TWinter

The pilots that were coming in from the east were the ones dealing with the heavy movement that was left over the tropical storms. They were still active and had lots of energy with lightening etc. My pictures were taken from some pop ups to my west as I was headed back from Gulf Shores to west Tennessee. As many have said, they were plane washes. The storms I could see to the east on my way down were the real deal and no joke to play with. -Tom

One of the thing drilled into the memory is the blue line on the air-speed indicator is your best friend with the twin. 1.On take off roll and engine dies, first control the plane and power back, exit runway and shut down 2. On take off and airborne and engine dies with gear still down and enough runway left, control the plane and set it back down, power back and taxi off- shut down. 3. On take off and if is gear up and engine goes out w/ no usable runway. Maintain control, clean up, full forward on mixture, prop and power. Identify, verify, dead throttle to marked position (near fast idle). establish best climb for single engine. Decide whether you will return to the airport or establish a cruise (whole different check-list if you plan to fix) or attempt fix..If staying in the air check fuel selector, fuel boost pumps, mag etc..Most would suggest you turn back for landing instead of climb and fix. This is what three days of flying has drilled into my head. I might have some of the procedure above slightly out order, but this is the gist of three days. Still learning. Always keeping the blue line alive. -Tom

Day 3 in the books. Good session. Worked on engine out at cruise and setting up for short term cruise or resolution. More steep turns, I was much more prepared today for the steep turns. The right steep turns are coming along nicely. Still losing altitude on left turns, not bad, but need some work. Did a few take off and landings. Feeling very happy with my landings and short field work. I think M01 is 3800' x 75' . I've been making the landings in plenty of time for the next to last turn-off. Feel very good with the overall training. No regrets so far. Next week we have sessions scheduled Mon-Fri next week. Fortunately, no days have been weathered out so the wheels keep turning. More updates to follow. We are already starting to talk about schedules for IFR training. My only regret is I did not start the advanced training sooner. -Tom

On my way from KJKA to KDYR. Some pretty serious storms brewing. Fortunately, I was able to divert around them all. "One guy on the radio told ATC, I just want to get this thing on the ground as soon as possible".. I have XM weather and ADSB. I noticed the ADSB is getting better. It was running pretty accurate with the XM on my 796 portable. -Tom

Second day of training.. Started with class-room work discussing air-flow and torque with respect to critical engine etc.. Afterwards worked on engine out ops, recovery of engine out, slow flight, stalls and usual. Went to west Memphis where they have longer (6000') runway and worked take-off and landing with flaps, no flaps. Later worked on steep turns, ironically probably one of our most basic maneuvers, but boy did I struggle. At 40 degrees either left or right I was having a tough time maintaining altitude. It was another very hot day and I honestly think I was worn-out from the earlier training and not focusing on the horizon and my vertical speed scan and altitude. It's probably been since my PP days in the early 90s that I was demonstrating 40-45 degree steep turns so I'm hoping it will come back soon. On the bright side I nailed all my landings spot on and am feeling more comfortable with the plane. One thing about the twin is use of rudder is very minimal. Not sure if it is just this Comanche or twins in general, but very little rudder use is needed. I'll also say this about our great Mooney birds..We have awesome inside airflow and cabin ventilation. The Comanche has a inflatable door seal and has very poor cabin circulation compared to our Mooney. Small vents on the dash installed and that's pretty much it. Very stuffy feeling. I really enjoyed the 55 mile flight home in my Mooney with the top scoop open and the side vents and console vent blowing fresh air. Day two in the books. Many more needed..lol Who in there right mind picks June, a hot summer Tennessee month to try to earn another rating in a non-air-conditioned cabin. Well, it does have AC, just does not turn on until 5000' feet. This guy does...whew..warm days. -Tom

I'm a New England transplant. Been here 20 yrs and still hate the heat. Give me some 70s-80s..even 60s and I'm good to go. This mid-south Tennessee heat/humidity just kills my headset hair-due.

