MAPA LOGMARCH 2016 Mooney Aircraft Pilots Association

Transcription

MAPA LOG
Mooney Aircraft Pilots Association
www.mooneypilots.com
MARCH
2016
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FREE CATALOG
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[email protected]
C O N T E N TS
• Volume 39 • Issue 3
MARCH 2016
Columns
6
Editorial
The Evolution Continues, The Transition, Oshkosh change
by Trey Hughes
12 Insurance
by Barry Dowlen
Premises Liability
16 Medical Matter
by Dr. Bob Achtel
Do Dogs Fly?
18 Ask Jerry
by Jerry Manthey
Jerry Answers Members
Maintenance Questions
28 Shop Talk: Important
Moments
by Kerry McIntyre
Departments
Features
14 New MAPA Members
10 Mooney SL 15-27
27 Mooney Merchandise
15 Mooney Thought For The
Day
30 Calendar of Events
34 Membership Application
35 Fantastic Vacations
36 Classified Ads
40 MAPA SF Schedule
44 Mooney Maintenance Work
shop by Don Maxwell
& Staff
17 Press Release: Fill To
The Top
by Paul Beck of
Weep No More
24 Press Release: Generator
to Alternator Conversions for Legacy Mooney
Aircraft
by Tim Gauntt of Hartzell
Engine Technologies
46 Advertisers Index
32 Insomnia and the FAA
by Larry Marshall AME
MAPA Members
MAPA MERCHANDISE
PAGE 27
ON THE COVER:
New Mooney M20V
Acclaim Ultra
MAPA LOG MARCH 2016
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MAPA
Staff Trey Hughes
LOG
[email protected]
Lela Hughes
[email protected]
Jerry Manthey
Peggy Walker
Volunteers
Joe Schmerber
Ethel Manthey
Contributing Editors
Dr. Bob Achtel
Paul Beck
Ted Corsones
Barry Dowlen
Tim Gauntt
Trey Hughes
Jerry Manthey
Larry Marshall
Kerry McIntyre
& The MAPA Members
Design Lela Hughes
[email protected]
Peggy Walker
Membership If you have a problem or question about your membership, please call 830-315-8008
Back Issues
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Back issues are available in a limited quantity.To order, send $5* (domestic only) per issue to:
MAPA
1885 Airport Loop Rd. Ste. 100
Kerrville, Texas 78028
*International orders will include an additional charge for postage and handling.
Printed in the U.S.A.
“
MAPA Purpose
To promote education and pilot professionalism in flying, operating
and maintaining Mooney aircraft; to establish and develop
an interchange of educational information and experience; to
encourage professional growth, recurrent training and upgrading;
to cultivate and promote friendship and sociability among
members; and to do these activities on an international basis.”
The MAPA LOG (ISSN 199-5243) is the official publication of the Mooney Aircraft
Pilots Association. Published monthly except October, by the Mooney Aircraft Pilots
Association, 1885 Airport Loop Rd. Ste 100, Kerrville, Texas 78028. Contact MAPA by
phone (830) 315-8008, Fax (830) 315-8011 or internet; http;//www.mooneypilots.com.
The MAPA LOG is sent to each member of the Mooney Aircraft Pilots Association as one
Membership in the U.S., its territories
and possessions is $49.50, Canada $59.50, and $79.50 for
international addresses. The electronic magazine, however is
$39.50 for ALL members, U.S. and international. U.S. editorial and
of the regular membership services.
photographic contributions are solicited. Self-addressed, stamped envelope must
accompany all material that is to be returned. Material subject to editorial revision.
The act of submitting editorial or photographic contributions shall constitute an
express warranty by the contributor that the material is original and is in no way an
infringement on the rights of others. Mooney Aircraft Pilots Association assumes no
liability for information contained in contributed copy. No part of this magazine may
be reprinted or otherwise duplicated without the written permission of the editor and/
or publisher. Periodicals Postage Paid at San Antonio, Texas and additional offices.
POSTMASTER: Send address changes to MAPA LOG, 1885 Airport Loop Rd. Ste. 100,
Kerrville, Texas 78028.
MAPA LOG MARCH 2016
5
F R OM T H E EXECUTI V E DI RECTO R
Editorial
by Trey Hughes, MAPA Staff
THE EVOLUTION CONTINUES
On February 10th in an evening
“Invitation only” event, Mooney
International introduced the newest
member of the Mooney family of
single engine aircraft – the M20V
Acclaim Ultra. While it still carries
the Acclaim designation, it’s not your
grandfathers TN.
MAPA was there when Jared Absher,
Director of Sales and Marketing
pulled the curtain back to reveal the
beautiful Ferrari Red and Silver 2016
Acclaim Ultra to a crowd of media,
local dignitaries and potential buyers.
With the Acclaim still holding the title
of fastest production piston-engine
aircraft, Mooney International focused
on other aspects of the M20 design to
create the new model. At first glance,
the wing-walk on the left side of the
cabin looks out of place until you
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notice that it leads to a large door that
now resides on the port side matching the
normally placed door on the starboard.
Yes, Mooney has finally engineered a
pilot door for the M20 cabin.
In fact, the whole cabin is new. No longer
covered in riveted aluminum skins, the
cabin and tubular roll cage are covered
by a single-piece composite shell along
with the two doors. And the doors are
larger by 4” making ingress and egress
from both the front and back much easier.
Since the doors like the fuselage are made
of composite material, they fit perfectly
and make for an even more aerodynamic
structure. Opening the doors reveals even
bigger changes to the standard Acclaim.
The M20V Acclaim Ultra has an all new
interior including the first redesign of the
panel since the introduction of the G1000
back in the early 2000s. Gone are the old
style rocker switches along the bottom of
the panel replaced by modern switches
incorporating internal status lights to
indicate that the selected function is
operating. The standby instruments have
been replaced with new digital indicators
for attitude, altitude, heading and airspeed
which have been relocated to the center
of the panel between the PFD and MFD.
And the gear switch has been moved back
to the top of the panel where it belongs.
And now, sprouting from the panel below
the engine controls is the new touch-pad
for the G1000 functions. Finally, the
control wheels, seats and side panels have
been redesigned to reflect the new luxury
is the transition from flying to driving,
the task of taking a flying machine and
making it a ground machine. This visual
transition takes place when the aircraft is
placed over a runway in a position to land.
For our end of the General Aviation food
chain, this transition is always visual, at
least for the foreseeable future.
level of the Acclaim Ultra with beautiful
leathers and fabrics.
The aircraft used for the roll-out is
the M20V Acclaim Ultra that is in the
certification flight program and will
be followed immediately by a M20U
Ovation Ultra flight test vehicle. Mooney
expects that certification of both new
models will be completed in short order
with deliveries beginning before summer.
THE TRANSITION
One of the first skills a new pilot must learn
For a visual arrival and landing, the
transition is a gradual maneuver that
takes place continuously from the time
an aircraft first enters the traffic pattern
until the wheels gently touchdown on the
runway surface. During this phase, the
pilot uses skills learned along with visual
cues from both direct and peripheral
vision to align the aircraft with the
runway centerline while controlling the
descent to the desired touchdown point
on the runway of intended landing.
Many things will impact the pilot’s
perceptions during a visual approach and
landing. The runway width to length ratio
is important in maintaining a consistent
and correct sight picture. This ratio
will impact the perception of being high
Continued on pg 9
MAPA LOG MARCH 2016
7
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or low on approach as the runway gets
closer. The runway markings themselves
will impact this visual perception as well.
When going from a wide long runway
to a short narrow runway a pilot will be
faced with the sense of being high on final
approach when in fact they are closer to
the surface than they think. The reverse is
true when going from a 150’ wide runway
to one that is 200-plus feet wide…the
tendency to flare high is increased. And
then throw-in runway slope and things
can quickly get confusing. A simple 2%
slope can create an illusion of being high
on approach when it’s an upslope or low
on approach when the slope is down. All
these factors are true for a visual approach.
Things can quickly get tough when the
approach is restricted by visibility as in
an instrument approach.
lights, 1 o’clock, runway in sight”. Then
I knew exactly where to look and what to
look for.
So, all IFR pilots should develop a
strategy for making the transition from
instruments to visual during actual IMC
flight, especially if the arrival is flown
on instruments. In an upcoming issue of
the LOG I’ll offer some suggestions on
how to prepare and brief a single-pilot
instrument approach.
OSHKOSH CHANGE
In last month’s Editorial I wrote that
MAPA was once again going to be an
exhibitor at the EAA’s 2016 AirVenture
in Oshkosh, WI. Well we managed to
get a much better exhibit space later
in February and we will now be only
one street away from Mooney. We will
now occupy Exhibit space # 288 (see
the attached map) at the east entrance to
Hangar B. We are actually right behind
the spaces we occupied back in early
2000 before the EAA booted us to make
room for a street.
This spot will make visiting both MIC
and MAPA easy. It is also much closer to
the flight line and all the airshow activity
and we think our members will be much
happier.
So if you plan to attend the largest civil
airshow in the country, be sure to visit us
at the MAPA tent, booth #288.
An instrument approach creates a
completely different transition. Now the
pilot must go from flying to the runway
by instrument reference…heading, VSI,
altimeter, airspeed and of course some
navigational guidance to align with the
runway. Then, as contact with ground
references is made, the transition is
from the instruments to the runway
environment and then to the runway for
the final landing phase. In this situation
things happen very rapidly usually with a
lot less visual cues than normal. For this
type of transition a pilot flying without
the aid of a copilot must have a structured
and systematic method for completing
the transition to the runway. Of course
a copilot or well trained front-seat
passenger can offer a lot of help during
this critical phase of flight. When I flew
single-pilot corporate, on instrument
arrivals I would have a previously trained
passenger in the right front seat whose
sole job was to watch for ground signs like
approach lights or terrain. Then and only
then did my eyes leave the instruments
and focus outside to make the transition
from instrument approach to visual
landing. Without the aid and input from
this passenger, when the missed approach
point came, I automatically initiated the
miss.
During my personal non-corporate
flights, my wife performed this valuable
function. With proper preparation, a good
passenger can quickly announce exactly
what they see and where, i.e. “approach
MAPA LOG MARCH 2016
9
See the rest of the Service Letter on
Mooney.com
10
ALL AMERICAN AIRCRAFT
www.allamericanaircraft.com
Mooneys are going fast!
Call for cash offer or information on selling by consignment.
2006 Mooney M20R Ovation2
GX, N196GX, S/N 29-0414,
TKS!!! Corporately owned and
very well maintained
2000 Mooney M20R Ovation2,
N143TM, AC, upgraded to the
Hartzell Top Prop, Dual WAAS
GPS, WX-500 Stormscope
1997 Mooney M20M Bravo,
N355RZ, Known-Ice Certified,
Fully Garmin Equipped
1325 Hours
1999 Mooney M20R Ovation2
N79339, G-500 Glass Panel, Full
ADS-B Compliance(in and out),
AC, Garmin 530W, 430W
1989 M20M Bravo, N1088S,
Total Time 2175, Very well
maintained aircraft and a nice
flyer
1978 Mooney M20J 201,
N201ZV, Aspen EFD-1000 Glass
Primary Fllight Display, Garmin
GNS-430W WAAS GPS/NAV/
COM/
1966 mooney M20E Super
21,N6082Q, TT 4,015 hrs, the
last of the smooth elevators and
smaller smooth rudder combination and was built for speed
1986 Mooney M20K 252TSE,
N252MX, New Paint, Garmin
GNS-530W, MX-20 with Charview, GTX-330(TIS), and WSI
Weather Datalink
2000 Mooney M20R Ovation3,
N312D, S/N 29-0255, ADS-B
Compliance, JPI-930 TSO Engine
Instrumentation, AC
All American will give you a competitive cash offer for your Mooney. We can
also help you get the highest retail price possible by selling your aircraft on
consignment.
