Mooneymite

Thanks for posting that, Parker. That's how we hope it works. However, it does not explain why for the past 12 years, whoever I use as an agent starts out with a competitive rate (that's why I go with him/her!), but after the second renewal, they are no longer competitive. When I shop with my N#, I get almost penny for penny quotes of what my agent gave me. When I shop other agents without my N#, I get new, better quotes! I'm sure there's "something else", I just don't understand. In the previously cited case, where I grounded my airplane for 45 days, all the quotes were about $1600, but the new quote was $960. Parker, that's a huge flag that there's something else going on. Thanks again for the explanation.

Parker, since I'm not an insurance professional, I'm not privy to what goes on behind the scenes. However, that was certainly my experience early on. I have not shopped under my N# for years, so I don't know what the practice is today. However, one time when I was shopping under my N#, I was quoted the same rediculously high price by 4 different agents. Rather than pay, I let my coverage lapse for about 45 days (my Mooney was in my hangar for maintenance). I re-shopped without the N# and my first (fresh) quote was more than $500 less! I don't know what the "inner workings" are, I only know what worked for me. It would be nice if the process was transparent to the consummer. Maybe someone will explain it.

I would think you'd want a ferry pilot with at least those qualifications! Where's it being ferried from? Is it far?

In my experience this has more to do with the agent, than the underwriters. My experience has been that after the first renewal, your agent figures they've "got you" and you won't bother shopping the market any more and the quotes go up. When you DO shop the market, DO NOT use an 'N' number; it will lock you in. It's rigged so agents won't compete against each other with price. You have to keep 'em honest by looking around.

One of my neighbors who recently moved south, was an exec with Starr. Apparently quite legitimate. My agent querried Starr on a couple of quotes, but they weren't competitive at that time. I'd have gone with them if they were.

Good luck with the interview! Are you interviewing with one of the majors? Hang onto your plane if you can. That airline flying won't scratch your Mooney itch. Besides the airlines won't give you an airplane for that trip to grandma's.

Welcome to Mooneyspace! Whatever you decide on fuel tanks, buy the airplane that already has a fresh re-seal, or bladders. Avoid the initial shock of having to do either after you buy your "baby". I own a Mooney and I've owned an RV. Once you get used to the lower maintenance costs of an experimental, it's hard to adjust your thinking back to the cost of "certified" maintenance. Once again, welcome to Mooneyspace!

I prefer the word "exorbitant". I complained to Garmin about the cost once, the rep assured me that these data cards were "special". After reviewing the specs of the memory chip, they are about the sorriest chips now available on the market....I guess that does make them "special".

1. Aviate. 2. Navigate. 3. Communicate... If in doubt, concentrate on #1.

Actually, I want a spare card. I have access to a reader.

If Hank gets one, and there's another out there, I'd like to get in line for it.

I don't think that there will ever be pilotless airliners in our lifetimes, but I do believe that we will see a push for single pilot ops in the 135/121 world. The ground computers, aircraft guidance systems and data-link are already in place. Pilots are doing less and less flying and more and more monitoring. At some point, the question will be asked, "do we need two pilots?" When I started, the raging question was, "Can a turbo-jet aircraft be flown by (just) two pilots?"

I have just completed the control shaft AD. I'm good for another 500 hours. Surprise! No cracks were found. [To prevent failure of the control wheel shaft due to cracking with associated crack growth, accomplish the following: (a) Remove the RH and LH control wheels and inspect the aft two inches of the control wheel shaft for cracks (particularly at the attachment holes for the wheel). Use visual and dye penetrant inspection methods. ]

Sleep apnea isn't specifically a pilot issue at all, but we are all affected by other pilots in the common airspace. Here's an interesting first person account: http://www.ainonline.com/aviation-news/aviation-international-news/2014-01-01/tilton-right-he-could-use-good-pr-agent This excerpt may explain why there aren't better statistics supporting grounding pilots with SA: In the shower each morning, as I leaned against the tiles wondering why I was so utterly drained after a night in bed, all I wanted to do was curl up on the floor of the enclosure and sleep. I would pull off the road en route to work or returning home to doze for a few minutes and try to fend off the overwhelming urge to sleep. During brief forays into something resembling sleep at night, I would dream I was unable to breathe but told myself it was only a dream, when in fact I was indeed suffocating from lack of oxygen. A core reflex would yank me out of it and restart breathing until the next stoppage. This went on all night, every night, and I was unaware of it. BMI may be a poor indicator, but it may be the only indicator in many cases.

Hank, I presume you are referring to my post? This has to do with those "keep your speed up" situations....not a normal approach. I stay clean and can come down the glideslope at a speed above gear/flap speed, but when I start to slow, I prefer the gear first because it is pure drag with very little pitch change. I extend the flaps gradually as the aircraft slows and the trim changes are very manageable. I've found this works best for me, but obviously it is just one technique.

Welcome! Glad to have another 'C' owner to swell our ranks since we all know that that is overall the best of all the Mooneys. My 'C' is also a 74.

Short body: Generally, configured, and at approach speed at the top of the hilll. Stabilized from the FAF inbound. It all depends on the situation. Some of the airports need you to keep your speed up. If you're uncomfortable, say "unable", but what works for me is to stay clean down the glideslope until 500' above minimums, then put the gear down first and work the flaps down. The big caveat with this technique is you don't want to be caught faster than gear speed at 500 above....that would not be fun.

Great! Thanks. At first it wouldn't work, because I didn't realize I had to edit the very first post in the sequence.

Really? No one has ever found any cracks in their control shafts? What's the history of this AD?

Yeah....This is more than I want to bite off. I think I'll stick with my original control shafts.

That would be spiffy! I wonder how much paperwork would be involved in that switch? I'd probably have to re-certify the entire control system!

I noticed that I mispelled "Control Shaft" in a recent topic heading. I typed "Contol" instead. Is there any way to edit the mis-spell? The problem is that the topic won't show up in a search for "Control Shaft" under the bad spelling.

In my friend's case, it is a matter of incentive. After his sister had a stroke, she lost 80 pounds and is now off her blood pressure medicine and she no longer has to regulate her diabetes with medication. If genetics are involved, I bet he could do the very same thing. I'd very much like to see my buddy follow her example! One other difference is we're talking about a first class physical, not a third class.

Every 500 hours, I have to comply with the AD on the control shafts. I'm just coming up on doing it again. I'm wondering if anyone has actually found a crack? While I'm asking that question, has anyone re-chromed the control shafts? Can this be done without making the shafts more brittle, or is this a no, no? [77-17-04 MOONEY: Amendment 39-3006 as amended by Amendment 39-3258. Applies to Models M20, M20A, M20B, M20C, M20D, M20E, M20F, and M20G airplanes, certificated in all categories with over 1000 hours' time in service. Compliance required within the next 30 days after the effective date of this AD, unless already accomplished within the last 250 hours' time in service and thereafter at intervals not to exceed 500 hours' time in service from the last inspection. ]

I have a little different view of this issue. I fly professionally with a fellow who is also a friend. This guy's mother just passed from a stroke; his sister had a stroke six months earlier and my friend is always telling me, "I have to lose some weight". However, he doesn't. He just can't bring himself to do what he needs to do. I am very afraid that one morning, he's not going to be there for pickup and he'll be dead in his hotel room. If the FAA threatens him with losing his certificate he will lose weight and maybe live an extra 30 years. If that's what it takes, bring it on!