I picked the CFI up in the Mooney. We flew back to Dyersburg and worked Dyer County air for awhile. After the lesson he took my Comanche back to Memphis. I'll keep it there for the training. Maybe chilly 85 in your backyard, but trust me it was 90s+ in that Comanche cockpit..whew.. I'm scheduled for Wed-Fri-Sat and a pretty full schedule next week. Maybe we can grab lunch one day? I'll keep you posted on the schedule. -Tom

Well, if I truly fess up not only were my landings poor I did mess up my call sign a few times and announced "Mooney 41Mike on left base" etc...instead of "Twin Comanche 68Yankee"

I closed the deal on the 1966 Twin Comanche last Thursday. Today was the official first day of Multi-engine training. I've been up in the PA-30 Twin Comanche a few times lately with a fellow pilot , however, today was technically my first day with a CFI. Two hrs in 95 degree Tennessee heat made for a sweaty cockpit, but I still manage to learn between the sweat drops off my brow. Other than the simulated engine out, the strangest feeling after today's training was getting comfortable with the sight picture on landings. I would not have expected the sight picture to be that much different than the Mooney, but to me that was a challenge. After a few botched landings I finally got the hang of it on the third try. It's a much more aggressive nose down attitude compared to the Mooney approach. We also worked some slow flight, simulated engine out, simulated engine out with gradual turns. Lots to learn, but today was a awesome experience. Also had the pleasure of meeting a fellow Mooniac at Dewitt Spain Airport this afternoon, he was in his new to him 231K. Great looking Mooney. -Tom

The previous owner's son dropped off file boxes of paper-trail for this Comanche..The folders contained a time warp of information of not just this airplane, but receipts from various service centers dating all the way back to 1967.. It was pretty cool looking at all the receipts. One file folder had the original receipt from the first owner. The plane sold first for $34,990, the first buyer gave a $1000 deposit until it arrived. There was also paperwork from when the guy I bought it from purchased it in 1974. He paid $25,250. His hanger rent was $20 for enclosed hanger #5. Fuel receipts for a gallon of AV Gas was less than .50 a gal. Average shop labor was $18 an hour. The only thing I noticed kind of odd and interesting were the insurance premiums. They were very consistent with what we are paying now. Averages were $2500 +/- over the years Lots of cool history, not just about this plane, but aviation in general of that era. -Tom

Oh..okay gotcha. I'll have to look him up. Just a heads up and you probably already know, but KTKX (Kennett) now has AWOS and the cheapest fuel in the area. I think they are $1.10 a gallon less then my field (KDYR). If you are every at DYR give me a shout and we can grab lunch and talk airplanes.. -Tom

Quick picture of how it sits now..Color and scheme are right out of the 60-70s, but only 500 SMOH on both. Has Garmin 530, 345 transponder in/out and Stec 55X auto-pilot. Hope to pull the 530 and go with a GTN750 and two G5s in the center. Needs a good engine monitor as well. Avionics goals Depending on cash flow I have it scheduled for paint in the fall and plan to have the "Wow Cowl" mod done. The second picture is my cosmetic goal. -Tom

I hope the prior owner gets a few more flights in her as well. Not sure about "Brad"? From Dyersburg or where you are having your plane redone? Our field is small and there are no shops here.