Call Jimmy Garrison or David McGee
for more information concerning Mooney Aircraft
Need Inventory....Call Today
125 Kestrel Drive
Spring Branch, TX 78070
830-885-5723
Fax: 830-438-4099
MAPA LOG MARCH 2016
11
IN S URANCE
PREMISES
LIABILITY
BY BARRY DOWLEN, President of Falcon
Insurance Agency
As aircraft owners, when you think about
your liability you probably think about
aircraft insurance or passenger liability
coverage – like a flying version of auto
insurance. But, what about potential
liability issues associated with owning
or leasing a hangar or hangar space? If
you have signed a lease for a hangar or
tie down space recently, you probably
know what I am talking about. Most
hangar contracts required by airport
authorities today ask the tenant to carry
coverage for liability arising out of their
use of the premises. This coverage is
commonly referred to as “Commercial
General Liability,” “General Liability”
or “Premises Liability.” Although each
of these terms covers slightly different
things, the lessor (hangar owner) is
basically requiring the tenant (aircraft
owner) to have coverage if someone
is injured (or something is damaged)
while on the airport premises due to the
negligence of the tenant.
The reason for a landlord/lessor
to require this coverage is fairly
straightforward. Just as an apartment
building owner cannot possibly be
responsible for everything their tenants
do, an airport owner or manager
cannot be responsible for the actions or
negligence of its tenants. The airport
owner/manager should carry liability
insurance that will cover them against
liability arising from their negligence
but if that protection were extended to
cover the actions of their tenants, the
likely claims frequency would drive their
premium to a point where the policy
could no longer be afforded. In order
to manage this risk, their attorneys and
risk managers write lease agreements
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that address this issue. In these leases,
the tenant is usually required to carry
premises or general liability coverage
that will cover liability arising out of
their use of the airport. The lease will
sometimes request that the landlord be
named as an additional insured on the
tenant’s policy and might also include a
hold harmless and indemnity provision.
By taking these steps, the landlord has 1)
made sure you have liability protection
and 2) made sure they will be defended
along with you on your policy with
respect to liability arising out of your
actions or negligence. If they are found
to be at fault, then it is their insurance
policy that should respond.
When confronted with this situation, it
is important that you send a copy of the
(unsigned) lease to your agent so they can
make sure your coverage is appropriate
and issue the necessary certificates.
Generally they will also forward a copy
of the contract to the underwriter so
they have a chance to object to any
wording that might conflict with the
policy. We have seen many of these
contracts go past the point of fairness.
Many will require blanket holdharmless and indemnification clauses
that are completely one sided in the
landlord’s favor and might even apply
to past pollution of the premises that
you did not know about. These items
can normally be negotiated out of the
contract, provided that you will address
them before you sign the contract. Your
agent can be an excellent resource when
negotiating the insurance provisions of
the contract.
Once the contract wording is addressed,
there are a couple of ways we can
provide the basic coverage you need.
If you are operating a business on the
airport or have more than a typical
tenant exposure, a separate airport
liability policy might be required and
can be purchased for as little as $1,000
(depending on the exposure of course).
For the typical MAPA member who is
simply a tenant, we can get the aircraft
hull and liability insurer to endorse
the policy to include premises liability.
They will also name the landlord as
additional insured if needed. Best of
all, this can normally be accomplished
for no additional premium. In fact, you
may already have this basic coverage on
your policy as most of the broad form
coverage endorsements available for
MAPA members automatically include
Premises Liability.
So what if your hangar agreement has
no insurance requirement at all? Just
because the contract does not require
the coverage does not mean you do
not have an exposure. If you ever have
persons walk in or around the hangar
space, there is a potential for liability.
Please give your MAPA insurance
representative a call so that we can
discuss the issues and make certain you
are covered properly.
ARI MOONEY 201 NOSE COWL MOD
Earlier Model Design Application:
1959-1965 M20A, B, C, D & E
Later Model Design Application:
1966-1978 M20C, E, F, & G
Go to the ARI Website,
www.aeroresourcesinc.
com,
for pictures, more detailed
information, and to
place an order.
Or call ARI at the number
below.
*
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Reduced cooling drag for improved performance
Larger 201 spinner with extended front cowling
Hardware and instructions included in kit
STC-FAA/PMA approved and certified
30-day money-back satisfaction guarantee
MasterCard, Visa, Discover, American Express
Prices for nose cowl assembly, spinner assembly and STCs:
Early model nose cowl mod with Hartzell 2-Blade Spinner ... $3,459
Late model nose cowl mod with Hartzell 2-Blade Spinner .... $3,509
Early model nose cowl mod with Hartzell 3-Blade Spinner ... $3,405
Late model nose cowl mod with Hartzell 3-Blade Spinner .....$3,455
Add $12 per side for vented baffles
Aero Resources, Inc (ARI)
P. O. Box 1833, Houston, TX 77251-1833, Phone: (281) 438-6511, Fax (281) 438-3964
E-Mail: [email protected]
www.aeroresourcesinc.com
MAPA LOG MARCH 2016
13
Tracy Ball
Phillip Jackson
John Barnish
Carl Keil
Jonathan
Bellotte
Gary Leaman
M20M
Rodd Benfield
M20C
John Mayes
Ronald Biddle
John Cartwright
Gerald Corun
Derrick Dodson
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John Mitchell
Hae-Chan Park
Glenn Reynolds
Bernd Richardt
Madeleine
Rickert
Mitchel Sellers
M20C
Stanton Sloane
Kevin
Strandberg
Chris Tronaas
M20F
A Mooney Thought For The Day:
A co-pilot is there
to help keep our noses up
no matter what the weather.
MAPA LOG MARCH 2016
15
M E DICAL M ATTER S
DO DOGS
FLY?
By: Bob Achtel, M.D., Former Major U.S.A.F.M.C., AOPA SAN to KSAC, EAA
Member (LIFETIME and FIRST WING) SACRAMENTO FSDO FAAST MEMBER.
Many pilots volunteer their time and
aircraft to transport rescue dogs to
their new owners. Several of my friends
routinely bring their canine comrades
along with them when they fly. We are
fortunate to have Ozzie, a 100 pound
male Airedale Terrier. Ahah! AIRE-dale,
a natural aviator. I first bought a pair of
ear muffs to protect Ozzie’s ears from
the roar of my Lycoming Engine. I
then had one of the oxygen companies
fashion an oxygen mask specifically for
Ozzie.
The first step was to get Ozzie into my
Bravo. After some coaxing, Ozzie settled
down in the right front seat. I attached
his doggie seat belt and we taxied for
a short time. After discovering that
his Mutt-Muffs did not taste good, he
agreed to keep them in place protecting
his ears.
After several episodes of just taxiing,
the time for an actual flight was in
mind. I had read an account written
by a non Mooney pilot who brought
his dog along after removing the right
front seat. He informed the tower
that he would stay in the pattern and
return for a full stop landing. The dog’s
rate of panting kept pace with the
aircraft’s speed as it accelerated down
the runway. As the pilot turned left
downwind he was suddenly IMC as the
windscreen was covered with the dog’s
breath condensation. The pilot wiped
the windscreen in front of him with
his handkerchief. The pilot was able to
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maintain control of the aircraft and the
landing went well. I have removed the
rear seats in my Bravo. The next step
would be to put Ozzie’s crate securely
fastened behind me. With the right
front seat removed, I should be able to
properly position the crate and secure it
with the seat belts. Any hints as to how
to convince him to get into the crate? I
hope my wife is not reading this!
Some time ago, while out of town,
I was walking Ozzie at night on wet
grass. An assailant came up behind me
brandishing what looked like a club.
It all happened in a moment. After a
warning growl, one hundred pounds of
Airedale traveling at Vx hit the intruder
about mid chest knocking him to the
ground. The intruder got to his feet and
departed Vne+. I had been pulled off
my feet as I was holding the leash. I hit
the ground hard enough to knock the
wind out of me. Ozzie lay down next
to me with his back against my chest. I
got up by leaning on Ozzie’s back as we
stood up together.
Flying with a pet requires special
planning. Placing the animal in a crate
will prevent sudden changes in location
which can alter the center of gravity
and the aerodynamics of the plane. A
dog’s hearing is quite acute and some
protection should be provided. A
“sleeping” dog in the back seat of an
unpressurized plane may actually be an
unconscious dog due to hypoxia. Most
of the aircraft oxygen suppliers can
fashion an oxygen mask for the animal.
Getting the animal to wear the mask is
another story. A healthy animal should
be able to fly at 9,000 feet without the
use of supplemental oxygen.
CONCLUSION
Flying with your best friend can be done
safely. Special planning is necessary
especially for the animal’s first flight.
There is an old story of a couple who
brought their pet cat along for a flight
for the first time. The cat became
agitated and wedged itself under the
pilot’s rudder pedals. Upon landing, the
cat was the first to exit the cockpit and
was never seen again.
PRESS RELEASE:
FILL TO THE TOP
BY PAUL BECK, WEEP NO MORE
Landing late at night with little fuel
and tired, you had just enough energy
to put your Mooney back in the hangar.
For numerous reasons you did not fly
for the next month while the tanks sat
nearly empty. The outside temperature
falls below freezing or it sat in the hot
sun and you wonder why your tanks
leak. Just maybe you are part of the
problem. Tanks filled to the top help
keep water out while sealers remain
moist. Funny how that works.
Whether factory new, or a tank that
has been totally cleaned and resealed,
theory suggests a 25-year life. There are
many examples that go even farther,
but also plenty of disappointments. It
is not reasonable to expect an original
60’s, 70’s or even 80’s model to remain
leak-free. No different than routine
maintenance, engine or propeller
overhaul, setting aside a fuel tank
reserve makes sense. Hopefully tank
repair can be passed to the next owner,
but only with a depreciating factor.
It may be hard to understand why
your friend’s 1966 Mooney still has
original sealer when your late model
needed a total clean and reseal. Just
like the gradual elimination of low
lead fuel, sealers have been modified to
protect people and the environment.
We have no choice but to accept the
consequences. That 2,575 pound C or
E model with only two fuel tank bays
just doesn’t have the stresses of the
heavier and larger tanks in later models.
The greater the weight, the more stress
is placed on those critical fuel tank
overlapping skins. Imagine the stresses
and flexing of a heavy airplane taking
off on a rough runway or a less than
impressive landing, especially with
worn shock discs. These are exactly the
reasons why so many leaks are found
just outboard of the main gear. These
can be repaired but will likely reoccur
unless circumstances change. Owners
of larger Mooney’s are encouraged to
alternate topping left and right tanks to
protect sealer as well as shock discs.
Could also be that tank life is only as
good as the sealer, I mean the guy who
actually does the work. Anyone willing
to work on a fuel tank deserves credit.
However, an owner should not be
responsible for supporting someone’s
training. Fuel tank repair is a very
specialized service. Now 16 years of
Weep No More and a whole bunch of
fuel tanks, I am pleased to have made a
difference.
There may be life left in your tanks, but
that irritating leak shows up anyway.
After looking inside so many tanks, one
quick peek is most of what it takes to
make a recommendation and I will tell
you if a patch repair is not practical. If
your sealer is not cracked or bubbled or
severely dried, the life can be extended.
Isolating the leak source is critical as
applying more sealer over what you
think is the problem area will only
create frustration. Fuel leaking from a
forward drain hole or aft inner bay seam
may start two bays out. Knowing where
to look, use of a few simple tools and a
proven technique can make quick work
of a difficult problem.
The introduction of a Polysulfide
digestant has literally saved the Mooney.
Starting 16 years ago with the first
chemical cleaning, we had hope. Elation
quickly turned into dismay when the
second project was a catastrophe. The
chemical simply did not work with all
sealers. With persuasion, the chemical
company adjusted the formula and
once again we were on track. Designing
chemical cleaning equipment and
figuring out how to protect the paint
were the easy parts. Mixing the very best
sealer perfectly, maintaining the right
temperature and applying to the correct
thickness in a sequence of curing times
were the hard parts. Years of experience
and over 700 completed aircraft have
led to our current warranty structure.
