MAPA LOG - Mooney Aircraft Pilots Association

Transcription

MAPA LOG
Mooney Aircraft Pilots Association
www.mooneypilots.com
MAY 2010
2
C O N T E N TS
May 2010 • Volume 33 • Issue 5
Columns
6
Editorial by Trey Hughes
Learning to Maneuver, Oskhosh 2010
MAPA Covers
Features
Insurance by John Allen
Understanding the Use Clause in Your Aircraft Insurance Policy
18
22
21
Press Release
26
Press Release
Medical Matters by Dr. Bob Achtel
Ask Jerry by Jerry Manthey
27
European Mooney Pilots Owners
Association
31
Safety Foundation
34
Announcement
35
Beautiful Cover Model
Departments
41
One of Two WAAS Satellites Failed
4
42
Risky Business
47
Letter to the Editor
12
Sudden Fuel Line Obstruction
Jerry Answers Members Maintenance Questions
38
Incidents & Accidents by Trey Hughes
M20K Accident During Flight
Mooney Advisory Board
14
Calendar of Events
17
MAPA Safety Foundation Schedule
24
MAPA Maintenance Schedule
25
New MAPA Members
30
Mooney Recognized Employee
32
Mooney Merchandise
48
Membership Application
49
Fantastic Vacations
50
Classified Ads
60
MAPA Convention Registration
62
Advertisers Index
Aircraft Spruce & Specialty Co.
Mooney Airplane Company
MAS Germany Appointed as Mooney Authorized Service Center
Calendar of Events
Bruce Donald Jaeger, Master CFI
Vintage Mooney Group South Central Chaper
by Mark Napier
by Trey Hughes
by Parvez Dara
pg.30
pg.35
pg.31
MAPA LOG
pg.6
On the Cover: Mark Napier’s 1970 M20C
N241LM more information on page 35.
MAPA LOG May 2010
3
MAPA
Mooney Customer
Advisory Board
The Purpose of the advisory board is to offer Mooney
insights and advice from the operators of Mooney
aircraft. The MCAB meets with MAC management
several times each year, including Oshkosh and the
MAPA convention. The advisory board is yet another
voice for owners and operators of Mooney airplanes.
If you have an issue or suggestion that you would like
presented to MAC management, feel free to contact
a MCAB member in your area, or the MAPA office.
Dr. Bob Achtel (M20M)
89 Covered Bridge Road
Carmichael, CA 95608
drbobav02@prodigy.net
W: 916-451-9900 / H: 916-482-7404
Robert Angel (M20F)
806 Sunrise Knoll Way
34 Swan Road
Winchester, MA 01890
pilot97@ziplink.net
C: 617-901-9979 / H: 781-729-0974
Ron Borchert (M20R)
4161 Everett
Richfield, OH 44286
ronlborchert@earthlink.net
216-701-5252
Hubert Compton (M20J)
200 Red Hill Road
Orange, VA 22960
hcompton@nexet.net
540-672-3916 / 540-661-2400
Trey Hughes (MAPA)
140 Heimer Road, Suite 560
San Antonio, TX 78232
trey_hughes@sbcglobal.net
210-525-8008
Don Kaye (M20M)
3763 Sullivan Drive
Santa Clara, CA 95051
donkaye@earthlink.net
408-499-9910
Gary R Lerch (M20R)
2919 Waldwic Lane
Oshkosh, WI 54904
glerch@serviceoilcompany.com
H: 920-233-6259 / W: 920-235-9666 opt. 4
Tom Seeba (M20K)
47 San Miguel Ave.
Daly City, CA 94015
tseeba@jps.net
415-710-1501
4
Staff
Volunteers
Contributing Editors
Houston, TX 77062
ra6944V@gmail.com
Cell: 281-799-9492
Edward J Boudreau, Jr. (M20M)
Design
Membership
Back Issues
LOG
Trey Hughes
trey_hughes@sbcglobal.net
Lela Hughes
lela.hughes@sbcglobal.net
Diana Ramirez
Jerry Manthey
Joe Schmerber
Ethel Manthey
Dr. Bob Achtel
John Allen
Parvez Dara
Trey Hughes
Jerry Manthey
Mark Napier
& The MAPA Members
Diana Ramirez
mapa@sbcglobal.net
If you have a problem or question about your
membership, please call 210-525-8008
Back issues are available in a limited quantity.
To order, send $5* (domestic only) per issue to:
MAPA
P.O. Box 460607
San Antonio, Texas 78246-0607
*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, P.O. Box 460607, San Antonio, Texas, 782460607. Contact MAPA by phone (210) 525-8008, Fax (210) 525-8085 or internet; http;//www.mooneypilots.
com. The MAPA LOG is sent to each member of the Mooney Aircraft Pilots Association as one of the regular
membership services. Membership in the U.S., its territories and possessions is $44.50 and $49.50 for
international addresses. U.S. editorial and 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,
P.O. Box 460607, San Antonio, Texas 78246-0607
MAPA LOG May 2010
5
F R OM T H E EXECUTI V E DI RECTO R
Editorial
by Trey Hughes, MAPA Staff
LEARNING TO MANEUVER
Aviating is all about maneuvering, and
not the kind one does when trying to
convince the spouse that a beautiful
shiny new Mooney is the perfect buy.
No this maneuvering is done inside
the aeronautical flight envelope. Each
time we venture out in our Mooney we
exercise the flight controls to cause it
to do that flying stuff like go up, down,
left, right, fast and slow. And this is
all done inside a theoretical box called
the flight envelope or “Performance
Envelope”. This defines the capabilities
of an aircraft design in terms of airspeed,
load factor and altitude.
Obviously we all strive to operate our
Mooneys within the defined boundaries
of service ceiling, stall speed and
maximum speed as they exist for each
model. And, when we check out in a
new model, we should explore these
limits. This is especially true for the
lower speed end of the envelope, and
this should be under the guidance of a
qualified Mooney flight instructor.
Whenever I fly with a pilot new to
Mooneys I almost always find that they
approach slow-speed flight with lots of
apprehension. Most pilots think that
a Mooney will only fly fast and thus
don’t do a good job of flying slow. This,
of course, couldn’t be farther from the
truth. Mooneys are very stable right
down to the stall break when flown in
a coordinated condition. And a lot can
be learned while maneuvering at the
lowest flight speed.
Why is practicing slow flight or flight
at minimum controllable airspeed
so important? Because slow flight is
the beginning and ending of every
flight, that’s why. By learning how
6
to maneuver comfortably when the
airspeed indicator is critically low is a
real confidence builder and might come
in handy some day. Learning about the
aerodynamics of energy management
when airspeed is critically low can be
a life saver when this energy is all that
you have going for you after an engine
failure for instance. And practicing slow
speed flight is quite simple. It can start
from cruise flight.
When a pilot first flies an airplane new
to him or her, it becomes important
to learn the flight and handling
characteristics early on. Developing
a feel for the flight controls; learning
to “listen” to the airframe; becoming
familiar with rates of acceleration
and deceleration as power is changed
and learning to intuitively gauge the
amount of trim necessary as speed or
configuration changes is a major aspect
of aircraft transition training. During
the first flight – I call this the “make
friends with the Mooney” flight – we
will begin the exploration of the flight
envelope by setting up normal cruise
power after accelerating to normal
cruise speed and, using the electric
(if available) and manual pitch trim
system, adjust pitch for level handsfree flight. Once trimmed, a couple
of gentle standard-rate turns in both
directions while maintaining altitude
will allow the beginning development
of the correct pressures for both roll and
pitch. This also serves as clearing turns
for further flight maneuver practice.
Once level turns at cruise airspeed are
mastered it is time to begin the speed
reduction toward Minimum Control
Airspeed (MCA).
First, slowing to
maneuvering speed, steep turns (450
bank angle) are practiced – again
working to maintain altitude, bank
and airspeed. Just like basic Private
maneuvers, coordination of aileron,
rudder, heading and elevator pressure
are used to maintain the turn, the
altitude and end on a specific heading.
Both directions are practiced in order to
get a useable sight picture and illustrate
the different visual presentation of
being on the bottom or top of the turn.