Posted about this a while back. Some thought it was good and others thought it would be tough to stay proficient, but after flying in it I really enjoyed the challenge of learning the twin engine. Here is the history of the purchase. A older gent at our field who is now in his 80s has gotten to the point in life that he is permanently wheelchair dependent. Dementia has set in pretty well and he is now family dependent.. In his day Roy was a big aviation buff who was crazy about his Twin Comanche. It's a 66B model and he has owned it since 1973. He has always hangered in the same enclosed hanger all those years and no expense spared on maintenance, he added mods as they came out. Long story short the family has finally come to terms it is time to sell the plane, they really hoped to see it stay in the area. One of the family's close friends, a doctor at our field that owns a Aztec has been flying Mr. Roy's Comanche regularly about once or twice a month to keep it exercised. He has pretty much been the caretaker of the Comanche for the last 6+ years or so. The family really trusts him, even gave him the okay to have any maintenance ( minor or maintenance) done as needed with a open checkbook. Most recently had two new boost pumps, new battery and upgrade to Garmin 345 ADSB transponder installed just a few months ago. This is where I come in. I had expressed an interest in flying twins and the doctor has kept me in the loop on the families thoughts about selling. Well, finally the family has decided to sell it and we've struck a deal. We close this week. One of the families requests was an emotional one. The first was could I try to keep it in the same hanger it has been in for the last 20 + yrs where their father has kept it? and number two was could they bring the their dad out for an occasional visit to see the plane. I said no problem..I would like that. Their dad is really to the point in his illness that he really does not know what is going on, but being a big family person I know how passionate their dad (Roy) was about his Comanche and I welcomed them anytime. I only had the pleasure of talking to Roy, their dad, a few times many years ago when he was still aware of his surroundings. Those few times we spoke I saw his passion and will say he did love that Comanche and just flying in general. A very nice man. The last few years of any kind of awareness Roy's wife would drive him to the airport just to visit the plane. A few years ago the caretaker doc would help Mr. Roy in the plane and fly the pattern a few laps..Even though he was not flying, he still loved his Comanche. Yesterday Roy's son who has been negotiating the deal said yesterday he really was sad to have to tell his dad they sold the Comanche. So far I've been up In it three times lately, twice I was in the left seat. Love flying the twin and it will have a purpose for me. My Mooney will still be my passion and first real plane. It is great knowing my Mooney will have company when the hanger doors are closed. I start twin training next week in Memphis. Insurance was reasonable and we close the deal in the next few days. Big pluses on the purchase. Mr Roy was the second owner and purchased it only a few years after new. It's been at the same shop for most of it's life. Mr. Roy was a mechanical perfectionist and business owner. He never let anything laps that needed attention (especially when it came to his plane). Logs are complete and accurate. Engines are only 500 hrs since overhaul. Knock on wood nothing comes up, but I think short of buying a warranty package from a dealer this is as close to a solid safe purchase as one could hope for. I'd call this a win, win all the way around. Everyone gets a good feeling. I get a new bird, Mr Roy gets to know the plane stays in Dyersburg and in his old hanger. A little sappy and nostalgic at the same time, but a happy ending and new chapter in my aviation journey of learning We truly are just "Caretakers" of our birds until the next person comes along........... -Tom

Have your shop install a 12v plug in receptacle in the rear hat rack area. Many of us have done that. Mine is wired so it is powered only when the master is on. -Tom

FWIW.. I have a E model. I'm a VFR guy working on my IFR. I now have a little over 400 hrs in my E. As a old pilot who only had about 80 hrs when I got back in the saddle after 20+ years layoff the E was plenty of bird for me to handle and took time to get warm and fuzzy with. I'm now shopping again and have been looking at light twins or stepping my game up in the Mooney world. I also have my eye on a Rocket (not the one you are looking at..lol). Even with 400 hrs in my E I think it will take a lot of transition time for me to feel as good in the Rocket as I do in the E. I'm raising the bar for myself....you are really raising the bar. I'm sure you can do it..just take your time and plan well ahead. I wish you luck, I don't know your ability and skills, but really think it over, that's a lot of plane to jump into. I figure it will take me 30-50+ hrs to get that warm and fuzzy feeling in the Rocket and that is being on the conservative side with lots of practice. I fly weekly even if it's just around the pattern a few laps. Sometimes it's a hassle to drive to the airport, get the plane out, fueled up etc. for just a few laps, but practice, practice and more practice. Much more than 10 days lay-off and I feel I get sloppy. -Tom