For years, Weep No More has focused
solely on fuel tank repair, and has
partnered with Eric’s Aviation Services
see ad on page 22
for transportation needs.
Our team
is happy to provide any other service
or maintenance you may require. Eric
holds Commercial, CFI, CFII, MEI, and
A&P certificates as well as Inspection
Authorization. These skills, along with
my 20 plus years of A&P experience help
us to provide the most comprehensive
service facility possible.
Don’t panic when the smell of fuel
invades your cabin. The cause could be
a simple gasket, drain, fuel selector or
fitting. If the problem is discovered to
be sealer, you will have time to make an
educated decision. A minor repair could
solve the problem for years. If there
is no choice but to plan a total clean
and reseal, a professional service will
add value. Tank repair only gets truly
expensive if it has to be done a second
time.
See ad in this publication for the web
site address and more insight into
Mooney fuel tanks. For the answer to
any question, contact Paul at paul@
weepnomorellc.com or call 320-2951671. Hope to see you some time, but
not too soon.
Paul Beck
Weep No More
MAPA LOG MARCH 2016
17
MO O NEY M A I NTENANCE
Ask Jerry
by Jerry Manthey, MAPA Maintenance Instructor
QUESTION:
“My Mooney has an intermittent
problem of reaching power (manifold
pressure) (MP) for take off. Sometimes
I cannot get take off RPM. I checked
compression (OK), the timing is perfect,
spark plugs are serviceable, no water
in the fuel and I even borescoped the
inside of the cylinders. Everything is
in accordance with the maintenance
manuals.
The intermittent problem comes and
goes. Sometimes it will run several
hours with no problems and then it
appears again.”
ANSWER:
This question was a real puzzle because
all the essential items for troublehooting
were covered. A friend, who is a good
Mooney mechanic, and lives in the
area, agreed to take a look under the
engine cowling of this Mooney. He
discovered that the clamps holding the
prop and throttle cable were loose. The
cables would slip, thus the intermittent
low power problem.
Now this problem goes back to the
statement “the rest of the story.” When
you have low RPM you will have low
manifold pressure. The prop cable in
this case would slip and thus low RPM,
along with low M.P.
Before I finish with the above problem,
I would like to insert some additional
information. On approximately twothirds of the older Mooneys I look at,
they have the wrong types of clamps on
the engine/prop control cables. I would
say that about fifty percent (50%) of
the newer Mooney’s that have had the
cables removed for whatever reason
have the wrong type of clamps installed.
On the big block Continental there
are several special clamps that are
18
dfferent than the AN 742 clamps. I
see fewer wrong type clamps on these
installations.
On cables, 4 cylinder Lycomings, if you
check the parts catalog you will see
that an AN 742- clamp is required. Of
course, it will have a dash number for
the size of the clamp. These clamps
(AN 742-) do not have rubber inserts on
them. The reason being, is to keep the
cables tightly clamped so there will not
be any slipping of the engine controls
when they are activated. What I see are
a lot of Adel Clamps that have rubber
inserts (linings). When these clamps
get hot and oil soaked they allow the
cable to slip.
Most cable installations will have two
clamps installed--one being a little
smaller in size than the other clamps.
This is like insurance. It makes the cable
doubly secure in the fact that the small
clamp butts against the larger clamp
and prevents movement.
The Continental engine installations
have special clamping arrangements
at several locations. Check the parts
catalog for the proper parts.
Back to the original problem-intermittent power-- I assume everyone
checks full RPM and MP on the takeoff
roll (small 4 Cylinder Mooneys) so two
things should match--2700 RPM, 32”
provided you are at sea level. Either
one of these two things that do not
match for takeoff power would make
me abort my takeoff. Of course, on the
big turbo Mooneys you have a different
set of rules for takeoff power. Follow
the flight manual on the turbos.
I have seen Mooneys come out of good
FBO’s with wrong clamps installed. If
you recently purchased a Mooney and it
had a recent engine removal, check for
the proper clamps They are important
and can cause your Mooney to become
a glider!
QUESTION:
On my 4 cylinders Lycoming, the prop
governor has more than one gasket and
a pad plate. Is this correct?
ANSWER:
Within the last year I have had several
phone calls and e-mails on the same
subject. I have also read of several
incidents and one crash because the
propeller governor was not installed
properly.
I call your attention to Lycoming Service
Instruction 1438A, that explains the
procedure very thoroughly on how to
reinstall the governor. It has a picture
that really makes the installation very
clear. It mentions the fact that you will
also have to look at the Parts Catalog
of the airframe manufacturers to insure
you have the right parts and gaskets for
your model Mooney.
This brings up another fact. You must
have the proper maintenance and
parts manuals when accomplishing
maintenance on your Mooney. There
are two very good reasons for this: 1)
You need them to make sure that you
are performing the job correctly and 2)
the FAA says so!
I can surmise from the many telephone
calls and e-mails I receive that not
everyone has these manuals.
The
primary reason to have ALL the proper
manuals for your specific job is SAFETY
or, YOUR SAFETY!
Therefore, all you Mooney pilot/
mechanics, before removing and
reinstalling your propeller governor on
your Lycoming, make sure you obtain
the Lycoming Service Instruction
#1438A. This installation is DIFFERENT
than most installations i.e. a magneto
or vacuum pump requires only one
gasket.
The Mooney people with the big
Continental engines should also check
for proper installation procedures.
They are installed at different locations
on various models of Mooneys with the
Continental engines. It goes without
saying, make sure you have the proper
manuals before you start with removal
and installation.
COMMENT:
This is my further comment regarding
the Propeller Governor. The last thing
you do after reinstallation is an engine
run-up! You will be checking for leaks
and proper operation. You will be
checking the prop control for ease of
movement, cushion and proper RPM.
One of the first things I learned about
aircraft maintenance, some fifty years
ago, is that any time a fluid line or
fluid part which could cause leaks is
disconnected, the aircraft MUST BE runup! You notice I said aircraft, which
means that parts removed from the
airframe could need a pressure check for
leaks. Of course this means you run-up
engine!
the run-up easier. The aircraft battery
might have gotten low while you were
working and maybe you run out of time
for your departure today or tomorrow.
The fact remains; none of the reasons
mentioned above and some I didn’t
mention are not an excuse to skip an
engine run-up!
There are too many reasons to mention
for a required engine run-up.
For
example, just a few reasons--oil filter
change,
vacuum
pump
change,
alternator, governor installation, etc.,
etc. Sometimes this means pulling the
Mooney out of a nice warm hangar
into cold weather, rain, wind and other
miserable conditions. Maybe the tow
unit won’t start, the hangar doors are
stuck and you are not allowed to run-up
in the area of your aircraft parking space
or other obstructions in which to make
Think very carefully after any
maintenance job as to whether or not
a run-up is called for. Always side with
Safety when thinking! DO NOT get
lazy or uncomfortable. It really doesn’t
matter how wet or cold you might get,
safety is the final consideration. My
years around aircraft have taught me
this is one of the most important part
of maintenance completion. Don’t take
a shortcut because of weather or time!
Have a Mooney Maintenance Safe
Flight!!
MAPA LOG MARCH 2016
19
MOONEY “CERTIFIED PRE-OWNED”
PROGRAM
Certified Pre-Owned
2016 Mooney Acclaim Type S
NTBD SN TBD-Pick your Colors,
Pick Your Options, The Fastest and
Best Built Piston Plane Money Can
Buy!
Certified Pre-Owned
2008 Mooney Ovation2 GX,
N913ND S/N 29-0500, Mooney
Factory Certified Pre-Owned
Aircraft, Only 410 Hours, NDH,
GFC700, XM WX,
Price: Inquire
Certified Pre-Owned
N79336, S/N 29-0379, Only 550
Hours, G1000, Air Conditioned
and TKS! Freedom Edition
2007 Mooney Acclaim “Type S”
N688MD Mooney Acclaim, 540
Hours, WAAS upgrade! SVT, Factory Air, GFC 700 AP, XM WX,
NDH,Charts, SafeTaxi,
$399,900
2007 Mooney Acclaim N730ML
S/N 31-0036, 410 Hours, GFC
700, SVT, SKYWATCH
Precise Flight Built-in Demand
Oxygen
$380,000
2000 Mooney Bravo M20M,
N2231X S/N 27-0296, One
Owner, WAAS Upgraded, XM
WX, WX 500
$225,000
Certified Pre-Owned
2008 Mooney Acclaim Type S,
N189FA, S/N 31-0089, Mooney
Factory Certified Pre-Owned Aircraft, Mooney Dealer’s personal
plane, Every Upgrade
Price: Inquire
Certified Pre-Owned
2007 Mooney Acclaim, N207AR
S/N 31-0012, Stunning Paint
Colors, NDH,
$299,900
N823AF, SN 29-0432, TT 1,375 hrs,
55 STOH, prop 55 SMOH, prop
strike 2006, New Prop installed
$245,000
I can assist you with financing, insurance, pre-buy inspections and training, making
your purchase easy and efficient.
We will consider all trades!
Richard Simile
Regional Sales Manager
Contact me at:
Office: (334) 826-1660 or 800-903-8402
Cell:
(334) 332-2100
Email: [email protected]
20
DEAR MOONEY:
It was my distinct honor to represent
the Mooney legacy for six years.
I’m still in the aviation industry, but
now representing a different market
segment. When I left Mooney,
nearly 14 years ago, I “attempted”
to take an unbiased and pragmatic
look at which aircraft would
best serve my business travel
requirements. I kept coming back to
the Ovation. Go figure. Ultimately,
I became the proud operator of
the last Ovation2 I sold prior to
departing. Yes, that’s cool.
better by equaling the performance of
the Ovation3! Now that was a concept
that got my attention.
My Ovation is quickly approaching
2,200 hours total time. Its dispatch
reliability has been stellar and I
assure you envied by even corporate
jet operators…only one missed trip.
That is the epitome of reliability.
At some point logic reared its
ugly head and I felt compelled to
justify this potential investment.
The good news is I’ve gotten better
at justification over the years. Kidding
aside, it was fairly straight forward.
I reasoned the residual value at resale
would capture, at least some, if not a
significant portion of this investment…
should “resale” ever occur! And, in the
meantime I would have the privilege
of flying one kick-butt airplane.
That is the definition of “win-win” in
my dictionary.
With an engine overhaul upon me,
now was the time to determine
if there was anything that could
be done to make the world’s best
single-engine airplane even better?
The answer became crystal clear.
Make the Ovation2 perform even
During my research I learned you,
Mooney, held the STC for this
conversion and even better you
were willing to make it available to
Eagle and Ovation operators. To
entertain the prospect of better takeoff performance, increase already
impressive climb performance, and
to have the option to go even faster
“on demand” I must admit I was in.
I genuinely did not believe my
Ovation2 could be better. I was
wrong. The 310hp conversion has
exceeded every expectation and
the difference has to be experienced
to be appreciated. Thank you for
making the STC available AND at
an incredible value.
On behalf of all those of us who fly
the airplane, “with the tail on the right
way,” we would like to thank you,
the employees who are Mooney,
for building and supporting such
an amazing and remarkable feat of
engineering that is hand-built with an
incredible level of craftsmanship that
is truly from another time. We wish
every employee at Mooney “at least”
another 100 years of production and
unparalleled success!
BEST REGARDS,
Rick Pitner
P.S. The only way to make more time is
to travel faster!
Mooney International is proud to announce the 310hp STC conversion is
now available for M20R and M20S models direct from authorized Mooney
Service Centers. A standard feature for all-new Mooney Ovation3, the 310hp
STC allows M20R and M20S aircraft owners to increase the max RPM and
horsepower of the Continental IO-550 engine. Benefits of this upgrade
include enhanced take-off and climb performance, higher available cruise
speeds, and a maximum take-off weight increase of 168 pounds for the M20S.