Since maneuvering speed is close to 120
KIAS (+/- 10 KIAS) for most models, this
also represents an airspeed near to what
one would be on the downwind leg of
the traffic pattern, and is below most
Mooney Maximum Gear Extended
and Operating airspeed. So, once Vle
and Vlo are verified, the landing gear
is extended and power is adjusted for
approximately 100 KIAS and then the
wing flaps are extended about ½ (or
TO position). Power is further reduced
so that the airspeed begins to decay
toward Vso and full flaps are extended.
All of this is done while maintaining a
constant altitude which will result in
a further reduction in airspeed toward
the first indication of a stall – either the
stall warning horn or a mild airframe
buffet. At this time, enough power is
added to maintain this airspeed, usually
about 5 KIAS above the stalling speed,
and control feel is explored with small
heading changes left and right. Care is
used because any increase in load factor
will cause a stall which is not the real
purpose of the exercise. Instead, we are
exploring the aero region just before
the stall to build muscle and brain
memory along with pilot confidence in
a Mooney’s ability to fly slowly. With
practice, a complete 3600 turn can be
made without stalling the wing.
Once these maneuvers are mastered,
back pressure on the control wheel
is relaxed slightly and the airplane is
allowed to accelerate while descending
with a target speed of 1.3 Vso based on
actual aircraft weight. This airspeed
represents the final approach Vref
speed for landing. By adjusting power
and pitch enough to yield a 500 FPM
descent at Vref, the final segment
of an approach is simulated. At a
predetermined point, for me usually
100 feet above an imaginary runway,
a missed approach is initiated. Engine
power is added as the pitch is increased
to about 70 nose-up and the wing flaps
are retracted to about ½ or TO. As the
Mooney’s trajectory shifts from down
to up, airspeed is targeted at Vx. Once
a positive rate of climb is verified with
the altimeter and VSI, the landing gear
is retracted. Airspeed is targeted at Vy
as the gear comes up after which the
rest of the wing flaps are retracted. Of
course during this time the pitch trim is
readjusted to reduce the forward pressure
on the control wheel which is why
the flaps (the biggest impact on pitch
changes) are retracted in segments.
Practicing these maneuvers along with
the related airspeed control will prepare
a pilot for the meat of the transition –
the traffic pattern – and will provide
a stronger sense of confidence in
operating at the low end of the airspeed
envelope.
So, while some instructors feel that
aerodynamic stall practice is important
(I would agree up to a point, but think
that once or twice to understand the
wing’s reaction to critical AOA), I think
that knowledge of and practice in
maneuvering at the slow-speed end of the
flight envelope is much more important
and a skill worth developing.
OSKHOSH 2010
MAPA will again be attending and
displaying at the EAA AirVenture
2010 at Wittman Regional Airport in
Oshkosh, Wisconsin this year. After
much negotiation with the EAA we
have secured the same spot we occupied
last year. Display spot #461 on Waukau
Ave. in the Main Aircraft Display area is
where we will have the MAPA tent. It is
a corner space and directly across from
the Media Center and near the base of
the ATC Tower. Since we are a short
distance North of Aeroshell Square we
are in the heart of all the activities.
We will depart KSAT on the 22nd of July
so that we can set-up the display and be
ready for our members when the show
opens on the 26th. We will be bringing
a trailer full of great MAPA merchandise
for your shopping pleasure. This is a
good time to think about Christmas
presents for your favorite MAPA PIC or
Co-pilot. We will also have our special
MAPA Lemonade on hand to help
quench that hot Oshkosh sun along
with lots of welcome shade.
We expect the usual suspects will be
in the display this year including Jerry
Manthey who returns after his medical
absence last year. Jerry will be there to
answer your maintenance questions
and discuss his “Farewell Tour” for
2010. Remember this is the last year
Jerry will be teaching his Maintenance
for Mooney Pilots weekend classes so,
if one comes to an airport close to you,
this would be a good year to attend.
Of course MAPA has several members
with strong technical knowledge and
at any given time they make their way
through the tent each year. We expect
that Don Maxwell will return after taking
last year off to travel with his family
(including the canines) to Disney. Don
should be bringing his maintenance
expertise and humor for everyone’s
entertainment. Lela, Joe Schmerber and
Ethel Manthey will be eager to show you
the latest and greatest in Mooney and
MAPA merchandise so this would be a
good time to replenish your wardrobe
for the coming cold weather season.
And the irreplaceable Orville Rohlck
with his ever present turkey feather will
be there to welcome visitors and keep
the lemonade fresh.
So if you plan to attend the EAA airshow
in OSH this year be sure to stop by the
MAPA display and say hi, sign the guest
book, have a cup of cold lemonade and
just visit.
(continued on page 8)
MAPA LOG May 2010
7
MAPA COVERS
Want to see your Mooney on the cover
of the MAPA LOG? It’s really easy. Just
send us some air-to-air photos (JPG
format is OK) with the airplane centered
and clear and we can make your favorite
Mooney famous.
For best viewing
the photo should be in portrait not
landscape format and the background
should be either interesting – something
exciting like a coastline or cityscape – or
plain and non-descript.
We prefer digital images in at least
300dpi and if there are several images,
a CD works best and doesn’t clog the
email box. Send your images to either
Lela or me at the email address found in
the beginning of this issue of the LOG.
So, need an excuse to fly? Get your
friend and his Bonanza or Cessna
and find a clear day to do some loose
formation flying. Get us a good picture
of your Mooney and we will put you on
a cover of the MAPA LOG for everyone
to see. Ready, lights, camera – action.
8
MAPA LOG May 2010
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10
MAPA LOG May 2010
11
IN S URANCE
Understanding the Use
Clause in Your Aircraft
Insurance Policy
by John Allen, Falcon Insurance Agency • Kerrville, TX
Anyone who has ever taken the time
to read their aircraft insurance policy
or who has completed an application
for aircraft insurance has probably
encountered the term “purpose of use”.
In the aviation insurance world, we use
terms such as pleasure and business,
industrial aid, etc. but what do they
really mean? What is included or more
importantly, excluded?
The “purpose of use clause” is one
of the most important parts of the
aircraft insurance policy as it describes
the approved aircraft uses that will be
covered under the policy. To violate
any part of the “Purpose of Use Clause”
could void the policy and allow your
insurance carrier to deny a claim should
an accident occur to your aircraft. The
most common purpose of use in general
aviation flying is described as either
“pleasure and business” or “industrial
aid’. These categories are normally
thought of as two of the lowest categories
of risk and not surprisingly the two
that carry the lowest premium. These
uses are two basic Non-Commercial
uses. Commercial uses will be discussed
later in this article, but normally they
include uses for which a charge is made
to others.
Pleasure and Business:
This is often referred to by the initials
“P&B” and is used to describe aircraft
flown for the owner’s own personal
use. Some policies stipulate that no
charge may be made for the use of
the aircraft. Others stipulate that no
charge may be made, but will allow for
the reimbursement of direct operating
expenses. Each underwriter will have
his own definition of direct operating
expense. This is an important issue and
should be discussed with your MAPA
insurance representative.
It is important to understand the term
“business” means the personal business
of the insured and cannot be broadened
to include any type of commercial
aviation business such as rental, dry
leasing or charter without approval of the
underwriter. This approval may likely be
accompanied by an additional premium
and require a specific endorsement to
the policy. If the purpose of use clause
does not properly describe the way you
use your aircraft, contact your MAPA
insurance agent and have your policy
endorsed accordingly.
Industrial Aid:
The term “Industrial Aid” means aircraft
owned and operated by businesses for
the transportation of employees and
guests of the corporation. Professional
pilots employed by the owner of the
aircraft normally fly these aircraft. If
the owner does not employ the pilot
directly, they may contract with a
corporate flight department to manage
and fly these aircraft. Industrial Aid
use does not contemplate rental, dry
leasing or charter or any use for which
a charge is made. Many Industrial Aid
policies, however, will allow for the
reimbursement of direct operating
expenses. This does not mean that it
covers all uses allowed by Part 91. It
covers only what is specifically stated in
the purpose of use clause and no more.
