Bennett

Here at San Carlos a gentleman who previously owned a Beech Bonanza bought a beautiful MSE. We spoke a few times about why, and he cited the very high costs of parts. Specifically he mentioned that he had to replace a bezel for the tail strobe light, and it was over $1,900. He also said that just about every Beech specific part was unreasonably expense. I don't think money was the problem, as after a couple of years he sold the Mooney and bought a Piper turbine Meridian. I like the way Bonanza's fly, and especially how well their landing gear works on rough runways.

Recipe for rabbit stew: First catch a rabbit. We don't really know what will actually be the final wordings of the PBOR 2 yet. So far the simple "driver's license" concept looks doomed. A lot of speculation here, but I suspect we will have to wait a while longer to find out if any improvement has been accomplished. I doubt it.

I'd like to join the beta tester group. Are you using GPS altitude alone, or making a barometric correction?

I have taken both of my Mooneys (past and present) to Paul's shop; LASAR because of his vast knowledge about Mooneys. I consider him a true Mooney Guru, and because I trust his integrity. If Paul told me some project had taken more hours then either of us expected, I would have just swallowed hard, and paid the bill. I cannot believe he would ever pad a bill. And I know that on some of his "exploratory" work on my airplanes he has Undercharged hours and eaten the expense because it was part of a learning process. Even gurus can be stymied for a while. LASAR and inexpensive are not part of the same sentence, but really good workmanship does not come cheaply. When I fly I want to know that the shop I went to didn't cut any corners just to meet an estimate. These old aircraft require high maintenance and if I can't afford to have the work done competently, I'll quit flying. I have no problem discussing billings with Paul, and over the years he has made a few adjustments where I felt some charge or another was a bit high - mostly parts where their wholesaler might be higher than a firm like Spruce. This is a long way from accusations of Fraud.

No, I hardly pull much amperage in normal flight. I just turned on the master and avionics switch to take a photo of the panel. Not sure how the amp meter is wired in, but with the engine running, I see very little amps flowing, and I have never had a problem. Interesting observation, though, and I will check this out the next time I am at the airplane.

What puzzles me here is that I ALWAYS get a call, or email, from LASAR whenever they find something not previously discussed, or where the scope of work is beyond what we anticipated. I have been bringing my Mooneys to LASAR for over 30 years, and obviously I wouldn't do so if I felt I was being "ripped off". Over the years I have had other MSCs do some mods or services to one of the Mooneys, and I have always had excellent experiences with them. To be fair, I bring LASAR a written list of my "squawks", and they aways send me a written notice of agreed (and deferred) work with estimated costs, which in all candor, are normally close, but not exact. I am in contact with Paul or Dan at LASAR all through the annual or repair process; hence no surprises. To me, I am willing to pay for meticulous performance, acknowledging that there are less expensive shops in the area. Have they ever made a mistake? Yep, and as soon as I discovered a problem, it was taken care of for me - flying down a mechanic at their expense to fix whatever might need repair or adjustment. And I know that LASAR has done the same for at least one other pilot/owner at KSQL. I hate to see this forum used to bash a shop that has been long servicing the Mooney community. Mentioning the fact that Paul is now wheel chair bound is a low blow, and has nothing to do with the performance of his staff, or his ownership supervision.

Thank you for the link. Looks like accuracy is plus/minus 6% at best. Not good enough to depend on, but still one more gross check.

MidContinent has an excellent electric AI called the LifeSaver. It is expensive, but it has functioned perfectly in my airplane. You can order it with a back-up battery (also expensive), and an inclinometer that acts as a turn and bank ball. I am certain it is certified to replace the Turn Indicator, and the AI Is a bonus. Still, an EFIS presentation will provide more data, and the Dynon, Gamin and Scandia units will fit in the same size standard instrument hole. For what it is worth the Dynon D1 and D2 units are considered "portable", but they have a clever snap in panel mounts that are not hooked up to the pitot static system, but in an emergency you get a decent horizon and good pitch information. Also MidContinent has a larger EFIS box called a SAM. .

Earlier in this thread I asked if anyone knew if the small wingtop gauges were reasonably accurate. They seem to match the "fuel used" in my JPI 830. (Full tank minus fuel used) Has anyone on this forum actually tested the readings against another method such as draining the tanks and filling them noting the sight gauge readings?

I get ads every time I visit Mooneyspace on my iPhone 6 S.

Thanks for the pirep on the restaurant. I hope they open for lunch soon. I being my airplane up to LASAR for oil changes, and minor work where I spend the day there and fly back the same day. The old restaurant was very handy for that scenario.

It is. Still funny in any format.

A pilot friend sent me this link - too funny. TheRedSparrows.wmv

There are a few restaurants (and if it is still there) and English style Tea Room in a good looking cottage. There are interesting walkways by the shore. I've never been bored walking about.

Shelter cove is well worth the flight up from the Bay Area. Be prepared to change plans if the fog rolls In as it can do so quickly. Be aware that there are no fuel services at Shelter Cove.

I do, or to be accurate, LASAR does this at every annual.