Owners such as Rick Pitner, couldn’t resist the opportunity to experience this
for himself.
New Mooney Standard Price: $4,995.00
For more details on the STC contact your local Mooney Service Center
directly or Mooney Service Parts by e-mail at: [email protected]
22
MAPA LOG MARCH 2016
23
P
R
E
S
S
MAPA GENERATOR TO
ALTERNATOR CONVERSIONS
FOR
LEGACY MOONEY AIRCRAFT
by Tim Gauntt, Director, Product Support, Hartzell Engine Technologies
Surprisingly simple steps to ensure that
your Mooney’s avionics and systems
have the flow of electrons necessary to
deliver the performance you want.
If you’re currently flying an early
M20C through G model Mooney, then
your airplane was probably originally
delivered with a Delco generator. There’s
also a good chance that you have
either already or will have to consider
replacing it with a new-generation
alternator system.
For those of you still flying with the
Delco generator, you may already be
seeing some of the warning signs. Do
your interior and exterior lights get
dimmer or brighter as you retard or
advance the throttle? Have you been
noticing an increase in electrical “noise”
on your radios? Does your ship’s battery
seem to be lacking in its ability to hold
a charge? Have you upgraded your
avionics and noticed they may not be
performing at the level you expect?
Any or all of these symptoms can be
directly traced back to a less than healthy
generator. And it’s no surprise. That
original generator may well be older
than you and its internal components
may well have seen tens-of-millions of
revolutions in its lifetime. No wonder
it’s tired. Add to that the fact that the
system’s regulator is also archaic and
you have an electrical system that’s ripe
for an upgrade.
The good news is converting your
aircraft’s worn-out generator to a new,
high-efficiency alternator is an easy and
relatively painless procedure.
The generator/alternator
difference.
I get a lot of calls and questions from
owners about the differences between
a generator and an alternator. After all
they both produce electrical current
right?
24
Yes, when you’re comparing a new
generator with a new alternator the end
result electrical output is pretty much
the same. 12 volts is 12 volts. But try
and find a new Delco aircraft generator
today.
The primary difference between the
two units is that because of their
design – the generator has a bigger,
heavier rotating armature and the
alternator has a smaller, more efficient
rotor – the generator suffers from what
we call “limited terminal RPM.” As a
result, its ability to produce sufficient
electrical power at lower engine RPM is
mechanically limited.
At engine idle speeds, generators can’t
turn fast enough to maintain voltage, so
their load carrying capability drops off.
This inconsistent voltage can be very
detrimental to the performance and
longevity of every electrical component
on your airplane including your
aircraft’s battery. Systems won’t tolerate
inconsistent voltage along the buss.
Maybe that’s why your landing/taxi
lights don’t last as long as they should.
On the other hand, an alternator has a
much higher maximum terminal RPM
so it can be turned faster at lower engine
speeds, which enables it to maintain
voltage/amperage output while the
engine is idling. That helps ensure that
your battery and electrical components
receive the required charging voltage
from the moment the engine is started.
While it may not seem like much, it can
become an even more severe issue with
batteries that have passed their peak
performance.
Today’s
aircraft
alternators
also
eliminate the possibility of generator
“run away” which can literally cause
the generator to catastrophically selfdestruct. It’s pretty rare, but if you can
eliminate it from your list of potential
problems, why not?
R
E
L
E
A
S
E
The third reason to switch is for
simplicity: generators require a reverse
current cutout relay (RCR), a voltage
regulator (VR) and a current limiter
(CL) to control the system, whereas an
alternator controls voltage using a solidstate regulator and current from buss
demand.
In addition, new-generation alternators
and regulators are virtually maintenance
free. Once they’re installed, you’re
pretty much hands-off for years.
But if you do have a problem with your
Mooney’s electrical system, before you
do anything pertaining to a conversion,
have your mechanic inspect the
aircraft’s entire system before you make
that decision.
As good as they are, new aircraft
alternators will not compensate for
existing electrical problems, worn out
wiring, corroded connectors or a bad
battery. For example, if you’re installing
an alternator in your Mooney because
the generator system cannot keep up
with the electrical load and the cause
is actually a shorted battery cell, the
problem will not go away.
No thanks…my generator is working fine…
No doubt there are a number of proud
Mooney owners who are about ready to
stop reading now because their legacy
Delco generator is working fine. And if
that’s the case – and you’re not thinking
of upgrading any of your aircraft’s
avionics or systems anytime soon –
then save this for another day.
But, if you’ve had your eyes on a new
COM/NAV/GPS or glass display, then
you might want to rethink your position.
Your old generator is not capable of
controlling the buss voltage closely
enough to meet the requirements of
these new avionics.
Of course the question always arises
about overhauling their generator or
buying a low-cost overhauled unit.
That’s certainly an option, but why
would you want to when for not
much more you can have brand new
components and the benefits of a
modernized electrical system?
The only problems I’ve heard of have
been the results of owners wanting to
mix-and-match the components that
are in the aircraft with new conversion
parts. Even without seeing the situation
I can tell you that not following the
installation instructions and using the
parts in the kit is a mistake.
Converting is easier than you
think.
My never fails, four-steps to a successful
alternator installation are as follows:
1: Remove the generator and associated
components from your Mooney and lay
them out neatly on a workbench.
2: Install the Plane Power STC’d
conversion kit as indicated in the
instructions.
3: Test the installed Plane Power system
in accordance with the instructions to
verify all is working correctly.
4: Take everything off the bench and
throw it in the trashcan.
Plane-Power (a unit of Hartzell Engine
Technologies) offers a variety of
generator-to-alternator conversion kits
that include the hardware you need to
make the conversion on your Mooney.
Check it out at http://planepower.com/
SAL12-70.php.
If you want to take advantage of the
higher output a new alternator is
capable of producing you’d also need
to look at upgrading the aircraft’s
wiring and circuit breaker, which is not
included in the kit.
Remember though, when you’re
shopping for a conversion kit make
sure that it is FAA STC-approved for
your particular Mooney model. If
your engine has been converted, then
your mechanic needs to contact me to
determine which kit may be installed
on your aircraft.
As for the actual installation, it’s
really very straightforward and can be
easily accomplished by any licensed
mechanic.
While the conversion is a relatively easy
procedure, please keep in mind that it
is done under an FAA STC, so while you
(with your mechanic’s supervision) or
your mechanic can easily do the work,
it is a modification that will have to be
approved by an IA. So, it’s a good idea to
have an IA involved from the beginning
of the project.
I’ve had owners try to do the installation
themselves only to end up calling me to
find an IA willing to sign-off their work.
Or worse, they’ve gotten busted during
their next annual because their logs
don’t have the proper FAA Form 337
documentation and log entry for
the installation. Again, that’s not a
predicament any Mooney owner wants
to find him- or her self in.
More power to you.
Dollar-for-dollar
upgrading
your
Mooney’s old generator to a new alternator is not only one of the simplest
conversions you can do, it’s also one
that will net you a host of benefits, including:
• Improved electrical system performance
• Increased electrical system reliability
• Greater battery life
• Reduced maintenance
• Lighter weight
• 2-year/1,000 hour warranty (whichever comes first).
For more information about Hartzell
Engine Technologies’ complete selection
of Plane-Power alternator conversion
kits, please visit: www.planepower.com
About Tim Gauntt, Director, Product
Support, Hartzell Engine Technologies
Tim Gauntt is the Director of
Product Support for Hartzell Engine
Technologies LLC.
Tim has been active in the aviation
industry for 30+ years as a general
aviation mechanic, IA, AMT Part 147
instructor and various other technical
support related positions.
MAPA LOG MARCH 2016
25
MAPA MERCHANDISE
Denim
Long
Sleeve
Shirts
now
available
$35.00
Black w/Camo,
Khaki w/Camo
Port Authority Fleece Jackets
come in Black and Gray
$47.00
Port Authority Legacy Jackets in
Khaki w/Nutmeg, Black w/steel gray
$67.00
Golf Shirts by Port Authority, 100% Cotton, comes in
Black, Red, Tan, and Pink
$30.00
Ladies Shirts come in black and
purple potion. They are 62% Polyester, 33% Rayon, and 5% Spandex. They come in sizes Small - 2X
Large. Sizes do run a bit small.
$36 each
Boots on The
Ground:
The men and
Women Who
Made Mooney
DVD $40.00
Qty.
Color
Size
Al Mooney
Story
By Gordon
Baxter
Caps with
sandwich bill
come in Red
w/black, and
Khaki w/
black
Caps with contrast wave come
in Black w/Red,
Khaki w/Black,
and Stone w/Black
Keychains
$10.00
Coffee
Mugs
$6.00
$19.95
MERCHANDISE ORDER FORM
Description
Price Each
Total
Shipping Info:
Shipping charges for all orders $15.00. Includes all packaging, handling
Sub-Total_____ ___________
within the U. S.. Your order is shipped UPS ground the same day of receipt.
Texas Tax (8.125%)__________
Orders outside of the U. S. will be shipped with MasterCard or Visa only. Shipping/handling____$15.00
Int’l shipping charges will be charged to your credit card.
Total $____________
Ship to:__________________________________________
Method Of Payment: Check, Visa/MasterCard,
Address:_________________________________________
American Express Card#______________________
City:____________________________________________
Expiration Date:___________________________
State/Zip:________________________________________
Signature:__________________________________
Phone:__________________________________________
Email:________________________________________
MAPA 1885 AIRPORT LOOP RD., SUITE 100
KERRVILLE, TEXAS 78028
FAX: 830-315-8011 PHONE: 830-315-8008
26
MAPA LOG MARCH 2016
27
SHOP TALK
IMPORTANT MOMENTS
BY KERRY MCINTYRE
As we age, it’s not uncommon for
most of us to add a couple of extra
pounds. After weighing airplanes for
the last 10 years, I have come to the
conclusion that our Mooney’s are not
much different than us when it comes
to aging and weight gain.
Way back in time, airplanes were
weighed using calibrated mechanical
scales under each wheel to determine
the weight on each wheel. Today, most
of us doing this kind of work have
electronic scales that use load cells to
determine the actual weight at each
wheel. So why is it important to have an
accurate empty weight of our airplane?
By knowing the correct basic empty
weight (BEW) of our airplane one can
determine an accurate maximum load
of fuel, passengers and baggage as not
to exceed the manufacturer’s maximum
takeoff weight and center of gravity
(CG) envelope. When your airplane is
on the scales, an accurate BEW and CG
is determined.
If one exceeds the forward or aft CG
limits of the plane they are flying, it can
be disastrous in the form of not enough
nose up trim or a departure stall on
takeoff. Additionally, aircraft exceeding
TOW and CG limits may exhibit
stability problems and compromised
stall recovery. In fact, anything that can
sustain controlled flight, whether it is a
bee, bat, bird, beetle, Boeing or Bravo,
must conform to weight and CG limits.
A few years ago, KNR was applying to
the FAA for a STC and was doing some
flight testing with our plane in the
temporary experimental category. The
FAA required that we had completed
a measured BEW and CG along with a
correct equipment list before any flight
test occurred; historical numbers would
not do. We were expected to take off
at an airport below 2000 feet MSL on
a day above 100 degrees and climb at
maximum angle of attack (full power)
28
with maximum aft CG loading and 10%
over manufacturer’s gross weight limit!
During initial certification, aircraft
are tested to just unsafe limits, then
these limits are adjusted for reasonable
margins.
Our flight test provided data to the FAA
that our oil cooler relocation kit worked,
but as one can see we were required to
operate in the most extreme conditions
possible. When you’re flying at weight
and CG limits it is good to know that
your airplane will function safely.
So, basic physics should compel
you to follow weight and CG limits,
but what about legal requirements.
