight to its competition but is faster than its competition (especially in the descent where turbulence is most frequent). Net result a somewhat rougher ride than the competition. Also noteworthy is the average flying weight of the airplane. Usually airplanes with a large useful load are flying at gross weight with less frequency so may be rougher than the airplanes with little useful load that fly at or near gross weight every single flight.

Yes I did. I have disputed it but from what I understand, If they dont take the product back it becomes difficult to get the money back.