Commercial Use:
When we hear the term “Commercial”
use in aviation insurance, we normally
think of an aircraft operated for hire.
Charter aircraft for passenger carrying or
cargo hauling would be an example of
such a use. The FAR’s designate Part 135,
121, and 125 for Commercial operations.
We point out that even though
“Sightseeing”, “Flight Instruction” or
certain types of aerial patrol and aerial
photography are included under the
FAR Part 91, that does not mean they
are covered uses under your policy.
Many clients have stated to us that if
the FAR’s allow them to use their aircraft
12
for a specific use, the insurance carrier
must cover them for that exposure and
pay a claim if it occurs. That is a myth.
The carrier is obligated to pay only what
is covered under their contract and
nothing more. The FAR’s do not extend
any coverage under the insurance policy.
Only the underwriter can do that with a
properly drawn endorsement. So, don’t
expect to extend your Pleasure and
Business purpose to include Sightseeing,
Game surveys, Flight Instruction, Aerial
Photography, etc. for which a charge is
made. This simply will not work. These
uses must be quoted by the underwriter
and endorsed onto the policy before
coverage exists.
As stated earlier, just because things
may be legal with the FAA doesn’t
mean it is allowed by the contract
with the insurance company. Most
policies specifically define the pleasure
and business use as “operations of the
named insured for which NO charge is
made” or some variation of this. The
rental of the aircraft to anyone would
violate the policy because a charge is
being made.
Other coverage questions:
•
No, that is a covered use as long
as there is no charge for the flights
and the pilot is approved under the
policy.
Special Use:
As mentioned above “special uses’ can
be varied and there are too many to
describe in one article. Special use flying
even though it is are considered Part
91 operations by the FAR’s, should be
endorsed onto a “P and B” or “Industrial
Aid” policy whether the aircraft is being
flown for a monetary charge or not.
Another misunderstanding of the policy
use clause comes with the concept of
“Dry Leasing” also sometimes referred
to by legitimate Charter operators as
“Part 134 ½”. This is not an actual
Federal Aviation Regulation, but we
often see this done by aircraft owners in
an attempt to defray the cost of owning
and operating an aircraft. Industrial Aid
and Pleasure and Business premiums
are much lower than the premiums for
Commercial uses. In addition, the cost
of maintaining an aircraft on a Part
135 certificate is much more expensive
and is much more heavily regulated
than Part 91. This increased cost and
regulation encourages some aircraft
owners to try circumventing the system
and picking up some extra income on
the side. Inevitably, the aircraft owner
may be tempted when they hear from
some source at the airport that “every
one does this and it is no big deal”. It is
important to disclose such arrangements
to your insurance carrier so they can
add these uses to your policy.
We frequently see an aircraft insured for
Pleasure and Business use being rented
to a friend or acquaintance under the
FAR’s definition of reimbursement
of direct operating expense. A pilot
approved by the insurance company’s
underwriters to fly the aircraft will be
hired by the renter and paid by separate
check. The problem may come with the
insurance policy in the event of a claim.
Do I need to endorse my policy to
sell my own aircraft?
•
Does coverage exist under a Pleasure
and Business policy if an aircraft
broker is used to sell the aircraft?
Normally the answer to that
question is yes, but the consignment
contract must be carefully studied
before signing. We recommend
that a copy of such a contract be
sent to the insurance agent and
underwriter for approval before you
sign it. The sales agreement you
make with the aircraft dealer can
affect coverage under the Pleasure
and Business policy. There can be
no charge for the flight.
•
Normally if no charge is made
these flights are covered, but if
you are not sure contact you agent
and have him discuss it with the
underwriter.
•
What about flights to Haiti to take
aid or medical personnel?
If there is no charge for the flight
it is covered, but the country of
Haiti and flights to and from may
be excluded from the policy. Due
to this reason, please contact your
MAPA insurance representative,
before taking any flights to Haiti.
In conclusion, you will normally find
the “Purpose of Use” clause on the
“Coverage Identification Page” of the
policy along with the “Pilot Warranty”
and other critical clauses in the policy. It
is important to read and understand this
clause so there will be no question that
a loss will be paid when you need your
aviation insurance policy to respond to
a claim. If you have any questions or
want to discuss a special use you need to
cover, please do not hesitate to call your
MAPA insurance representative.
Can we make a charge to a friend
for reimbursement of gas and oil?
If you make a charge on a P and B
or Industrial Air policy, please make
sure a reimbursement of expense
wording has been added allowing
you to accept some payment for the
use of your aircraft for gas and oil
or other incidental uses approved
expense. This is not a license to
charge whatever the owner chooses
and it comes with strict conditions.
You must be sure to stay within
these conditions for the policy
to stay in force. The insurance
policy definition of expenses
reimbursement and the FARs Part
91.501 may differ, but the insurance
policy will take precedent if a claim
is to be paid.
•
What about using my aircraft for
“Angel Flight” or for “Civil Air
Patrol”?
MAPA LOG May 2010
13
CALENDAR OF EVENTS
Cibolo Creek Ranch Fly-In May 20-23, 2010 MAPA Annual Convention
October 7-10, 2010
Colorado Springs, CO
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 daveanruth@aol.com 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.
May 8, 2010 : June 12, 2010: July 10, 2010 :
Aug. 14, 2010 :
Sept. 11, 2010 :
Bartow (BOW) Airside Bar & Grill
Flagler XFL
St. Augustine, SGJ
Winter Haven GIF
Sebring, SEF
SE Mooney Pilots 4th Saturday Lunch - May 22, 2010
Lunch at noon at the Spitfire Deli, Winder, GA. Get your lunch and join us upstairs in the conference room.
Presentations begin at 1:15pm. Contact Bill Lefebvre: se-mooney@lefebre.org for visit our website: http://www.
southeastmooney.org.
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.
Vintage Mooney Group
“The VintageMooney Group is free to join and hosts fly-ins around the country on a regular basis.
www.vintagemooneygroup.com
April 17: VMG Fly-In to Redlands, CA
August 20-22: Friday Harbor, WA
May 8: Globe, AZ
September 10-11: Jackson “Gold Country”
June 11-13: VMG Fly-In to Minden-Tahoe KMEV
October 1-3: Sunriver, OR
June 25-27: (tentative): Gathering of
Mooneys at Lake Tahoe
July 17: – VMG Celebrates Lasar’s 35th Anniversary at Lakeport (102)
14
CALENDAR OF EVENTS
Mooney Ambassadors--Share the Passion!
*Support our Mooney Airplane Company
May 8th, 2010: May 15th, 2010: May 22, 2010: May 30th, 2010: June 12th: June 19-20th: Aug. 27-28th: Aug. 28-29th: Sept. 11th: Oct. 2: *Promote General Aviation
*Have someplace wonderful to fly.
Oceano Airport Celebration Day, Oceano, CA
GA Day Paine Field in Everett, WA
Mooney Madness, Santa Maria, CA St.Paul, Alberta, Canada
Eagle Mountain Airshow Porterville, CA
Columbia, CA Fathers Day Fly-IN
Lake in the Sky - South Lake Tahoe
Colorado Sport Int’l Airshow and Rocky Mountain Regional Fly-In
Elko, NE Sky Fair
Livermore, CA Airport Appreciation Day
For more information about the Mooney Ambassadors or to register to attend an event please go to our website:
www.MooneyAmbassadors.com Email: MooneyAmbassadors@Charter.net
Why not do some planning and let us know what you
would like to do! If you have an event you would like
us to consider please email me at: jolielucas@charter.
net
Check out our member page, videos and upcoming
events on Facebook: http://www.facebook.com/group.
php?gid=132057967005 Or go to facebook.com and
put Mooney Ambassadors in the search box
Jolie Lucas
Mooney Ambassadors
Share the Passion
MAPA LOG May 2010
15
16
2010 MAPA SAFETY FOUNDATION
PILOT PROFICIENCY PROGRAMS
Cost Per Person $795
GIVE US THREE DAYS AND WE WILL PREPARE YOU FOR SAFER FLYING!
www.mapasafety.com
There will be activities planned so spouses and friends are welcome.