What FARs compel us? None! There
are no Part 91 FARs that reference
weight and balance. However, FAR
91.7 requires airworthiness and 91.9
requires a Flight Manual (POH) which
contains the manufacturer’s weight and
balance criteria. Lastly, the Standard
Airworthiness Certificate ties everything
together by stating, in Item 6. Terms
and Conditions, that “maintenance,
preventive maintenance, and alterations
are performed in accordance with Parts
21, 43, and 91 of the [FARS],” etc.
All certified airplane manufacturers
have a published way to complete
an accurate weight and balance, but
without a correct equipment list, future
weight and balance accuracy would be
in question. Therefore, one of the first
things looked at during an annual is the
equipment list in the Pilot’s Operating
Handbook (POH) to be compared to
what is actually installed. This simple
check gives the mechanic a glimpse
into the accuracy (or inaccuracy) of
the weight and balance. Yes, having
an accurate weight and balance is
part of your airplane’s annual. If your
equipment list does not match your
plane, we are off to a bad start.
So now that we have discussed the
basics, let’s get into the actual job of
creating a new BEW and CG for your
Mooney. First thing we do is drain
all the fuel from the plane, and then
we add in unusable fuel equally into
each fuel tank. Most airplanes require
maximum oil in the engine per the dip
stick. You must follow the airplanes
maintenance manual or in most cases
the POH as to what the unusable fuel is
or the maximum oil is. The FAA also has
an acceptable way to determine weight
and balance in their publication AC
43.13-1B chapter 10. Some shops like
to weigh the plane with full fuel, then
mathematically deduct the fuel weight
out, but this is not (in my opinion) an
accurate way of weighing a Mooney.
Because Mooney’s have a wet wing,
the outboard part of the fuel tank goes
beyond the filler neck. It is used as a
place to capture air pressure which helps
maintain a positive head pressure to the
fuel pumps. Owners of a Bravo, TN,
Ovation or Monroy long range tanks
can attest that one can add another few
gallons of fuel by gently rocking the
plane and letting it sit a few minutes,
then topping off the tanks again. This
is possible due to the design of the wet
wing and the wing dihedral. I call it
burping the tanks. This situation makes
it difficult to determine if the tanks are
completely full.
Once the tanks are drained and the
unusable fuel amount is added back
into each tank, the fun begins. The
airplane is raised on jacks and the scales
are placed under each wheel. Between
each main wheel tire and scale is a
metal plate with chocks welded to it to
prevent the airplane from rolling off the
scales (See Figure 1). The weight of the
chock assembly must be deducted from
the scale reading or zero the scale with
only that assembly present.
Mooney’s, resting on their wheels on
level ground are not in the (pitch)
level attitude for calibrating CG. For
level attitude, the nose wheel needs
to be about three inches lower than
the mains. To accomplish that, as can
be seen in Figure 1, each main wheel
scale is stabilized on top of thick
concrete pavers. The jacks are now
carefully removed. Before recording
the scale readings, the airplane must
be leveled in both directions using the
manufacturer’s established level points.
Leveling is fine tuned by adjusting
individual tire pressure.
weight & balance and equipment list
sections of the POH.
why an aircraft might weigh more than
what’s calculated.
It is acceptable to do a calculated weight
and balance, but with all the avionics
changes going on in the industry these
days, it is better practice to just have the
airplane reweighed. On KNR’s web site,
knr-inc.com, there is a previous article
(June, 2005) titled Weight? Wait. Don’t
tell me! which discusses specifics about
As always, if you have a question
about this article or previous Shop Talk
articles feel free to contact me at our
aircraft repair shop via E-mail: Kerry@
knr-inc.com or the old-fashioned way,
via telephone: 307-789-6866. Until
the next Shop Talk, enjoy flying your
Mooney.
Once the airplane is level and all
its weight is resting on each scale, a
reading is written down. A plumb bob
and tape measure are used to mark
and measure chalk lines on the floor
directly below established points
on the airplane as per the airplane
manufacturer’s or FAA requirements
(either are acceptable). Why not just
use the aircraft’s dimensions? Since the
aircraft’s BEW and CG are calculated
from the individual weight on each
wheel, the relative position of those
wheels is important. Especially for
Mooney’s, those positions are not fixed.
Mooney’s landing gear utilizes trailing
arm technology and the landing gear
donuts have different degrees of flex,
depending on age. Ergo, the wheel
geometry is variable.
Reference Figure 2, copied from the
Mooney M20M Maintenance Manual.
There is a similar diagram in each
model’s POH. Following the procedures
from this diagram, the CG is calculated
with reference to the main wheels, then
adjusted to the nose gear trunnion and
finally to Reference Datum, effectively
the front surface of the top of the
firewall. All of these measurements
are plugged into a formula that the
manufacturer or FAA has approved for
that airplane and a BEW and CG is
calculated. The useful load can now be
determined by simply subtracting the
BEW from the published gross weight
of the airplane being weighted.
After all the measurements are
completed, the airplane can be removed
from the scales. A correct equipment
list must be created (most are not
correct) and dated the same date as
the weight and balance date so no one
will question the accuracy of the work
completed. This work must be done by a
certified airframe mechanic as they will
have to update and sign off an entry in
the airframe log book and update the
MAPA LOG MARCH 2016
29
CALENDAR OF EVENTS
LET’S DO LUNCH
Florida Lunch Group
Future Dates and locations of our lunches are as follows:
We meet at 11:30 a.m. on the second Saturday of all events. Please contact Dave at [email protected] or 352-343-3196
if possible before coming so the restaurant can be given an accurate count. Or by the Thursday night before for last minute
changes if you are not on my e-mail list.
March 12, Ocala (OCF)
April 9, New Smyrna Beach (EVB)
May 14, Winter Haven (GIF)
June 11, Williston (X60)
Discussion Forums for Mooney Enthusiasts
There are a couple of e-mail discussion forums for pilots and others interested in Mooneys. One of these mailing lists tries to
stay focused on Mooneys, while the other covers a wider range of aviation topics, and even strays into non-aviation discussions. All are welcome and lists are completely free of charge. To learn more or to join these lists, visit the web page http://
www.aviating.com/mooney/lists/html. That page is part of the Mooney Junction web site (http://www.aviating.com/mooney)
which has a number of pages of information related to owning and flying Mooneys.
Mooney Ambassadors--Share the Passion!
*Support our Mooney Airplane Company *Promote General Aviation *Have someplace wonderful to fly. For more information about the Mooney Ambassadors or to register to attend an event please go to our website: www.MooneyAmbassadors.com
Email: [email protected]
New Jersey Mooney Pilots Group
The New Jersey Mooney Pilots Group was founded to bring together owners and pilots of all vintages of Mooneys in the New
Jersey, New York, and nearby region. We schedule frequent fly ins at various destinations, plan events, and promote general
aviation in our community. Our membership is continously growing as more mooniacs join our ranks. If you fly a Mooney out
of New Jersey or nearby states and would like to be on our email list to be alerted of our upcoming flyings, go to our web site at
http://NJMooney.com
______________________________________________________________________________________________________________________
May 14, 2016--AIRCRAFT SPRUCE EAST
Customer Appreciation Day, Peactree City, GA
Webpage: https://www.aircraftspruce.com/catalog/stpages/airshow.php
*******************************************************************************************************************************************
MAPA 2016 HOMECOMING CONVENTION
WILL BE OCTOBER 19-23, 2016
AT THE INN OF THE HILLS IN KERRVILLE, TEXAS
30
Lake Aero Styling & Repair “LASAR” “Serving your Mooney needs since 1975” in Lakeport, CA www.lasar.com Office or Service: (707) 263‐0412 [email protected] Parts: 707 263‐0581, (800) 954‐5619 Parts‐[email protected] MAPA LOG MARCH 2016
31
INSOMNIA AND
THE FAA
By Larry Marshall, MD, AME, HIMS SPECIALIST
Sleep is a big concern with the
Department of Transportation of which
the FAA is part. Federal regulations
limit work hours and time to sleep for
truck drivers, pilots, train engineers, etc.
Insomnia and types of sleep disorders
usually affect us all at some time during
our lives. One spends approximately
one-third of their life sleeping. As
we age, sleep problems become more
prevalent.
Insomnia may affect 10 to 30 percent
of the population. The International
Classification of Sleep Disorders,
Third Edition, classifies insomnia into
difficulty falling asleep, difficulty staying
asleep, and early awakening. Symptoms
are associated with impaired daytime
functioning and occurs at least three
32
times per week for at least one month.
Insomnia is more common in women,
especially following menopause, and
as mentioned above, in older adults.
There are many causes of insomnia:
substance abuse, psychiatric disorders
(depression), movement disorders, such
as restless leg syndrome, and periodic
limb movement disorder, Circadian
rhythm disorders, and obstructive sleep
apnea (OSA). We have discussed OSA in
previous articles.
Chronic insomnia is associated with
cognitive disorders (learning problems),
problems with memory, attention,
concentration, and confusion, anxiety,
depression, poor work performance,
decreased quality of life, and increased
cardiovascular disease. The national
cost of insomnia is between $92.5 to
$107.5 billion annually. This is based
on many factors, including increased
absenteeism, motor vehicle crashes,
accidents at work, fewer promotions,
and falls in older persons, and other
health-related problems.
Insomnia can be treated with nonpharmacologic
and
pharmacologic
therapies. Nonpharmacologic therapies
including sleep hygiene, cognitive
behavior therapy, relaxation therapy,
multicomponent therapy, and paradoxical intentions. Referral to a sleep
specialist may be necessary for difficult
cases.
Insomnia is a strong predictor for the
development of depression, anxiety, and
drug or alcohol abuse. It is also highly
predictive of relapse for depression
and alcohol dependence. Depression
improves more rapidly in patients with
insomnia when both of the conditions
are treated together.
In determining if one has a sleep
disorder, it is helpful to evaluate their
medical and psychiatric history. It is
also helpful to interview their sleep
partner or family member. There are
sleep questionnaires and more advanced
studies like polysomnography that will
not be discussed.
Table 3 lists some common identifiable
issues a sleep specialist is looking for.
A two-week sleep diary, Table 4, provides
information regarding the patient’s
activities and bedtime routine, sleep
quality, daytime symptoms, and use
of causative substances. Information
gained from the sleep diary can confirm
insomnia and allow the physician to
provide specific behavior guidance.
Table 5 is an overview of nonpharmacologic
therapies
for
insomnia.
Pharmacologic therapy in insomnia is
limited. Long-term effects are poor. The
American Academy of Sleep Medicine
recommends against hypnotics (mostly
Valium-type drugs).
The American
Geriatrics Society strongly discourages
Valium-type drugs for insomnia.
Melatonin and Benadryl are over-thecounter and be careful in their use,
especially while flying or driving.
I hope that Insomnia and the FAA was
informative. It surely affects all of us to
some degree. Please feel free to e-mail
or call with questions or concerns, and
see you at MAPA.
Larry J. Marshall, M.D., AME, HIMS
e-mail: [email protected]
MAPA LOG MARCH 2016
33
Mooney Aircraft Pilots Association
1885 AIRPORT LOOP RD. STE 100, KERRVILLE, TX 78028
Web Address: www.mooneypilots.com
Email Address: [email protected]
Phone (830) 315-8008 Fax (830) 315-8011
Membership Application
Name:
Company Name:
Address:
City:
State:
Zip Code:
Country:
Email Address:
Day Phone:
Fax:
Home Phone:
Aircraft
Member Survey
Aircraft N#:
Year:
Pilot Ratings: SEL PVT IFR COM’L MEL
Model:
ATP CFI CFII AI A&P Other
Do You Own 2nd A/C:____________________Spouse’s Name: ______________Ratings_________
Occupation: ________________________________Spouse’s Occupation:____________________
Annual Expenditures for Maintenance & Upgrades to Your Aircraft: ______________________
What Upgrades Do You Plan to Make in the Future: Paint Interior Avionics Airframe Mods
How Many Hours Do You Fly Per Year: _______________________________________________
Payment Information:
Annual Membership Dues (Check One)
Continental USA
$49.50 (
)
International
$79.50 (
)
----------------------------------or------------------------------Electronic Membership
Continental USA
$39.50 (
Payment Method:
Cash (
)
Check (
)
International
$39.50 (
)
) MasterCard, Visa, Discover, Amex (
)
Credit Card Number:
Expiration Date:
34
Signature:
Fantastic Vacations
for Mooney Owners
If you make reservations at one of these vacation spots offered by our members, please let us
know your opinion so we can pass the information along to other members. We have not been
at any of these vacation locations and are unable to provide further information. Send e-mail to
[email protected] or fax 830 315-8011
Myrtle Beach, SC
Oceanfront home, by Mooney owner,
3BR, solarium, 2 B, oceanfront gazebo
& deck, legacyproperty.net Mention
MAPA for discount.
