flyboy0681

Just when I was getting used to 300% insurance increases.

"A review of data obtained from a J.P. Instruments EDM-700 unit onboard the airplane at the time of the accident showed an excessively high No. 6 cylinder head temperature reading about 17 minutes before the unit stopped recording data." I wonder what "excessively high" means.

I've had two biopsy's and can emphatically say that their not as bad as advertised. For the first one, my anxiety level on a scale of one to ten was a good eleven, but the procedure proved to be a solid four and the discomfort scale, which led to the second one being a breeze. Now don't get me wrong, it's no pleasant, but it's over in a few minutes. What a newbie must be prepared for is the the aftermath, which I won't get into. Both procedures, ten years apart found - nothing.

Gary was one of those larger than life characters and jokester. We flew to many of the monthly Florida Mooney lunches, and when I did they flying, he would be very critical, commenting on everything from cylinder head temperature to localizer deviation. He was very proud of his service in Vietnam and loved to share stories. In tribute to Gary, I advise all you guys to get a PSA test.

Thanks for the tips guys. I'll have to fly her over to my nearest MSC and have them take a look.

My Sensorcon Inspector has been showing CO levels recently where readings were always zero. During cruise I’m seeing 30 to 50 ppm. Oddly, it goes down to zero when I close the cowl flaps. Sometimes on approach with the flaps open and mixture rich, it can reach 100 ppm. Ideas?

Not true. Before the Mooney, I flew Arrow's for years and the one thing that I had to get used to when transitioning was not being able to open each side of the cowl. Add to the mix that the current Mooney cowl takes two people to install (at least for me).

Perhaps I should have worded it a bit differently: "What percentage of maintenance related incidents that led to an airborne incident could have been avoided..". The low hanging fruit could be (as is the subject of this thread) loose ignition wires or magneto. Other items that could be eyeballed are frayed cables (ie mixture) or leaking hoses.

I'm just curious of what your thoughts are about the following. What percentage of maintenance related crashes do you feel could have been avoided if the cowl opened up so that we could gain easy access?

How about this clearance I received from KSPG.. Cleared to Boca Raton Airport via Pahokee two six zero at fifteen miles, direct.

I have to agree.

Interesting placement of the gear switch.

I would like to see a telescoping bar. The one I have now is two-piece with a removable pin which eventually loses the retaining ball at the end. To push a button and have it collapse would be a great item to have.

If it doesn't assist with the pulling/pushing, I don't see any value. I could be wrong.

While shutting down today the mixture would not budge from full rich (thankfully) and the only way to shutdown was to switch the fuel selector to cut off. My question is are there any special instructions for starting up once I move the selector to the left tank?

The only billionaire who ever took an interest in Mooney was Michael Bloomberg, who actually owned (and flew) one in the 1990's.

I just wrote about my GADM woes in another thread. Garmin released a new version yesterday, 24.7.8 to address issues that I had when I updated the app two days ago, if you haven't already done it, download and reinstall. But do it at your own peril.

I just went through Garmin Aviation Database Manager hell over the past two days. Not knowing any better (nor clearly thinking), I pressed the button to update the Windows app to the latest release. Mind you I did this a couple of hours before I was to file IFR and my current GTN 750 database had expired. After the update I could not start the application (version 24.7.1.0). I shutdown and rebooted, nada. I uninstalled and reinstalled, nothing. I finally gave in and opened a ticket with Garmin, who replied about an hour later. I was told that I need to install the latest Visual C++ redistribution pack. After the installation of that I was able to get into the GADM. Fast forward to today, I went to bring the program up and nada, couldn't do it. I uninstalled it and went to the Garmin site to see if an updated one was available and there was, 24.7.8. After a clean install it works, but who's to say it won't tomorrow? Gotta be careful out there.

Did the casino ultimately pay her or did they weasel out of it by saying the machine was broken and offer her a steak dinner instead?

Do you have a cutoff point on cost? For example, would you fly the Mooney from your location in Florida to Dallas or Phoenix, where commercial would be considerably cheaper?

Remove alcohol from the equation and the numbers would most certainly drop. My take on it is that the carriers generate a lot of money from those little bottles and cans.

Leadville is on my list for the transcon trip I’d like to make. And yes, they still sell T shirts as well as a lot of other merchandise.

Just made a pilgrimage to Leadville last week (by car). Quite a place.

Not sure if all the whining is warranted. I started flying commercial in the late 70's (now approaching 2 million lifetime miles with AA) and don't find the experience much different than those days. Yes, meals were served, but who needs an appetizer, entree and dessert on a flight from LaGuardia to Chicago? The common complaint is crowding on planes, but is it realistically different than 1980? Here is a picture from an American 707, which doesn't look much different than a 737-800 to me, sans leisure suits. There may have been an extra two or three inches of more space between seats back then, but does two inches amount to much? Seven inches, yes, but two? In this picture there is still one window per seat. For those who complain about seat space, there are many options now available (at a cost) and premium economy is close to where business class was in the 90's. And remember, back during the golden age of flying, if you didn't come equipped with a book, newspaper and magazines for a six hour trip, it was going to be a rather boring experience. Yes, you could place those phenomenally uncomfortable earphones in your ears, but they were like wearing David Clark's after an hour. I'd much rather have my iPad on the tray table with a few HD films ready for viewing, while checking email on occasion. And don't forget about the fatigue caused by the engines back in those days. Now let's talk about cost, in 1965 a roundtrip ticket from JFK to LAX cost $145.00 (pretty cheap huh?), which adjusted for inflation is now $1,360.00, and due to CAB regulations back then, that's what you paid regardless of airline. Imagine taking a family of four from New York to LA for a visit to Disneyland for $5,500 in airfare alone. I must admit, there are two things that have gotten worse since those halcyon days - security and the clientele. The security lines prior to TSA PreCheck were pretty bad, but in most airports I now zoom through without having to take off my shoes and belt. I have a friend who says he won't travel because of the invasiveness and long lines at security - to which I say - I don't have a problem wading through security for ten minutes in order to spend two weeks traveling the world - even if I'm pulled aside for a more extensive search. The flying public is another matter, but this only started happening over the past decade and got exponentially worse during Covid when forced to wear masks.

Having lived through a runaway trim situation (I wrote about it here numerous times), I can emphatically say that it happens so slow that you may not know it's occurring until things get dire. It's not like on a 737 where you can see and hear the trim wheel rapidly turning.