We look forward to seeing you at one of the PPP’s.
May 21-23, 2010
Chattanooga, TN
September 10-12, 2010
October 1-3, 2010
Niagara Falls, NY
Peoria, IL
Have you attended a PPP previously? ______ If so, how many times? ______
Name: MAPA # Address:
City: State: Zip:
Tel: Bus.: Fax:
FAA WINGS E-MAIL: Mooney Model: N#: Year:
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
PO Box 460607
San Antonio, TX 78246-0607
Contact information:
Phone 210-525-8008 Fax 210-525-8085
Registration does not include lodging. Due to hotel and CFI commitments, a cancellation fee of 40% will be assessed if cancellation
notice is received 15 days or less prior to the start of the class. The fee can be applied to any PPP within the following twelve months.
We require a minimum class size of 25 participants; otherwise, class may be cancelled.
MAPA LOG May 2010
17
M E DICAL M ATTER S
SUDDEN FUEL LINE
OBSTRUCTION
by Dr. Bob Achtel
Bill had been planning this trip for over a
year. Bill would fly his Mooney Ovation
from Palo Alto, California to Tucson,
Arizona on day one, to San Antonio
Texas on day two, and to Sun and Fun in
Lakeland, Florida on day three. Bill is in
his early forties, and aside from a little
extra paunch in his middle, considers
himself to be in pretty good shape. Bill’s
one vice is that he smokes almost a pack
of cigarettes a day.
(normal about 75BPM). Something
was terribly wrong and Bill declared
an emergency. Fortunately the El Paso
Airport is large and usually uncrowded.
Bill was given a straight in approach and
his landing was satisfactory considering
his condition. The Mooney only
bounced once before settling down.
Bill was taken by ambulance to the
hospital. Bill had developed phlebitis
The leg from Palo Alto (KPAO)
to San Antonio (KSAN) was
uneventful with the exception of
headwinds. Four hours and forty
two minutes later Bill touched
down in Tucson. He noticed a
cramp in his left calf which was
sore when he massaged the area.
Bill reasoned that muscle cramps
are to be expected after sitting in
one position for several hours.
Bill also remembered striking his
left calf against a propeller blade
during his preflight. He was sure
the soreness would be gone by
the morning.
The departure from Tucson the
next day was into VFR conditions.
Bill’s calf was a bit more painful than it
had been on the previous day. As he
neared El Paso, Texas he began to sweat.
His breathing became labored and each
breath brought a stabbing pain into
the right side of his chest. Bill turned
up his oxygen to maximal flow and
checked his pulse oximeter. The oxygen
saturation was 78% (normal=92-98%)
and his heart rate 132 beats per minute
18
(inflammation of a vein) in his left calf
which then progressed to a thrombus
(clot) formation. A piece of the clot had
broken off and traveled to his lungs
(embolus) where it had lodged cutting
off some of the blood flow to Bill’s
right lung. There is a 3% chance that
such an embolus will be fatal. Fifteen
percent of hospital deaths are caused by
a pulmonary embolus.
DEEP VENOUS THROMBOSIS
Three conditions favor deep venous
thrombosis (DVT) according to Virchow
(Rudolf Virchow=the father of modern
pathology). The first is decreased flow
of the venous blood. Arterial blood is
propelled forward by the force of the
beating heart during systole (cardiac
contraction), and the release of energy
from the elastic muscular lining of the
arteries during diastole (cardiac
relaxation). The veins lack
muscular linings. The venous
blood is propelled forward by the
energy that has filtered through
from the cardiac contraction,
and by the compression of the
veins by the surrounding muscles
in adjacent tissue. This is why
Deep Vein Thrombosis (DVT)
is also known as “ECONOMY
CLASS
SYNDROME”.
The
immobility of being cramped
in the economy section of an
airliner or the cockpit of a small
plane favors venous stagnation
in the legs and clot formation
(thrombosis). Passengers tend
not to replace the liquid lost in
the air we exhale, what we lose to
perspiration, and eliminate in our urine
leading to dehydration which fosters
a hypercoaguable state (Virchow’s 2nd
reason). In addition to decreased flow
and increased tendency to clot Virchow
added damage to the veins themselves.
This happened when Bill accidentally
struck his left calf against the propeller
blade. A list of conditions which favor
DVT is found in Table 1.
DIAGNOSIS
On admission to the Emergency Room
an intravenous drip was immediately
started simultaneous with a blood
sample being drawn. Bill’s D-dimer
level was high. D-dimer is a fibrinogen
product which goes up when the body is
trying to dissolve clots utilizing its own
plasmin. A Duplex Doppler Ultrasound
of Bill’s venous return from his left leg,
performed in the Emergency Room
confirmed the presence of a blood clot.
(The Doppler measures blood flow).
Bill was then rushed to X-Ray for a
Computerized Tomography Scan (CT
Scan) of his lungs. The scan coupled
with the injection of contrast material
into a vein in his arm clearly identified
an embolus partially blocking the flow
of blood into Bill’s right lung.
TREATMENT
Bill was immediately started on a drug
to dissolve the clots. Tissue plasminogen
activator (tPA) was used. There are
a variety of drugs that can be used
for this purpose. Bill was rehydrated
intravenously and started on high flow
oxygen. Over the next several days he
improved rapidly. He was started on
blood thinners while still in the hospital.
Bill will continue on the blood thinner
Coumadin, for an undefined period of
time. Had the clot in his lungs been
more extensive, the surgical removal of
the clot would have been considered.
TABLE 1
TABLE 2
CAUSES OF DEEP VENOUS
THROMBOSIS
PREVENTION OF DVT IN
FLIGHT
DECREASED VENOUS FLOW
DAMAGED BLOOD VESSEL
INCREASED TENDENCY TO FORM CLOTS
DEHYDRATION
SMOKING TOBACCO
CANCER
INFECTIONS
STROKE
HEART FAILURE
RENAL FAILURE
OBESITY
AGE
BIRTH CONTROL PILLS(ESTROGEN)
DRUGS CONTAINING ERYTHROPOIETIN
PREGNANCY AND POSTPARTUM STATE
THROMBOPHILIA(TEND TO FORM CLOTS)
HYDRATION
ISOMETRIC EXERCISES ESPECIALLY THE LEGS
ASPIRIN 81mg BEFORE FLIGHT
PREVENTION
The loss of moisture from our lungs as
we breathe in the cockpit is significant.
Have you visited someone in an ICU who
was receiving oxygen? Did you notice
that the oxygen was bubbled through a
chamber which contained saline? This
restores moisture to the oxygen which
has less humidity than Death Valley on
a hot day. Do you add moisture to the
oxygen you breathe in the cockpit? Of
course not. The moisture you lose when
you exhale is part of your insensible
water loss. You must consume a liquid,
preferably water as you fly to prevent
dehydration.
I do isometric exercises with my legs
and feet to prevent venous stagnation.
When flying at altitude I always wear
support hose. This further helps to
prevent venous stagnation in your legs.
Finally I take an aspirin before flight. An
81 mg baby aspirin is probably sufficient
to decrease platelet adhesiveness and
thereby reduce clot formation (Table 2).
MAPA LOG May 2010
19
20
P RESS R E L E A S E
FOR IMMEDIATE RELEASE:
AIRCRAFT SPRUCE EAST ANNUAL SUPER SALE AND FLY-IN
Peachtree City, GA – Aircraft Spruce & Specialty East will host its annual Super Sale on Saturday, May 22nd from 8:00 a.m. to 4:00
p.m. Our East Coast Facility is located at 452 Dividend Drive in Peachtree City, beside Falcon Field (KFFC).
As in the past, Aircraft Spruce will provide free hot dogs and beverages throughout the day to the attendees. Representatives
from a number of leading aviation products, including a range of avionics items, will be on hand to demonstrate and discuss
the benefits of their products. These representatives will include Champion Aerospace, Lightspeed, MGL Avionics, Slemp
Photography, Flightcom, LPS, Beyerdynamic, Icom, Concorde Battery, Tempest, Zeftronics, Kelly Aerospace, BB Products, Bose,
PS Engineering, PTI, Lobster Mount and more.