1-1-3097
Karole Jensen.
Put-In-Bay, OH
Put a Little Island in your life. Beautiful
Private Single Family Home Pilots Fly
into Put-in-Bay Airport (3W2). Our
home is just across the street from the
runway. Located right on Beautiful
Lake Erie with 3 bedrooms; 2 baths;
completely furnished. No Smoking; No
Pets; Seasonal rent only from Memorial
Day thru Labor Day Call: Ron Borchert at
330-659-9664 or 216-701-5252. MAPA
Discounts. [email protected]
Myrtle Beach, SC
Kingston Plantation, 2-bedroom villa,
1 king and 2 twin beds with sleeper
sofa, flat screen televisions, pool, kiddy
pool, tennis courts & spa. Visit http://
enjoymyrtlebeach.net.
Very close to
CRE.
Call Tom Mcintire, 304-232-8600,
[email protected]
Martha’s Vineyard
4 Bedroom 3000’ private home
overlooking Vineyard Sound.
East
Chop residence has fireplaces balconies
full kitchen 3 bath, oil heat, and walk
to pristine public beaches town of Oak
Bluffs. References and security deposit
required. MAPA members only: May,
$6000/wk; June 15-Sept 15, $7000/
week. June 15-Sept 15 $8500/wk. 847234-1627, E-mail: Wyldwoode@yahoo.
com Books up quickly “ Barry Carroll
North Myrtle Beach, SC
Oceanfront, 3BR condo, sleeps 6 very
comfortably, fly into Grand Strand
airfort (CRE) rent a car at the FBO and
you can be at our condo on the beach
in about 10 minutes. It’s the perfect
place for your family’s summer vacation
or a golf outing in the spring or fall.
Please visit www.shalimar8c.4t.com for
photos, information and directions.
Call me for reservations, mention that
you are a Mooney pilot and receive a
20% discount, 610-767-1699, Howard
Slugocki. Also a (1) bedroom condo is
available.
Sanibel Island, FL
25 minutes from Ft. Myers (KFMY) Page
Field to a ground floor 2 bdrm 2 bath
tropical paradise condo that sleeps 6
people. Overlooking beautiful garden
only steps from heated pool or one of
the best shelling beaches in Florida.
Rates and any questions – Lhc271@
comcast.net or call Rick Senseney 765621-0601
Pinetop, AZ
Spend the summer or the holidays in
Pinetop, AZ nestled in the beautiful
White Mountains, within a short 20
minute drive of the Show Low Airport
(SOW). Call 929-369-4000 and ask for
rentals or check out the website at www.
resortaz.com Boyd Maddox
Sunriver Oregon
Fly into beautiful Sunriver, Oregon and
enjoy either a 3 bedroom Townhouse
(2200 Sq. Ft.) newly remodeled and/or a
2 bedroom remodeled condo all within
walking distance to shopping, golf,
tennis, Sharc swimming complex, pool,
workout rooms, resort, spa and bikes
provided for the trails. Rent for 7 days
or a long weekend. Mention MAPA.
Great place to relax. MAPA member
Mike Hutchinson. Call LuAnn 831-6016355
St. George Island, FL
Beautiful 2 story, 1st row from beach, 4
bedroom, 4.5 bath home, sleeps 10 in
private plantation on St. George Island,
FL. Private landing strip 1 mile from
house. House nestled on a wooded acre
with private walkway through live oaks
to beach a few hundred feet away. Fully
furnished kitchen. Screened in pool
with hot tub. Reserve via www.resortvacationproperties.com and search for
Camellia Cottage. Casey Borowski
Advertise
You Vacation
Spot!
Advertising spaces on this page are available
for $30.00 each. Send email to:
[email protected]
or fax 830-315-8011
Vacation spot information has been provided by MAPA members,
therefore MAPA accepts no responsibility or liability regarding
information published.
MAPA LOG MARCH 2016
35
C L A SSIFIED
Each MAPA member is entitled to two (2) classified ads each year at no charge. Limited to 17 lines per issue. If MAPA member is
advertising items for sale in connection with his commercial enterprise, this does not qualify under members free program. Commercial Classified rate is $5.00 per line including address; $30.00 minimum charge. All classified ads must be received by the 10th of
the month preceding this issue, i.e. June 10, for inclusion in July issue.
The following classified advertisimg is provided by MAPA for the benefit of our members. MAPA makes no warranty as to the correctness
or accuracy of any statememts made herein. All ad copy is provided by the advertiser. Specifications are subject to verification by purchaser
upon inspecton.
Send your ads to [email protected] or fax to 830-315-8011.
MAPA members when you sell your airplane let us know who the new owner is so we can send a MAPA
membership package to them. Or have the new owner contact us about membership.
The following is a list of the frequently abbreviated words:
TT
-
Total Time
SPOH
Since Prop Overhaul
TTAF
-
Total Time Airframe
SFRM
Since FactoryRemanufactured Engine
TTAF & E-
Total Time Airframe and Engine
Or TTAE-
Total Time Airframe and Engine
SFREM
Since Factory
Remanufactured Engine
SFO-
Since Factory Overhaul
NDH
No Damage History
SMOH -
Since Major Overhaul
P & I
Paint & Interior
“AIRCRAFT WANTED”
Mooneys, All Models!! Run out
ok; needing P&I, radio upgrades
ok; fast discriminate transactions
on your ramp, 20 years experience/
references.
Jim Cardella 760-803-3093 email:
[email protected]
Pippen-York Flying Machine
Co., Inc.
Avionics, Autopilots, Stormscopes,
GPS,
Intercoms,
&
Xpdr/Alt.
Certification
Fredericksburg, TX
Toll Free 1-877-997-8205
LASAR FREE WEB SITE
List Your Mooney for sale free
at www.lasar.com form under
“Mooneys for Sale”
LASAR PARTS, SERVICE &
SALES
Check out Lake Aero Styling &
36
Repair’s “LASAR” Web Site:
www.lasar.com:
New
under
Mooneys for Sale, “List your
Mooney for free” and Mooney
Instructors”. Also check out Parts,
Mods, and Services! LASAR, est.
1975. 707-263-0412, email: [email protected] and service@
lasar.com – “like” us on facebook!!
MOONEY SPECIALISTS
A combined maintenance and new
flight training facility located at
the Trenton-Robbinsville Airport
(N87) in Central Jersey. Factory
trained mechanics with over 100
years combined experience in
performing speed mods, annuals,
PC repair, major airframe structural
repair, and general airframe
upgrades, instrument panels. Dave
Mathiesen at Air-Mods Flight
Center (609) 259-2400. Website is
www.airmodsflightcenter.com and
email [email protected] .
1969 M20C
N9247V, Annual due June 2016, TTAF
5030, SMOH 1670, Lycoming0-360A1D. Solid IFR plane! Tanks resealed
2015. Pitot static due June 2017. Standard
6 pack gauges Garmin 430 NAV/COM/
GPS, King KLX135A VFR NAV/COM/
GPS. Features: 3 blade prop, EGT, Wing
Leveler, Electric gear and flaps, K&N
Filter, Sky-Tec starter, New shock discs.
Hangared at KGTU Georgetown, TX
Muni. $34,000, Kevin Sanders (512) 5078378 or email [email protected]
1977 M20J
N201NM, Airframe 1912TT-dry climate
history-complete logbooks, fuel tanks
resealed by Weep No More May 2002,
Engine I/O360-A3B6D-2 blade prop
167.3 hrs. SMOH by Poplar Grove
Airmotive with new cylinders. O/H
magnetos and oil cooler, new alternator,
hoses, and mounts. 167.3 SPOH &
Gov. Annual due September 2016
SB208 compliant.Avionics: dual King
KX170B, KT76A transp, KMA20 audio
panel, Century IIB autopilot, KR86
ADF, Sigtronics SBA-400 intercom.
Same owner since Sept. 1979 (283 hrs.)
Hangared @PVT MN strip. $68,900 USD
Richard Molnau email: molnau.richard@
gmail.com
1979 M20J
N4815H, S/N24-0888, sand beige,
Unused several years (lost medical).
A Minnesota aircraft, always hangared
and well cared for. No corrosion.
Airframe: 5762 hrs, TSMO 950 hrs,
Tanis engine heater. Has been stored on
jacks and engine hoist. Engine regularly
“exercised”. Interior in excellent
condition, non yellowed Royalite. New
upholstery on front seats. New Batteries.
Minor hail dings on ailerons. No major
squawks, but the Loran is unusable.
Needs an annual before operation. Please
email [email protected] for asking
price, details and pictures.
AIRPLANE
CHRISTMAS
ORNAMENTS COLLECTION
A unique way for a pilot to trim his or
her Christmas tree! We have over 100
ornaments-all are airplane and/or aviation
related! We have over 80% of the
original boxes. They start from the Wright
Brothers first airplane up through the
space age. Call for details. Jerry Manthey
(916) 941-6397
1966 M20C
June annual-new prop-TTAF 3282SMOH 702- all AD’s complied withKing KX155-King 176A transpondernice paint and interior-new tires and new
battery-for information and price call
Richard Westfahl (785) 443-0770
FOR SALE
Mooney Factory Service Manual for
M20J. $45. Rich Lytle 239-595-9511 or
email: [email protected]
1963 M20C Mark 21
2009 new prop and factory rebuilt (what
used to be called factory remanufactured)
0 time engine. TTAF 3900 hrs, TT on
engine and prop 260 hrs, manual gear
& hydraulic flaps, Garmin 430W, King
KX 155, conventional instruments, IFR
certified, maintained by the original
Dugosh Aircraft Service Co. since
1985. Paint 10, interior 5, annualed
July 2015. $60,000, OBO (see at www.
mooneypilots.com website under Aircraft
For Sale) TX Dr. Herb Perkins 830-8963008 or cell 210-416-2521 or email for
more info [email protected]
1977 CESSNA C150
Continental engines, Firewall Forward
overhaul, TT3170 hrs, TSMOH 240 hrs.,
annual August 2015, Michel radios, IFR
certified, no damage history, paint 6,
interior 7, $25,000. OBO (see at www.
mooneypilots.com website under Aircraft
For Sale) TX Dr. Herb Perkins, 830-8963008 or cell 210-416-2521 or email for
more into [email protected]
1999 M20S/R FOR SWAP OR SALE
Mooney Eagle/Ovation, 280 hp, 175 knots
of speed on 15 gph, nice equipment and
cosmetics, located in the Minneapolis,
MN area.466 hrs total time since new
Continental IO-550 280 hp 2000 TBO,
McCauley 3 blade Top Prop, King KN
94 TSO GPS, dual King KX155A TSO
digital NAV/COM, Garmin GPS 696
panel mounted in an Air Gizmo Cradle
(Nexrad radar), King KT76C TSO digital
transponder, PS Engineering PM 7000MS audio panel, intercom and marker
beacons, STEC system 30.2 axis autopilot
w/altitude hold, slaved. Always hangared,
no damage history, $180,000 call for
more details Brian Zubert 612-719-1685
PARTNER
WANTED
M20J
PENSACOLA
I am looking for a partner for my 1994
M20J MSE. Plane is in near perfect
condition, 2200 hrs TT and 350 hrs
SMOH. Fully equipped with Garmin
430W, HSI King autopilot, King No.
