cbarry

I’ve never read there being an airframe hour limitation on a Mooney. Hours, in my opinion, are similar to miles on an automobile’s odometer. There are some driver’s cars I wouldn’t buy even if they had put only 25,000 miles on since new and then there are the driver’s that take care of their stuff.

Roger that

This is completely speculation on my part but I’ll share a part of a story of an occurrence I had departing off of KOJC a year or so ago. I had to abort a take off due to the engine surging to a point that I thought it best to not continue the take off. I had a mechanic on the field work on my plane (Eagle 2, IO-550) and he found that one of the mag’s composite gears had stripped about 10-12 teeth. What was interesting is that the mechanic shared with me that less than 6 months prior a Cirrus (similar IO-550) had shelled about the same number of mag gear teeth and had to abort as well. Here’s the speculative question: Is it possible to either rotate or counter rotate a prop by hand (maybe to move the prop to a position in order to connect a tow bar...) so as to damage gears in a mag? I realize it’s way too early to draw any conclusion on a cause of today’s accident, but my question deals with trying to determine the mechanical fragility, if any, that we all need to be on the look out for. This unfortunate accident today, due to being near KOJC, reminded me to pose this question.

Glad you made it to a safe landing! Check the simple items first. It could be as simple as a panel spacer (that’s supposed to have a panel screw going through it to hold it in place but was sandwiched instead) dropped out of its place and onto the top of the circuit breaker—I know this sounds too simple, but I’ve had it happen twice. Of course, just shortly after the second occurrence is when a changed avionics shops!

I believe the terrain database also includes obstacles as well. With the occasional new tower popping up here and there, it’s wise to have something onboard that has updated information on obstacles that just happens to have an update on terrain included.

Great Video! I’m always impressed with people, like yourself, that simply set their mind to a goal and then another, then another...You’ll probably never know just how many other aspiring pilots you’ve influenced to follow your lead, but I bet it’s a great number!

IMO I believe some “controllers/tower guys” are so sticky that they adhere to regs (traffic separation and the like) as if they are reading them from the King James Version (and that’s not necessarily bad). Some are so relaxed that you wonder why you didn’t get a traffic call-out when it’s obvious a conflict is imminent (even though it’s our responsibility in VMC...) You could have said unable, minimum fuel but that probably wouldn’t have flown with a fuel sipping Mooney. You could have said you have priority over following traffic on two mile final (once cleared to land number one) and would have had a strong leg to stand on. (Same runway separation sounded like greater than 6000 ft.) Then you’d be relying on two more folks (tower and the jet pilot) to execute safely. Tower should have instructed the jet pilot to slow to minimum approach speed and you probably would have been able to continue to land and exit just fine.

I agree. Probably not many people will willfully deviate from controller’s instructions. However, the point is to trust but verify and to be willing to deviate (aviate first...) if necessary to conduct a safe flight. I have done this even though I was reluctant. It was on an IFR departure coming out of the Atlanta area. A controller vectored me to join a departure directly toward fairly significant area of thunderstorms—approximately 20 miles away about 20-30 miles across. I asked for deviation and received “ 2MA standby.” I continued on the vectored route for another 4 or 5 miles and asked again for deviation due to buildups...still “2MA standby.” After about a minute (3+ miles) , while still in VMC, I contacted the controller, told him I was cancelling my IFR and I will be exiting his Class B. He responded, “2MA say again.” I replied with my original instruction and added if he needed me to copy down a phone number, I’m happy to do it . He replied, “IFR cancellation received, maintain VFR cleared into Class B.” Some will say that I was being difficult and he would given me deviation at some point. Some might say that he wasn’t seeing significant returns painted on his radar so he didn’t think deviation was necessary...My point is, I didn’t let that sequence of bad events take me out of the sky! I broke the chain.

This tragedy makes me wonder why we as pilots most often just do as we’re told when we’re “in the system” and fail to verify the trustworthiness of those “controlling” the airspace. This is not to disparage controllers whatsoever, but rather to simply reinforce that we are the PIC and the ones responsible for the safety of the flight. Possibly there should be another phraseology that is put into practice just like “unable” and “wilco.” Something like “wilnoco”—will not comply when instructions fail to prove to be worthy of following.