During this one-day sale, an assortment of popular aviation products will be specially priced to provide additional savings to
those who visit the facility. There will also be a number of raffle prizes given out during the day. EAA Chapter 486 from Peachstate
Aerodome will be selling the raffle tickets throughout the day to benefit the Young Eagles Program. Falcon Field (KFFC) will be
offering discounted fuel and a free shuttle service from the airport to Aircraft Spruce for all attendees flying in to the airport
for the event. For detailed information including promotions and activities/seminars scheduled for this day, please visit www.
aircraftspruce.com/eastsupersale
View Aircraft Spruce’s complete product line at www.aircraftspruce.com. Request your complimentary copy of the company’s
free 800 page catalog (in print or on CD) and their full color Pilot Shop catalog. For more information, please contact Aircraft
Spruce at 877-477-7823.
MAPA LOG May 2010
21
M O ON EY M AI NTENANCE
ASK JERRY
by Jerry Manthey, MAPA Maintenance Instructor
QUESTION:
“My question concerns lubricating the
“Fuel Selector Valve” The “M20 Series
Service & Maintenance Manual”, Revised
July 1980, states that the Fuel Selector
should be lubricated every 100 hours
with low temperature oil, MIL-L-7870.
I have lubricated the valve stem at the
handle inside the cockpit, but this does
not increase the ease of movement in
turning the handle, which is becoming
more difficult to release from detent.
What does this “stiff detent” indicate as
to the serviceability of the fuel valve? I
have owned this Mooney for 15 years
and until a year ago, the fuel selector
valve turned okay.”
ANSWER:
I assume the fuel selector valve is the
original one installed when the Mooney
was new. It is not safe to fly until you
replace that valve. Once the valve starts
sticking and lubrication is not helping,
the valve could get stuck between fuel
tanks when changing them during
flight.
QUESTION:
“Yesterday, after three days of sitting
locked, under a canopy cover...I could
not get my door to open. It was still
locked by the “alligator” clamp on
the top of the door. Luckily, I have a
little wife and she crawled through the
baggage door and fiddled with the inside
lock and it opened. I checked it later
and it works fine. What maintenance
should I do on my door?”
ANSWER:
The door handle linkage could need
adjustment.
It sounds as if the
adjustment is too tight. The linkage
can be adjusted by removing the door
upholstery.
22
I also recommend cleaning the rubber
door seal. Clean it with water. Dry it
and rub some baby powder on the seal.
During hot and humid weather the door
seal can cause the door to stick as if it is
bolted shut. I always clean my baggage
and entry door seal when I wash the
Mooney.
COMMENT:
I am going to revisit this subject because
I think that it is very important and a
safety issue on maintenance.
FAR, Part 43, Appendix A, Paragraph (c)
of the Federal Air Regulations gives pilot
owners a list of maintenance items they
can accomplish. Their Pilot’s License is
their authority to do this work. Again,
they use their Pilot’s License to sign it off
in the aircraft or engine log books! This
regulation is a must read if pilots want
to do some of their own maintenance.
The dictionary for FAR’s Part 1 states
that preventive maintenance as simple
or minor preservation operations and
the replacement of small standard
parts not involving complex assembly
operations.
FAR Part 43.13 requires preventive
maintenance to be done using methods,
techniques and practices acceptable
to the administrator (FAA). These are
normally set forth in the maintenance
manuals. Additionally, FAR Part 43.13
requires work performed and materials
used are to be such as to insure that,
when the work is finished, the item
worked upon is at least equal to its
original condition.
Along with all this, it goes without
saying; the pilot doing the work must
be knowledgeable with the work he
performed.
The A & P’s and I.A.’s have their own set
of FAR’s (rules) they must follow when
working on aircraft. They just cannot
take the test and pass it for the A & P
or I.A. license. They must also have
the knowledge and skills to work on
whatever aircraft they are working on.
The point of all of this is that I am
getting quite a few phone calls and
e-mails lately that “sort of” suggest
that maybe everyone could use a little
more training and knowledge on the
maintenance of their Mooneys! I know
many owners who feel that “I own
this aircraft and I should be able to do
what I want on my own Mooney”. I,
too, believe that owners should be
allowed to do their own maintenance
if they want to but, unfortunately or,
FORTUNATELY, the FAA gives us a FEW
rules to follow. Anyone can do any kind
of work not mentioned in FAR Part 43,
App.A, Paragraph 3, provided they are
overseen by a knowledgeable Mooney
A & P or I.A. who must sign off the
owner’s maintenance before returning
the aircraft to service. Maintenance is
like flying, it is very tightly controlled
by the FAR’s.
He claims it will help the maintenance
people and make every one more safe.
Time will tell.
I attended an eight hour seminar
recently for my I.A. renewal. They
had an FAA person from Washington,
D.C. giving a lecture. He lectured for
one hour on how they were realigning
the FAA structure in D.C.
He very
rarely mentioned the name of the
departments; however he sure knew his
alphabet! There were so many ABC’s
mentioned that I felt a child could have
learned the alphabet during that hour!
I sure miss O’Brien, who was the chief
of the I.A. program in D.C. His lectures
were very educational. All A & P’s and
I.A.’s certainly miss him. He passed
away some time ago. By the tone of the
FAA person from D.C., it sounds like
the FAA will be changing many things
that pertain to maintenance. I can see
almost a complete paperless program
and tight enforcement of the FAR’S by
the FAA.
I just heard that JED Aire in Benson,
Minnesota is going to give anyone
attending my maintenance class in
Benson a $200 rebate on their next
annual! Benson has a great airport and
is centrally located in the States (maybe
a little bit north). Hey, all you guys up
in Canada, come on down! It really is a
good location for our Canadian friends
and the host, Jason and his family are
great people.
HAVE A SAFE MAINTENANCE MOONEY
FLIGHT!
MAPA LOG May 2010
23
2010 MAINTENANCE COURSE SCHEDULE FOR MOONEY PILOTS
Make Your Reservations Today for the
Next Maintenance Clinic in Your Area
(Check Date for Class Selected)
Cost per person $199.00
June 5, 2010 M20B - M20J
June 6, 2010 M20K - M20TN
June 12, 2010 M20B - M20J
June 13, 2010 M20K - M20TN N Las Vegas, NV
July 10, 2010 M20B - M20J
July 11, 2010 M20K - M20TN
Kinston, NC
July 17, 2010 M20B - M20J
July 18, 2010 M20K - M20TN
Collegeville, PA
Aug. 7, 2010 M20B - M20J
Aug. 8, 2010 M20K - M20TN
Benson, MN
Sept. 25, 2010 M20B - M20J
Sept. 26, 2010 M20K - M20TN Livermore, CA
Albuquerque, NM
(Jed-Aire is giving a $200 discount on your next annual with Jed-Aire for attending the maintenance class)
Name: Address: City: Telephone: Aircraft Model: Check#: Signature: State: MAPA# Zip: E-Mail: N#: Visa/MC/Discover/Amex#: Exp. Date: Please make your check payable to: Mooney Aircraft Pilots Association.
Mail your registration form to:
MAPA, P.O. Box 460607, San Antonio, TX 78426
Phone (210) 525-8008 or fax (210) 525-8085
A cancellation fee of 25% will be assessed if cancellation is received 15 days or less prior to the start of class. We require a minimum of 20
participants, otherwise, class may be cancelled. We will mail you a confirmation letter within a month prior to the Maintenance Course.
24
Robert Beard
M20J
Gregory Johnson
M20F
G W Murphy
M20K
Andy Byars
M20R
William Knight
M20E
Robert Parker
Stephen Cullen
M20F
Mattia Filiaci
M20J
Wes Fournier
M20J
Mathew Giltner
M20C
Charles C Gould
M20R
John Haffner
M20C
Kevin Kruse
M20J
Marlon Lewinsky
M20M
Leonard van Linschoten
M20C
Charles McDougal
Pete Messina
M20E
Jeff Schlueter
M20J
Steve Stampley
M20E
Jay Turnage
M20C
Vic Walton
M20C
Philip Weihe
Fred Mizell Jr.