2 Comm and Nav. Plane has electric
yaw damper, rare in J’s and a Vernier
throttle also rare in J’s. I have full logs
and plane has absolutely no damage
history, extremely well maintained. I am
looking for an IFR rated partner with
time in Mooney or comparable complex
type. For more information and picture
see the following link-http://www.
frankdarchitect.com/#!mooney/c1uny
Frank Daughtry (850) 393-3122.
1992 M20M
N1992M, S/N 27-0130, Airframe TTSN
2303, Engine TSMO 181 TIO 540-AF1B,
Prop TSO 0, Annual 04/15. Avionics:
Garmin GMA-340 audio panel, GNS530
WAAS, 330 Transponder, King-KI256
Altitude indicator, KC525A HSI, KX165
NAV/COM KI 202 Indicator, KR87 ADF
KI 227 synchronized indicator, KAP 150
autopilot altitude preselect, KN64 DME,
dual batteries, Precise FLT speedbrakes,
oxygen bottle, Hot prop, JDI EDM 700
engine monitor, 406 ELT, dual alternators,
dual vac pumps. $150,000, Nelson Medlin
864-316-4301 or email: nelsonmedlin@
yahoo.com
SEARCHING FOR PART
I’m looking for an articulating (adjustable)
pilot seat from a J model on. Upholstery
does not have to be in good condition as
it will be switched out. Depending on
location I will either pick it up or pay full
shipping charges. Contact Mike Gordon
[email protected]
1966 M20C
N5974Q, 5240TT, 1168 SMOH, Prop 449
SMOH has E stamp on hub so no AD.
Hangared. Full IFR, Garmin 430, coupled
with Brittan AccuTrak, Yoke mounted
Garmin 496 with XM weather, Garmin
GMA 340 Audio Stack, KX 165, Shadin
Fuel Flow, 4 place intercom. Leather seats,
one piece windshield, cowling upgrade,
Brake calibers reversed, Johnson bar, new
starter and vacuum pump. All log books.
Annual due 1/16. $52,250 Smithfield, NC,
contact Michael Wilson 704-500-3733
1968 M20F
N333MT, S/N680142, TT3150, 825
SMOH, 50 hrs since new Scimitar Prop,
Factory Elec gear. No Damage except
gear up 1975, same owners since 1971.
(Bought Ovation 3) Collins Microline,
everything works except ADF. IFR due
6/15. Useful load 1021. Many speed mods.
Equipment list sent on request. $59,800.
Marvin Torme email: marv527@gmail.
com
1977 M20J 201
Very low time, TT 1915, SMOH
579, SPOH 579, fresh annual, last
compression: 75, 76, 76, 76. Always
hangared, flown regularly. All logbooks
since new. On a 1-10 scale the paint is a 7
and the interior a 5. Avionics: 2-KX170Bone with glideslope, KMA20 Audio
Panel, K76 transponder, KR85 ADF,
King DME, Century II B AP, Apollo
GPS II Morrow, OAT, EGT, LC02 quarts
Chrometer. Contact Gary Jones at 360751-0143 or [email protected] for
maintenance records. $69,950. Delivery
and BFR available.
1966 M20C
4430 TT, 142 SMOH, Hartzell 3-blade
MAPA LOG MARCH 2016
37
142 hr., King KX 155, Narco 120, Narco
AT50 transponder, Narco 841 ADF, very
good P & I. $45K Jay Longinaker email:
[email protected]
FOR SALE
USED tools and parts at 50% of retail
price: Magneto timing light w/P-leads.
Cable tester model E5, Mooney Gear
preload tools, Bendix ignition switch,
Narco ELT 10, Radio Sporty’s Air-scan V,
David Clark H10-20, Fuel cap white.
NEW STUFF: Mooney Electric gear
actuator (NOS) 20 to 1 ratio $1200,
Heim rod ends 4 @ $15 ea., Champion
REM38E 1 @ $18, Lyc. valve spring
compressor $40. TX 512-787-0203 or
email [email protected]
1967 M20F
N3288F, 5,920 TT, 1,680 SMOH, 1,199
SPOH, 68 since eddy current inspection,
Brittain B-5 A/P w/Alt, KX155, KX155 w/
GS, Foster 500 Loran, Garmin GTX320A
XPDR, Narco ADF-31, Horizon P-1000
digital tach, Ives Auto-Vac 2, Insight
Strike Finder, Tanks Resealed, New side
windows, manual gear, original paint
& interior in poor condition, new seat
cushions, annual Apr. 2015, NDH, All
logs. $19,700 or Best Offer. Bob Barnett,
CT 860-627-0071 email: analog.bob@
cox.net
1987 M20K 252TSE
Have a new plane, need to sell N252AD.
Always hangared. Blue on White. New
interior plastic, engine preheat. TTAF
2270, SFRM 944. Garmin 530 WAAS,
coupled approaches, Garmin DMA 340
audio panel with 4 place intercom, WX
10A stormscope, Artex ME406 dual
frequency ELT, EDM700, KFC 150
autopilot with alt hold and preselect, 115
cu ft O2, fuel computer, dual alternators,
standby vacuum, electric trim, hot prop.
Fast and High, a pleasure to fly. Asking
$140K, Dennis Snyder 330-204-0328
cell, 330-343-4456 ext. 126 work or
1965 M20E Super 21
Exceptional Mooney fast & economical.
N79358 4980TT, 900 SMOH (Bolduc)
30 SPOH, annual 2/15, compressions
76 77 77 78, Avionics: Full IFR, dual
glideslopes, Garmin 530 WAAS, Garmin
340 audio, Garmin 327 transponder, JPI
Engine Monitor, Sigtronic EGT, Sky Tec
38
Starter, alternator, 201 windshield, cowl
enclosure, flap gap seals, long range fuel
tanks (80 gal.) inspected and repaired as
necessary by Weep No More (09/15).
Excellent condition, medical reasons,
prompt sale, $57,500 Andy Fraser 612670-7000
WANTED
A 201 entry step with mounting hardware
and fairing. Call Mike at 334-791-6093.
M20C PARTS FOR SALE
Elevators, ailerons, rudder, flaps, two
front seats, spinner (no cracks) with
backing plate and starter ring attached,
engine mount, and original engine gage
cluster. All removed from 1962 M20C S/
N2337. Engine gage cluster was rebuilt
some years ago, all gages working well.
Best offer, all or pieces, plus shipping
from Albuquerque. Call Bill 505-6907547.
NOT FLYING YOUR MOONEY
Consider short leasing for additional
income and your engine health! Call
815-978-4804 to discuss options or email
[email protected] Mooney pilot 1000
hours in Ovation & 2700 total flying
hours. Bern Binger
1965 M20C
TT4560, SMOH340, in/out 7/8+, IFR
cert., new instrument panel, IFR KLN94,
KMA24 marker, KX155, ILS Nav/Com,
KY97A dual comm.., AT150 transponder,
King ADF, GPS/Nav head, JPI engine
analyzer/fuel flow, S-TEC A/P Alt hold,
Monroy Traffic monitor, Inst. Ring lights,
digital tach, Sky-Tec starter, Smoke
system, 1 piece windshield, wingtip ext.
strobe lights, speed mods, new plastic/
carpet interior. New circuit breakers,
resealed fuel tanks, new donuts, Johnson
Bar, hangared, annual Feb. 2016, 931337-9282 TN email: baker4493@
frontiernet.net Price: $59,900.
FOR SALE
Aft spinner bulkhead, spinner, attachment
brackets and stainless steel screws for
a Mooney M20J, (200 hp Lycoming)
$2,000. Contact Terry 850-525-6578
(cell) or [email protected]
ENGINE WANTED
Looking to replace my high time
M20J engine! Searching for a low time
Lycoming IO 360 A1A, 200 HP engine.
Need to complete R/R before old age takes
over (referring to the engine, of course)!
Contact: Terry Ogle FL tandjogle@
yahoo.com
1988 M20K 252
New annual May 2015, 1449 TT, 406
TSO, serial #25-1160. Garmin 430
WAAS, S-TEC 60-2 autopilot, KMA
24 audio panel, Sigtronics intercom
SPA 400 4 place, 3MWX8 strike finder,
FT101 Hoskins Fuel Flow, King KT76A
transponder, Narco Mark 12D NAV Com
VOR glideslope, Horizontal situation
indicator, Standby Vac, Built in Oxygen
Tank-Scott 1157 Cu.ft., Hot Prop, 106
gal. fuel tanks, NDH, $139,000. 405-7431569 or 405-780-6185 or email: jonjaki@
aol.com
1979 M20K (231)
Low time, MAPA award winning, IFR
certified. Approximately 870 TTSN
(currently flying). Plenty of time
remaining before TBO. Always hangared
by single owner since delivered from
dealer in 1979. Both fuel tanks freshly
resealed by Weep No More (3/15). King
Avionincs: KFC-200 autopilot, KMA
20 audio panel, dual KY 197 Comms,
KNS 80 and KN 53 Nav system, KR87
ADF, no damage history. Complete logs,
annual completed 9/14. $78,900. Contact
Ralph Hunter at 817-690-7670 or email:
[email protected]
1975 M20F EXECUTIVE
Fast,
Efficient,
High-performance,
turbocharged aircraft. TTAF: 4195.1,
SMOH: 933.7, Since prop overhaul
1198.4. Always hangared (PSC) all
annuals, all ADS. Upgrades: Garmin
430 w/terrain and obstacle awareness,
Garmin GTX 330 transponder w/traffic
awareness (displayed on 430), McCoy
mod of King radio, Rayjay turbocharger,
Century 3-axis autopilot (heading, VOR,
or GPS modes), Insight graphic engine
monitor, Intercoms (3) w/PTT switch,
all new windows (including one-piece
windshield) at 3250 hrs., O&N bladders,
Led landing light, new battery, access
door for battery maintenance (maintainer
included in sale), chrome hub caps,
improved tie-down points and nylon web
tie-down straps (3) and chocks, portable
engine pre-heater, protective covers (fuel
caps, cowling inlet, pitot tube, reflective
window liners). Price $66,000, Eric Leber
509-521-7101 or email [email protected]
AIRCRAFT GEAR FOR SALE
H.D., jumper cable set, new, 3 pin plug
$75; Tow bar for J series Mooney $30;
Tow bar for Piper R/G ie: PA32, 34 etc
$30; tie down kits (2), new 3 steel anchors
& 3 adjustable straps each in bag $15
each; Cowl plug kit, new, uncut, fits most
GA piston A/C $25; GATS jar new, $10.
All items plus shipping, Gordon Ewald
540-427-4268 or email: gewald1948@
verizon.net
½ INTEREST IN 1982 M20K
“Rocket 305”, hangared at Boerne Stage
Airport (5C1), TTAF: 2600 hrs., SFREM:
700 hrs., Garmin 530W, ½ interest for
$63,000, Andy Taylor 713-213-5546
SEEKING AUTOPILOT INFO
Looking for any installation, service or
repair data for the Astronautice Pathfinder
M20 Autopilot. This autopilot was
originally installed by the factory in my
1975 M20C when the aircraft was new.
Astronautice sold the Pathfinder division
to US Avionix but that business went
out of business in 2009. Any further
information would be greatly appreciated.
John Larson, 541-382-6752, email:
[email protected]
1989 M20J SE
S/N24-3126, Original owner since
purchased new from Connecticut Mooney.
2649 TT, 537 Since Pen Yan Overhaul,
fresh annual May 2015. Excellent
maintenance. New paint from Presitge
Aircrft Vt. Always hangared. Leather
interior. Century 2000 AP, HSI, M3 GPS,
KX 165 and 155, ADF. Hangared in
Brockport NY (near ROC). Please contact
owner Rick West 585-327-2065 or email:
[email protected] $126,000.