Just curious. How accurate are the gauges on the top of the wings? I always check them before every flight, including intermediate stops. Since I generally fly alone, and so useful load with full fuel in not a problem, I always have my tanks filled as soon as I reach my home airport, or before departing back to KSQL. MY JPI 830 is always reset to full, and each time I check the "used fuel" against the fuel truck's meter. Since I generally fuel from the exact same place in front of my hangar, I feel comfortable in my K factor calibration for the fuel flow as shown on the JPI 830. I am always within a half gallon on refueling to the top of the tanks. and always toward the safe side. BUT, I am a candidate for having a truly accurate panel gauge meter per tank. I have, over the years, had a cap that was not seated properly (my mistake since I always reseat the caps myself after fueling) and I could see a trail of fuel on the wing. Naturally, not until I had climbed to my cruising altitude, and checked the wings. Lesson learned, and another time I discovered a leaking drain after landing. It was fine when I sumped the tank before takeoff. That time the flow meter was just reading fuel flow to the engine, and the "fuel remaining" number was wrong. Fortunately this was a relatively short flight, and only one drain was leaking. It does make you think, however, that even very conscientious pilots (I like to think that I am in that category) could find themselves believing that they had more fuel than the reality of the situation. So, I'm interested in the possibility of accurate gauges in the panel. Redundancy and cross checking is just good risk management.

Done!

Good to see how many of us are constantly striving to improve our flying skills. I started flying in 1956 (not a typo), and I still attend at least 10 Wings seminars a year, and at the end of every flight I evaluate what I did wrong, and right, and how I could improve on the next flight. I don't think I ever had a "perfect" flight, but most are damn good, and certainly safe. I've had my share of in flight "situations", and said "unable" more than once, and declared an emergency while up in the flight levels, not to mention losing vacuum pumps in IMC (twice). In no case did I ever forget to keep flying the airplane, and not waste too much time in trying to fix the problem to the extent of distraction from flying the basics. I hardly ever carry a passenger - just my personal risk assessment. Flying was once a great business tool for me, and It still is, but more limited than in the past. I fly on the days and times where risk is relatively low, and where and when I can savor the enjoyment of flight. I was once a bold pilot - probably a bit too bold, but I've managed to get to the age where I am just an old, no longer bold pilot. Lot of luck along with never letting my guard down.

Call Don Kaye. He is on this forum, and probably has more time in Mooneys than any other instructor in the country.

I have been talking about our single strip airport that is almost always under attack to shut it down or severely restrict its operations. We (The San Carlos Airport Pilots Association, the local EAA chapter, the San Carlos Flight Center, the Hiller museum on field) are all fighting back hard. Not just politically. You would not believe the number of pilots who took off work to appear at a recent Board of Supervisors meeting in morning hours), but through continuous involvement with community. The EAA Young Eagle program is very active, Airport Days are well attended and quite a few pilots take time visit schools to talk about flying. The Hiller museum has about a dozen simulators set up on the second floor for kids to "fly" with pilots, some CFIIs as instructors. I already mentioned the upwind scholarships One of my favorites: a through the fence walkway to a covered shelter where their kids and their parents can watch aircraft take off and land while listening to Tower and Ground via speakers in the shelter. Many of us stop to talk to kids and adults who stand at the mandated fences around the airport. Many a kid has had their first flight this way. We are just a bunch of enthusiastic pilots who want to see kids ultimately join our ranks. Just about every one is purely a volunteer. i guess other airports do much the same and are equally unpublicized. I hardly ever hear of all these efforts. Perhaps AOPA could help by featuring these activities in their magazine, but more importantly though their vast contacts with media. Not for KSQL, but for all of us who want to expand the pilot population.>

For those who would like to help young people learn to fly by contributing any small amount of money, you could support the Upwind Scholarship program sponsored by the San Carlos Flight Center. Three persons last year, and four for 2016. This a "grassroots" program, and it is amazingly successful. If other airport organizations did this all over the country we would be seeing a new interest in general aviation.

George, AOPA is not the only entity to encourage young people to share in our aviation world. Relatively quietly the San Carlos Flight Center, as the leader of the Upwind Scholarship project, provides full free pilot training right up to the PPL. This year four young aspiring pilots will receive this training. The costs are paid by local pilots and businesses. The program has been in place for at least three years now. San Carlos's pilot population is tiny compared to the AOPA membership numbers, which is not to disparage AOPA's scholarship program, but just imagine what would be possible if your program was proportional to the relative memberships.

Did you post this on your Facebook page as well? I don't have a Facebook page. I try and avoid social media. The exception is Mooneyspace.

I assumed that ADS-B nullifies my attempts to retain my privacy. I filed the forms with the FAA to not release my flight locations to private services like Flight Aware, and I know that that works. I don't care that the FAA knows where I am (and in the event of an emergency that could be a good thing). I just don't think any nut should be able to know when I am away, and where I am. A bit paranoid? Yep! I am a very private person, and I try and stay that way (outside of Mooneyspace) I wonder when Flight Aware or the like will tap into ADS-B, and if so, if the FAA will allow them to provide that information in spite of us who have "Opted Out" using the BARR program.