M20C
John Morehouse
M20K
MAPA LOG May 2010
25
PR ESS RELEASE
FOR IMMEDIATE RELEASE
CONTACT:
Susan Harrison
Mooney Airplane Company
Phone: 830.896.6000
sharrison@mooney.com
MAS GERMANY APPOINTED AS MOONEY AUTHORIZED SERVICE CENTER
April 8, 2010, Kerrville, Texas— Mooney Airplane Company has added Maintenance Air Service GmbH
(MAS) based at Flugplatz Leutkirch, Germany, to the authorized service center network. The addition of
MAS to the network gives the many Mooney owners in Germany a second location for service.
“Reliability and precision are two major factors in aircraft maintenance. Customers benefit from our longestablished experience as we have been in business for more than 30 years,” says Daniel Schwarz, owner
of Maintenance Air Service. “Our FBO is ideally situated in the Allgau Bavarian Region within the vicinity
of Lake Geneva and the European Alps. Customers have access to courtesy cars to enjoy the picturesque
landscapes during their maintenance stay.”
The experience of MAS is beneficial to the Mooney owner group in Europe, but the specialized training
of their mechanics was key in their appointment. Mechanics at MAS are trained on TCM and Lycoming
engines, Garmin avionics and Mooney airframes.
Despite these times, Mooney Airplane Company maintains a commitment to its customers to provide the
highest level of customer service possible, including the hundreds of owners in central Europe.
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EU RO P EA N MO O N EY OW NE R S
European Mooney Pilot Owners Association
Calendar for 2010
23.-25.04.2010
Annual General Meeting
The first annual general meeting (AGM) will be held in Colmar, France. In between the beautiful landscape, Egon
Steiner - Vice-President of the EMPOA - would like to welcome all of you to LFGA. Besides the AGM there will be also
an interesting agenda for pilots, family and friends.
Contact person : Egon Steiner Agenda 11.-13.06.2010
Registration
Mooney Flight Training 2010 After the big success of the Mooney Flight Training in 2010 together with the MAPA Safety Foundation from the
USA, we would like to offer you this opportunity again in 2010.
The Mooney Pilot Proficiency Program (PPP) is a specialized Mooney Training with very experienced instructors
and gives every Mooniac the opportunity to improve his Mooney flying skills. Independant of your experiences and
weather you are an VFR or IFR pilot, this training is suitable to every pilot as each participant will have it´s very own
instructor which adapts the schedule depending on your special needs. The whole program will be held in English
and will take place in Donaueschingen (EDTD) in the lovely black forrest.
So you are greately invited to use this unique chance and participate in this Flight Training.
Contact person : Thomas Hamacher
August/September 2010
Registration / Anmeldung
EMPOA-On-Tour
After having a lot of Fly-Ins to different airfields through Europe, we would like to offer all EMPOA members another
great Mooney experience. We would like to invite you to a Mooney-Trip through eastern-europe. Highlight such
as Turkey, Greece and Croatia will lead you to very interesting places you probably have not been yet with your
own Mooney. Enjoy a journey together with Mooniacs and share the experience and community on a marvellous
route.
Contact person : Thomas Hamacher, Matthias Rode
01.-03.10.2010
Registration
Mooney Fly-In Oxford, UK
Kate and Pete Williams invite the international community of Mooniacs to their lovely homebase in Oxford. This
will be the first Mooney Fly-In of the EMPOA to the United Kingdom. We are looking forward to a wonderful
weekend among friends.
Contact person : Pete Williams
No registration yet!
More details can be seen on our website www.mooney.de under events.
I will send you some pictures and a report from our meeting in Colmar next week.
Best regards,
Birgit
MAPA LOG May 2010
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MAPA LOG May 2010
29
M O ON EY RECOGNI ZES EMPLOY EE
Mooney Airplane Company is proud to announce that
its Employee of the month for March 2010 is Radonna
Chambless.
Radonna has been a Mooney employee for over six years. She is a
master seamstress who is highly skilled in all areas of upholstery
fabrication. If you enjoy the plush leather seating in your new
Mooney you can thank Radonna for the quality and care that
goes into every seat manufactured at the factory. Radonna’s
contributions to Mooney extend far beyond the upholstery
department however. She has been instrumental in the ongoing
change taking place here at the factory. She is constantly showing
her eye for detail and commitment to quality by assisting in
our efforts to implement Lean manufacturing processes in all
areas of fabrication. From creating standard work for undefined
processes, to providing an outsider’s opinion to uncover the
root cause of problems, or lending a hand in the warehouse to
ensure your order is shipped the day it is received Radonna’s
commitment to continuous improvement and teamwork make
her a role model for others to follow.
30
SA FET Y FO U NDATI O N
FOR IMMEDIATE RELEASE
Bruce Donald JAEGER, Master CFI (Renew: 1Apr10)
`Willmar WI
E-mail: Bruce@JaegerAviation.com
Bruce D Jaeger, a 3-time Master, recently renewed his Master CFI accreditation. Bruce is the president of the Mooney Aircraft
Pilot’s Association (MAPA) Safety Foundation as well as owner of Jaeger Aviation (www.JaegerAviation.com) at Willmar Municipal
Airport (BDH). He will soon begin serving as a FAASTeam representative in the FAA’s Minneapolis FSDO area. (Photo: MCFI
Bruce Jaeger of Willmar, MN) _
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Master Instructors LLC takes great pride in announcing a significant
aviation accomplishment on the part of Bruce D Jaeger, president of
the Mooney Aircraft Pilot’s Association Safety Foundation (MAPASF)
and resident of Willmar, Minnesota. Recently, Bruce’s accreditation
as a Master CFI (Certificated Flight Instructor) was renewed by Master
Instructors LLC, the international accrediting authority for Master
Instructor designations as well as the FAA-approved Master Instructor
Program. He first earned this national professional accreditation in
2006 and has held it continuously since then. To help put these achievements in their proper perspective, there
are approximately 93,000 CFIs in the United States. Fewer than 700
of those aviation educators have achieved that distinction thus far. The last 15 national Flight Instructors of the Year were Master CFIs
while Bruce is one of only 8 Minnesota teachers of flight to earn this
prestigious “Master” title. In the words of former FAA Administrator
Marion Blakey, “The Master Instructor accreditation singles out the
best that the right seat has to offer.”
The Master Instructor designation is a national accreditation
recognized by the FAA. Candidates must demonstrate an ongoing
commitment to excellence, professional growth, and service to
the aviation community, and must pass a rigorous evaluation
by a peer Board of Review. The process parallels the continuing
education regimen used by other professionals to enhance their
knowledge base while increasing their professionalism. Designees
are recognized as outstanding aviation educators for not only their
excellence in teaching, but for their engagement in the continuous
process of learning -- both their own, and their students’. The
designation must be renewed biennially and significantly surpasses
the FAA requirements for renewal of the candidate’s flight instructor
certificate.
Feel free to disseminate this information widely. Questions regarding
the Master Instructor Program may be directed to 303-485-8136 or
MasterInstrs@aol.com To learn more about the Society of Aviation
and Flight Educators (SAFE), visit http://www.SafePilots.org/ For
more information about the Program and to locate other Master
Instructors, please visit the “Find a Master Instructor” section of
www.MasterInstructors.org
MAPA LOG May 2010
31
Qty.
Color
Size
Price Each
Description
SHIPPING INFO:
Shipping charges for all orders are only $10. Includes all packaging handling
within the U.S. Your order is shipped UPS ground the same day of receipt.
Orders outside the U.S. will be shipped with Master Card or Visa only.
Actual shipping charges will be charged to your credit card.
Total
Sub-total
Texas tax (8.125%)
Shipping & Handling
Total $
Ship to: Method of payment:
Address: Check Visa Master Card American Express
City: Card # State Zip: Expiration Date: Phone: ( )
Signature MAPA
P.O. BOX 460607
San Antonio, Texas 78246-0607
Fax: 210-525-8085 Phone: 210-525-8008
$10
A N N OU N CEMENT
ANNOUNCEMENT
Vintage Mooney Group (VMG)
Announces VMG South Central Chapter
The new chapter is being formed by Greg Ellis, Dave Morris, Harley Myler, and Parker Woodruff with support from Don & Jan
Maxwell.