1978 M20J
N201LC, TTAF 2550, SMOH 405, wings
stripped painted 2008 blue on white, GPS
KL90B, Transponder, Mode C, STEC
w/altitude hold, AZON (TCAS) #PCAS
MRS, 4 port intercom, Apollo 920 GPS,
ADF, 3 bladed McCauley Scimitar,
Wilmar fuel tank reseal 11/28/08. 2nd
owner, always hangared KUGN (IL) or
KMVY (MA) B. Carroll 847-234-1627 or
cell 847-624-1627 $81,000
FOR SALE
New McCauley, 3 blade Propeller, still in
factory plastic wrapping, fits All 180-200
HP Mooney models C,D,E,F,G,J, $10,000
all factory paperwork & warranty transfer
with propeller. Robert Detrich 540-2092414
FOR SALE
Two channel portable aircraft intercom,
PS Engineering Aerocom II, lightly used,
included are power-cable (connector
replaced) and owners manual. Asking
$99.00 shipping in lower 48 included.
Accept paypal. Rawil Ismagil, email:
[email protected] or call 714-2905572
FOR SALE
1990 201 Cowl has Lopresti Landing
light, complete, good condition $2,800.00
Ciro Ramirez 951-371-8924 or cell 714681-4329
1999 M20S EAGLE
Single owner, low time, TTAF & E 980
hours, no damage history, King KLN94
GPS navigation system, KMD 150 MFD
display, interfaced with the KLN 94
GPS, S-Tec system 30 autopilot, electric
speedbrakes, standby electric vacuum
system. An excellent airplane. $149,900.
Call Ted Corsones 802-775-0125 or
1987 M20J 205SE
1730 TTAF, 375 SMOH (PennYan) NDH,
all logs, second owner, annual 6/15, King
IFR digital, KMA 24 audio panel, KY196
Com, KY 165 Nav/Com, KNS80 NAV
system, KAP 150 audio pilot w/alt. hold,
KCS 55A compass system/HSI, KR87,
KT76A, Apollo 2001 NMS VFR GPS,
Shadin FT10l fuel computer, SPA 400
intercom, Strikefinder, GEM 602 engine
monitor, speed brakes, Precise Flight
stand – by Vacuum, Sky-Tec starter,
Reiff engine pre-heat system, DynaVibe prop balanced, new nose and gear
shock donuts, Bose hardwired pilot seat,
hangared at GHG. $114,500 Paul Spiro
781-871-5454, or email: pauldspiro@
comcast.net
paint-Rosetone white & deep maroon
stripe, about 5 on scale of 10. New seats
by Aero Comfort Jan. 2011, new carpet
& interior paint. Rear seats removable
for cargo, great cross country plane.
Garmin 530 WAAS GPS, Garmin 340
Audio panel, Stereo Mic & phone jacks
four seats, push-to-talk both yokes, King
89B GPS, KFC 150 autopilot, KFC 165
flip/flop Nav/Com, WX 1000 stormscope,
standby vac, Insight GEM602 engine
monitor, JPI Fuel Flow, oxygen, vertical
card compass, Hartzell 2-blade hot prop,
speed brakes, hangared at MWO. No
damage history. Asking $134,900 OH
Sam Nelson, 513-424-4473, photos by
1987 M20J 205SE
Airframe TT 1890 hrs, PowerplantLycoming
IO-360-A3B6D
factory
rebuilt –TT 255 hrs, Prop since overhaul
255 hrs., annual due April 30, 2015.
Avionics: King KMA24 audio panel w/
3 light marker beacon, KY196 Digital
Com, KNS80 digital RNAV/DME w/
glideslope receiver,KX 165 digital NAV/
COM w/Glideslope receiver,KR87 digital
ADF w/timer,KT76A transponder w/
altitude encoding, KCS 55A slaved HSI,
KFC150 autopilot w/flight director, 3M
WX-10A stormscope, Apollo GX 50 IFR
approach certified GPS, features: SPA 4
place intercom, Standby Vac, dual Yoke
mounted PTT, CHT/EGT, overhead
venting and lighting, Avionics master,
heated pitot, strobes, wing recognition
lights, Insight GEM EGT/CHT, vertical
compass card, Hoskins FT 101 fuel
computer, electric digital tach, electric
chronometer, electric trim, polished
spinner and prop, speedbrakes, interiorblue cloth w/blue leather trim and blue
carpet, exterior-overall white w/red and
blue stripes. $110,000 Robert Fischer,
1988 M20K 252TSE
N5223J, 25-1172, 4275 TT, 1490 SFRM,
1490 SPOH, Top Overhaul April 2013 by
Safe Skies, Middletown, OH. Original
MAPA LOG MARCH 2016
39
2016 MAPA SAFETY FOUNDATION
PILOT PROFICIENCY PROGRAMS
(CREDIT CARDS WILL NOW BE ACCEPTED )
The registration fee, if paid by check, is $845 per person. The registration fee, if paid by credit card is
$880 per person (in order to offset the transaction and administration fees).
In the event of cancellation a pilot may choose to leave the registration fee in escrow for a future
program or receive a refund of the registration fee. If a refund is requested by a pilot who paid the
registration fee by credit card there will be a $35 reduction in the refund check to offset the transaction
and administrative fees.
GIVE US THREE DAYS AND WE WILL PREPARE YOU FOR SAFER FLYING!
There will be activities planned so spouses and friends are welcome.
We look forward to seeing you at one of the PPP’s
February 12-14, 2016
Melbourne, FL
April 15-17, 2016
Bullhead City, AZ
June 10-12, 2016
Denver, CO
September 9-11, 2016
Manchester, NH
October 2016 (weekend to be determined)
Mansfield, OH
Have you attended a PPP previously?If, so, how many times?
Name:
MAPA #
Address:
City:
State:
Zip:
Tel:
Cell:
FAA E-Mail:
Mooney Model:
N#
Year:
Credit Card #:
Exp. Date:
If you would like credit for the New FAA Wings Program sign up at www.FAASafety.gov and request credit for
course after completion.
Your registration for a course is secured only upon receipt of payment and this completed form.
We will mail or fax a confirmation letter approximately one month prior to the start of the course.
Please make checks payable to: MAPA Safety Foundation
Mail your checks to:
MAPA Safety Foundation
1885 Airport Loop Rd. Ste 100
Kerrville, TX 78028
Contact Information:
Phone 830-315-8008 Fax: 830-315-8011
40
At Dugosh Aviation we know you’d rather be
flying. Everything we do is designed to get you
there quickly and keep you there safely.
Some of the services we provide are:
We have extensive knowledge and experience
working with all types of aircraft including
Mooney, Beechcraft, Cessna and Piper.
•
•
•
•
•
•
830-315-2222
www.dugosh.com
[email protected]
[email protected]
100 hr Inspections & Annuals
Pre-Purchase Evaluations
Top Overhaul
Engine Removal & Installation
Major & Minor Repairs
Sheet Metal & Structural
Repairs
• Precise Flight Speed Brake
Installation
• Upgrades & Modifications
• Corrosion Treatment
• Windscreen & Window
Replacement
• Fuel Tank Repair
Kerrville Municipal Airport – KERV; 1875 Airport Loop, Suite 105, Kerrville, TX 78028
CONVERT TO- - CUR
RENT
N E X T G E N E R AT I O N P O W E R I N A B O X
Truth is, your old generator is tired. And while you’ve had
many great years together, it’s time to modernize to a safer,
more reliable charging system, capable of maintaining the
main ship battery at its peak. Plane-Power alternators
answer the need with the most complete boxed kit
solution available. Gear- or belt-driven and robustly
powerful at low RPMs, we have a cool-running
solution to feed any power need. Choose the
generator replacement that will unleash your
aircraft’s true potential — Plane-Power.
• Lighter weight
• Precision balanced
• Dual internal fans
Alternators
• Built-in noise filtration
• Built-in overvoltage and
overcurrent protection
• Modern solid-state design
Regulators
• Included in conversion kits
planepower.com
+1.877.359.5355
HET0020 Plane-Power Belt Alternator Ad_MAPA.indd 1
2/25/15 5:08 PM
Client: Hartzell Engine Technologies
Ad Title: Plane-Power Belt Alternator
Publication: MAPA Log
Trim: 7.5”x4.875” • Bleed: None • Live: Not Provided
MAPA LOG MARCH 2016
41
START
MAKING
PLANS
NOW FOR
THE 2016
MAPA
HOMECOMING
CONVENTION
AT THE
INN OF THE
HILLS IN
KERRVILLE,
TEXAS
OCTOBER
19-23,
2016
42
CELEBRATING 22 YEARS IN BUSINESS
- 22 YEARS OF EXPERIENCE WORKING IN MOONEY FUEL TANKS ONLY.
- SAME PEOPLE,SAME PLACE, SAME COMPANY.
- THE BEST GUARANTEE ON THE MARKET
7 YEARS
- OVER 1025 MOONEY FUEL TANK RESEALS SINCE 1993
-ALL WORK IS AIR TIGHT WARRANTEE.
-OVER 60 MONROY LONG RANGE TANKS INSTALLED
$600 off on our 22th anniversary
MONROY LONG RANGE TANK INSTALLATION
Contact Edison
(954) 938-9390 1(800) WET-TANK
www.wetwingologistseast.com
MAPA LOG MARCH 2016
43
44
R E A DY FO R TA K E O F F
THE BEST ADS-B RECEIVER
IS NOW BETTER THAN EVER.
Stratus by Appareo is the simple-to-use, pocket-sized,
portable wireless receiver that transforms your iPad into
the ultimate flight tool. Get subscription-free weather,
GPS information, backup attitude and ADS-B traffic —
all integrated with ForeFlight Mobile. Easy situational
awareness for an unbelievable price.
Stratus 2S Features
Subscription-Free Weather
WAAS GPS
P
P
ADS-B Traffic
Dual Band
P
Backup Attitude (AHRS)
Flight Data Recorder
P
Pressure Altitude Sensor
P
Battery Life
8 Hours
Connector
Suction Cup Window Mount
Price
USB Type C
P
$899
Get Stratus.
Buy now at
appareo.com/mapa
MAPA LOG MARCH 2016
45
Advertisers Index
Aero Comfort
4
www.aerocomfort.com
www.planecover.com
Aero Resources13
Plane Power41
www.aeroresources.com
www.planepower.com
Aircraft Door Seals
2
www.aircraftdoorseals.com
Premier Aircraft Service20
www.flypas.com
Aircraft Spruce & Specialty Co.
2
Sky-Tec42
www.aircraftspruce.com
www.skytecair.com
All American Aircraft11
Tejas Aero Services
www.allamericanaircraft.com
www.tejasaero.com
Alpha Aviation
15
7
Vantage Plane Plastics22
www.alphaaviation.com
www.planeplastics.com
Appareo 8
Wet-Wingologist East43
www.appareo.com
www.wetwingologistseast.com
Appareo45
Weep No More 22
www.appareo.com
wwwweepnomorellc.com
Cole Aviation23
Zeftronics13
www.coleaviation.com
www.zeftronics.com
Don Maxwell Aviation Service
5
www.donmaxwell.com
Dugosh Aviation41
www.dugosh.com
Falcon Insurance Agency48
www.falconinsurance.com
Freeway Airport Inc.46
www.freeway.com
Gamijectors15
www.gami.com
Hartzell Prop 2
www.hartzellprop.com
Henry Weber Aircraft Dist. Inc.
31
Houston Tank Specialists, LLC
27
www.henryweberaircraft.com
www.htsllc.net
JPI Instruments47
www.Jpinstruments.com
Lake Aero Styling31
www.lasar.com
Mena Aircraft Engines27
www.menaaircraftengines.com
Mooney Int’l21
www.mooney.com
P2 Aviation Technology42
www.p2inc.com/mapa
46
Plane Cover13
MAPA LOG MARCH 2016
47
48

MAPA LOGMARCH 2016 Mooney Aircraft Pilots Association

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