I've read all the scenarios...Maybe someone can give a quick interpretation. I own a business in state A, I also have a business in state B. On occasion I might take one or two of the key employees that work with me primarily in state A to state B to (just to look-over the books) we have a GM that actually runs the business at "B". We stay overnight and leave before regular paid hours and come home after hours. The trip is part work-time, part vacation free time. This is done maybe once a month?? I know this is vague, but wondering the MS thoughts. I'm not requiring them to do this and it is not a regularly scheduled event. Like a short vacation with a stop by the business and a walk through. Driving it is possible (just 8 hrs vs 2 hrs). I will be flying it regularly myself and deducting the plane and expenses on my taxes as allowed, the plane is also used for pleasure so the deductions will be made with proper percentages. Thoughts on the "occasional" flights?. Or am I better off just taking them down as friends (and they are..we are a small business) and just (stop by business B) take the books with me and we take a look at them at the hotel or restaurant that evening?. I return the books back to business B myself before we go home. I know it's on the edge, but close to the verge of legal per regs?. I have not opened business B yet, however, it is in the works. Just seeing how much I might be able to use the plane. Can others be flown down with me if they are not on the clock. I know I can use it for my personal transportation to and from and the tax write-offs etc. Hours needed for Commercial are probably very close. Just need to get with a CFI and see what's left. Sorry about the thread drift, but close to topic. -Tom

I agree..

Friend of mine took these as we landed back in Tennessee. I took my manager and assistant manager to Gulf Shores for a admin retreat and to take a look at some possible new business locations. The friend that took these as we got home is not a professional photographer, but I thought they came out super clean and clear. old Mooney is looking pretty good to be 40+ years old. I'm the old guy flying. -Tom

It was easier to just replace it. My old one is in my hanger in the box of junk pile. It served it purpose, but 40 yrs is 40 yrs. We've all spent $500-600 on things for our birds that are far less important and more consumable..ie plugs, oil change or a full tanks of fuel. If it starts, helps hot starts and is consistent in starting it might be the best money spent in a while. -Tom

I've stopped a Bay Minette a few times. I've seen some very attractive crew gals working, but when they saw an old Mooney landing and a grey headed, "older" heavy set pilot unwedging himself from the plane they always send the second squad out to help me. Usually it's a big ole' stout gal with a hairy upper lip. They keep the A squad in there for those young future TopGun guys.. -Tom

My local shop should be wrapping things up today and hopefully 41M will be back in the air this weekend with new alternator and belt. The shop had a little (well a lot) of trouble getting the prop bolts to break loose, not a uncommon problem. So in effort to not to run the bolts, nuts and thread they suggested I take it to Cody Stallings Prop Shop. It was about an hour and half drive to their shop in Arkansas, but well worth it. I called them ahead and they were waiting for me at the door. Felt like a doctor wheeling a patient in for surgery. Immediately they took the prop in and went to work on it.. Within an hour they had all new hardware installed, ADs updated, wrapped up and ready to take back to my home shop. Just wanted to give a shout out of thanks to Cody and his team for getting me in and out. It helped that Cody is a fellow Mooniac F owner and forum member here, but I really do think these guys are a first class prop shop going over and beyond. I highly recommend them.. -Tom

As I read this post it sounded all to familiar. Glad you got it up and going and I truly believe your main issue was the SOS. Hopefully our episodes will help the next MS guy/gal when everything looks right, but just isn't. I do credit Mooney Space with a lot of my trouble shooting help that finally helped me narrow it down. With complex electronics and old airplanes sometimes it's hard to pinpoint problems. Glad your up and going, but I think next time one or the other of us tries solving the problem first. One of us might save a few bucks.. -Tom

Shop got to it today. I have not seen it, but apparently was missing a bolt and other was loose. I'm sure all the repeated cranking starts during my SOS issues did not help. They said the adjustment bracket was worn as well from the excessive play. Went ahead and replaced all of the components. Preventative maintenance. Replacing alternator (last alternator overhaul was in 92), brackets, belts, mounting hardware and a fresh O-ring when they put the prop back on. I like the idea of attaching a spare belt behind. I purchased two belts. Overkill, but maybe this will last a while. Thanks for all the input and advice. -Tom

E had alternator.. I was able to locate the overhaul date for the alternator in the logs 92'. Still no reference to a belt. I've poured through 2 service manuals and found nearly every part and manufacturer #. I'm sure I'm just overlooking, but thanks to Yetti progress is moving forward. Thanks for the info. -Tom