The South Central Chapter will be centered in Texas and include: but not limited to, Texas, New Mexico, Oklahoma, Kansas,
Arkansas, and Louisiana. Grey Ellis, chief Mooniac of the new VMG chapter says: “Come join South Central Vintage Mooney
Group, home of the Mooney Factory!”
The overall Vintage Mooney Group was formed by Richard Todd back in August of 2003. At the time, he focused on the Southwest
states including California, Nevada, Arizona and Utah. In 2008, Phil Corman, Chief VMG Mooniac, extended the chapter to
include Oregon, Washington, Idaho, Montana and Colorado and renamed it Vintage Mooney Group West. It is exciting to be
in the backyard of the Mooney Airplane factory, MAPA and Don Maxwell Aviation. “The VMG is really about the camaraderie
between Mooney owners and families” says Phil Corman. It’s about sharing Mooney tales, maintenance practices, modifications
and more. There are no dues or fees. To be a member, simply show up at a fly-in. “By the way, all Mooneys are welcome, it’s the
pilots that are vintage.”
To sign up for the new VMG South Central chapter, simply go to www.vintagemooneygroup.com and click on the South Central
Chapter.
Greg Ellis- owns 1963 M20C
Dave Morris – owns 1960 M20A
Harley Myler – owns 1966 M20E
Parker Woodruff- owns 1990 M20J
34
Beautiful Cover Model
1970 M20C N241LW
by Mark Napier
A work colleague was transferred to
Kuala Lumpur in March 1995 to finish
the construction of the Petronas Towers
and asked if I’d take care of his airplane
while he was away – an offer I couldn’t
refuse. His plan was to return to the
states after the project completed, outfit
the plane with ferry tanks and have
it flown back to his home in Bristol,
England. His plans changed and lucky
for me, he again offered me a deal I
couldn’t refuse – so I’ve been the proud
owner and pilot since 1996.
I fly about 90 to 110 hours per year. My
typical flights include:
Sunday morning breakfast flights with
our group of pilots and their airplanes.
We all depart from our respective
airports and typically rendezvous in
Millville, NJ/
Several times a year, we also enjoy flying
friends to Ocean City, MD, Martha’s
Vineyard, and Nantucket.
We have been to Key West several times
and I’ve now flown the airplane to
Oshkosh six times – four times with the
Mooney Caravan.
My wife and I make regular trips to
Middletown, OH, Hazard, KY and
Atlanta, GA to visit family.
I love flying this airplane and my
wife and I always feel safe flying in a
Mooney.
N241LW has just about every LASAR
speed modification available including
the 201 windshield, one piece belly
pan, deluxe cowl enclosure, wing root
fairing, all of the gap seals and hinge
fairings, and wheel well liners. With
these mods, it flies at 152-154 knots true
between 6,000 and 8,000 feet on about
9 gallons of fuel an hour – not bad for a
“C” model!
Air-Mods and Repair, Inc., a Mooney
Service Center here in Robbinsville,
NJ, installed the speed mods and has
maintained the airplane since the
mid-90’s. The airplane was painted in
1998 and, while it sits outside yearround, I polish it once a year and wax it
several times a year which protects and
maintains the luster in the paint.
MAPA LOG May 2010
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MAPA LOG May 2010
37
I N C IDE N T S & ACCI DENTS
M20K
Accident during Flight
by Trey Hughes, ATP CFII MEI CE500, MAPA Staff
We publish these reports of incidents and accidents to learn from, never to point fingers. All of us have made mistakes.
Some of us just have been luckier than others. Learning from the mistakes of others might keep us from repeating
them. In that light, we present these Mooney accident and incident reports, including probable causes.
DATE:
LOCATION:
WEATHER:
INJURIES:
01/05/07
North Plains, OR
Day, VFR
1 Fatal
On January 5, 2006, at 1056 Pacific
Standard Time, a Mooney M20K was
destroyed when it impacted terrain
following a loss of aircraft control near
North Plains, Oregon. The instrument
rated private pilot was fatally injured.
The pilot/owner was operating the
airplane under Title 14 CFR Part 91.
Visual
Meteorological
Conditions
prevailed for the personal, local
flight that originated from PortlandHillsboro Airport, Hillsboro, Oregon,
approximately 45 minutes before the
accident. The pilot had not filed a flight
plan.
A friend of the pilot said that the pilot
had purchased a new global positioning
system (GPS) receiver and wanted to
practice flying with it. According to
Federal Aviation Administration (FAA)
personnel, radar data indicated that
after takeoff, the airplane maneuvered
in an area south of Hillsboro Airport. At
1046:30, the pilot contacted Hillsboro
Airport (ATC) tower requesting a practice
VFR Instrument Landing System (ILS)
approach to runway 12. At 1052:25, the
pilot reported that he was approaching
Dolla final approach fix; three minutes
later the pilot told ATC that he was
losing power and he needed to “put
down.” The pilot’s last transmission was
at 1056:05, and he said “there’s a grass
strip here.” Several residents of Sunset
Air Strip, North Plains, Oregon, reported
hearing a loud noise; subsequently they
found the airplane adjacent to one of
38
their taxiways in a filbert nut orchard.
The residents reported that they did not
smell any fuel fumes when they arrived
at the aircraft.
A witness, who was driving east on US26, approximately 3/8 statute mile from
the accident scene, reported seeing the
accident airplane enter a hard right turn
at approximately 300 to 400 feet above
the ground. He said the nose of the
aircraft dropped 30 to 40 degrees, and
the aircraft remained steeply banked
until it disappeared from his sight. The
witness, who was a certificated pilot,
said “it looked very much like a spin
entry.”
PERSONAL INFORMATION
The pilot’s most recent Federal Aviation
Administration flight medical exam
(third class) was taken on August
10, 2004. The pilot’s personal flight
logbook indicated that on December
26, 2004, he satisfactorily completed a
biennial flight review and an instrument
competency check. The pilot completed
an application for aircraft insurance on
April 11, 2005, and on that application
he stated that he had 1,068 flight hours,
with 672 hours in make and model.
AIRCRAFT INFORMATION
The airplane was a single engine, propeller-driven,
retractable
landing
gear, four seat airplane, which was
manufactured by Mooney Aircraft
Corporation, in 1984. The airplane
had a maximum takeoff gross weight
of 2,900 pounds. It was powered
by a Continental TSIO-360-LB, six
cylinder, reciprocating, fuel injected,
turbocharged engine, which had
a maximum takeoff rating of 210
horsepower at sea level. Maintenance
records indicate that the last annual
inspection was completed on May 24,
2005. The airplane’s engine tachometer
read 1,427.4 hours at the time of the
annual inspection. The owner/pilot
purchased the airplane and registered
it with the FAA on June 20, 1996.
A search for the last refueling records
was not successful.
METOROLOGICAL INFORMATION
At 1053, the weather conditions at
Portland-Hillsboro Airport (elevation
204 feet), Portland, Oregon, located
120 degrees magnetic and 4 nautical
miles from the accident site, were:
wind calm; visibility 10 statue
miles; overcast clouds at 7,500 feet;
temperature 45 degrees Fahrenheit;
dew point 43 degrees Fahrenheit;
altimeter
setting
30.25
inches.
WRECKAGE AND IMPACT
INFORMATION
The airplane was found in a filbert nut
orchard (N45 degrees, 35’, 33”; W123
degrees, 00’, 50”; elevation 210 feet),
aligned with runway 12 at Hillsboro
Airport, approximately 4 nautical
miles from the runway threshold.
The filbert orchard was bordered on
one side by a residential private turf
airstrip called Sunset Air Strip, North
Plains, Oregon. Two of the filbert trees
(height approximately 12 to 15 feet)
had branches separated from them.