The cool factor of sucking up the gear after a positive rate has been replaced by saying “CAPS available.” It doesn’t take a whole lot to start the shift to what is believed (rightfully or wrongfully) to be a more modern model of aircraft—it just takes starting a trend then the herd follows.

Check the rubber tubing running to the gauge. You may have some old hoses that are breaking down not allowing for accurate vacuum indications.

Occasionally, on a cool overcast day I’ll file IFR just so I can get the sensation of breaking out on the top and catch some rays.

What if: during the transition from approach control to tower (while you were in a rapid descent to the FAF) someone else had already been cleared and was established BUT you were not aware it? I would have contacted approach asked for the handoff to tower or asked to be vectored for another approach. I’m glad it worked out for you and appreciate you sharing because this is a great example to work through.

Just curious to know what FP readings are you seeing during your run up or if you’ve done a “full power” static run up and noticed the same drop off of FP as when you climb out?

Congratulations! You’ve now entered into a whole new world of flying opportunities. Do your best to keep a healthy respect for aviation, continue to learn every chance you get and remember that there’s no flight that absolutely must be made.

Back in 2016, there’s another series of posts that appear to address your issue. For example, one GTN750 owner points out that if the current database is being recognized by the unit, then that cycle will show in the standby area of the system until that cycle’s date arrives and then it will automatically shift into the “current” position. You might search for this past discussion because it appears to cover the topic.

Could it be that the unit’s software needs updating?

That article was a very interesting read and I agree with you.

Yeah, after I posted, I noticed the weld and that it’s simply a “sway brace” type of strengthener. Thanks.

What’s the condition of the upright frame post in the third picture? It appears there’s a crack. Hopefully, it’s just an optical illusion.

Knowing you were not going to be on a stabilized approach (in and out of IMC), after receiving the ATC instruction (mistakenly or not), please remember this was a classic time to use the word unable. You most likely would have then received a “fly heading...maintain...until established” instruction...or simply “fly heading...” and been vectored for another approach—both giving more time to fly the approach as published.

If you remove the front wheels of a basic floor jack, you’ll now have enough clearance between the front axle and the copilot side of the nose tire to be able to have an adequate jack point. Most floor jacks have a notched lifting surface that helps provide a saddle for the axle. Chock the mains front and back to help reduce any torsional movement. This is the method I’ve used.

My reaction would be to first go mentally to the worst case scenario—damage done and then having to sort the whole thing out. Once I determined no damage was done, then I’d simply get clarification on how I should expect ramp parking to be and then ask where I may park to be mostly out of everyone’s way. Without designated parking assignments, this scenario would bother me more than watching a newbie lineman wandering aimlessly around in Jet A fuel truck looking for a plane to fill!

In a day and age where buyers want capability regardless of actually ever using it to the maximum, transporting vehicles, of any type, without the ability to do everything for the family (or traveling couples) are seen as archaic and out of touch with buyer demands. For example, the latest Cirrus has seatbelts for five, ergonomics that equal a small crossover suv, , avionics that will dazzle all the way from a toddler to Grandpa, adequate speed to sort of brag about to your buddies and a chute to break your fall if you screw up—because let’s face it our wife has seen us screw up. The Mooney, of any vintage, is a pilot’s chariot. It’s all about feel, speed and efficiency. Although these traits are tangible, they are hard to buy into when most of the non flying public spend their days slogging around on the ground stuck in traffic in minivans and suvs. It’s simply hard to imagine it as a reality for non pilots. Cirrus has captured the imagination of how family air travel should be. On the other hand, Mooney is the art of flying. It’s not explainable until you experience it and selling richness in experience is trumped by utility in almost every aspect of people’s lives on a daily basis. In my opinion that’s the difference.

Regarding the berm impact incident: as the report indicates: the pilot was delayed in recognizing....I thought one of the basic procedures in short field takeoffs is to confirm the engine is making full power prior to releasing the brakes? IMO, the Nall report’s findings of allocating fault over several categories (pilot, mechanical, weather... ) is simply a polite way of alerting us to the main culprit without saying we’re all idiots! Until my anthropomorphic Mooney opens the hangar, cranks itself up and goes for a joy flight all by itself, it’s ALL on the pilot to be responsible for safe flight.