All of the airplane’s major components
were accounted for at the accident
site. The landing gear was found in
the down position. The propeller
assembly, with its crankshaft propeller
attachment flange, was found buried
in the mud, and the airplane’s main
body was located 36 feet away on a 070
degree magnetic bearing. The fuselage’s
orientation was 275 degrees magnetic.
Both wings remained attached at their
wing roots. The left wing had a 20
inch aft deformation approximately
3 feet inboard from its tip; this
deformation was consistent with
impact with a tree. The right wing was
separated at the half way point, and
the outboard half was rotated forward
and inverted. The area of the fuselage,
aft of the cabin, was circumferentially
compressed and crushed. The engine,
the flight and engine controls, and the
instrument panel were rotated forward
approximately 90 degrees.
The engine was extracted from the
wreckage with the aid of an engine hoist.
An external inspection revealed that the
oil sump was breeched and only residual
oil remained in the engine. Analysis of
the engine could not be completed in
the field due to impact damage to the
forward end of the crankshaft. Five
days later, the engine case was split,
and no anomalies were identified. The
propeller blades exhibited few leading
edge nicks or gouges, nor were chord
wise striations evident; one blade was
bent approximately 30 degrees aft. The
spinner exhibited minimum rotational
deformation and aft crushing.
No pre-impact engine or airframe
anomalies, which might have affected
the airplane’s performance, were
identified. No fuel was found in the
airplane.
MEDICAL AND PATHOLOGICAL
INFORMATION
The Oregon State Medical Examiner,
Clackamas, Oregon, performed an
autopsy on the pilot on January 6, 2006.
The FAA’s Civil Aeromedical Institute
(CAMI) in Oklahoma City, Oklahoma,
performed toxicology tests on the
pilot. According to CAMI’s report
(#200600011001), the pilot’s blood was
tested for carbon monoxide, cyanide,
and volatiles (ethanol) with negative
results; the liver was tested for drugs
with negative results.
ADDITIONAL INFORMATION
The airplane, including all components
and logbooks, was released to a
representative of the owner’s insurance
company, on February 13, 2006.
Aerial photographs indicate that the
approach end of runway 06 at Sunset
Air Strip (10R3) was bordered by two
estimated 180 acre plots of open crop
land with no obstacles. The height of
the ILS glide slope, above the accident
site, was approximately 1,450 feet.
The National Transportation Safety Board
determines the probable cause(s) of this
accident as follows: The pilot’s failure to
maintain airspeed while maneuvering
for a forced landing, resulting in a
stall-spin and uncontrolled descent to
ground impact. A contributing factor
was the loss of engine power due to fuel
exhaustion resulting from the pilot’s
inadequate preflight planning.
IT’S ALL IN THE WING
Engine failure, it ranks right behind
fire as the number one pilot nightmare
generator.
Dealing with an engine
failure in flight is a subject that is covered
almost from day one in primary pilot
training programs universally around
the world. From the second or third
flight as a student pilot, instructors are
pulling power when it is least expected
and asking the shocked student the same
old question, “Where you gonna’ put
it?” While it first comes as a shock, the
smart student quickly learns that the CFI
in the right seat only wants you to point
to a friendly looking field within gliding
range of your training bird and if you
pick one he likes the exercise is over and
power is restored with little or no hassle.
Later, after your training has included
airwork maneuvers, turns, climbs and
such you might actually set up a glide at
idle power toward that proposed field as
you learn about airspeed management
without the aid of gasoline. This is the
first introduction to flight by energy
management and is something that
pilots of gliders learn well. In fact, a
smart powered airplane pilot will take
some lessons in a sailplane just to learn
the true skill of managing the energy
and lift contained in the aircraft wing.
Of all the possible malfunctions that
can befall an airplane pilot, it seems
that only a few get the majority of an
instructor’s attention during training.
Landing gear failure for pilots of
retractable airplanes is always popular,
although I’m not sure how many land
with a failed gear as opposed to those
landed with a “failed to extend” pilot.
But it is something easy to practice so
it gets coverage. Instrument pilots get
the always popular “failed heading and
attitude indicators” – why else were
round rubber soap dishes invented
anyway? And I guess some instructors
will actually pull circuit breakers to
disable a system or two. But engine
failures may be the easiest to practice and
also might be the one that gets skipped
during recurrency training. Why it
seems to be forgotten after primary
training is beyond me, but I have had
many pilots who seem surprised when
I brief the sudden simulated stoppage
of the powerplant prior to refresher
training.
But why do we need to practice engine
out operations anyway (I won’t address
the obvious fuel exhaustion issues here)
since today’s aircraft engines seldom
fail? Why, well to practice energy
management and planning that’s why.
After all, should the engine actually
expire do to mechanical or other factors,
and you can’t or don’t’ have time to
get a re-light, you only get one shot to
get it right. Think of it as your life and
the lives of your passengers are directly
related to the airspeed indicator and the
wings which are also interconnected.
I’m going to avoid the “pitch, power,
altitude, airspeed” discussion and just
say that in the situation of engine
failure, pitch controls airspeed. And
airspeed is life!
Every Mooney pilot flying today
needs to have a handful of airspeeds
memorized cold among which are
Vr, Vx, Vy, Va (at various fuel loads
i.e. aircraft weights) and Best Glide or
(L/D)max. Since an airplane’s gliding
distance is numerically equal to the
lift-drag ratio, it makes sense that the
maximum gliding distance comes at
(L/D)max airspeed. For most Mooneys
this equates to an indicated airspeed (at
max weight) of 91 kts. Fly too fast and
glide distance suffers. Fly too slowly
and again glide distance suffers. Fly
the correct speed based on weight – the
numbers don’t change more than one
knot from the light Legacy models to
the new long-body Mooneys – and you
will get about 2 NM horizontal distance
for each 1000-foot AGL.
At 10:52 the pilot reported established
on the ILS 12 localizer about 8 NM
northwest of the Portland-Hillsboro
airport. Three minutes later when he
reported engine problems to ATC he
should have been about a mile north
of the dirt/grass runway at the Sunset
Air Strip in North Plains, OR. If he
MAPA LOG May 2010
39
was established on the Glideslope, he
would have only been about 1400-feet
AGL – not much time or altitude to
make a decision and establish a glide
to an engine out landing. With its
generally East/West runway, Sunset Air
Strip would have been to the right and
possibly close-in under the nose of the
Mooney. If he was in fact within a mile
of the strip, at 1400-feet above ground
he should have been able to safely get
the airplane on the ground and maybe
even the runway of Sunset.
One note here, the ground around
North Plains is very flat with several
tree-less cultivated fields adjacent to
the runway at Sunset. But a runway
makes a tempting target for a pilot, so
it would appear that this Mooney driver
attempted to make a descending, 2700,
right turn to the airfield bypassing lots
of open land. I wonder here if our
unfortunate Mooney owner realized
what put him in this spot and was
somewhat distracted by the recognition
that a lack of sufficient fuel was about to
40
cause an accident. A lot of things were
probably going through his mind during
the last seconds of this flight. I’m also
wondering if energy management was
among them.
Flying your Mooney at Best Glide Speed
should be an exercise that is practiced at
least annually. Learning to maneuver at
90 knots without varying airspeed up or
down 1 knot is quite a skill and one that
needs to be practiced to the point of
being nearly automatic. A Mooney pilot
should be able to make a descending 3600
turn while maintaining a constant load
factor and airspeed. And, as we have
seen when examining other accidents,
maybe an airport runway isn’t the best
place to try for when the engine quits
if the maneuver would require unusual
bank angles.
Here is where practice will pay off. By
frequently practicing an engine out
glide, maneuvering to align with a
real or impromptu runway, a pilot will
build muscle and brain memory. This
“memory” of feel and sight will help us
clearly understand the amount of flight
left in our wings when the only things
left are altitude and airspeed. It would
pay off then to have a “plan” in mind
for how to make an engine out descent
and landing which could be practiced.
Attached here is a diagram that I use
during training that describes an engine
out traffic pattern. It is easy to use and
when conducted at an airport, an actual
landing can be made to reinforce the
principles of energy management and
aircraft control.
With frequent practice; with a
clear understanding about energy
management;
with
a
complete
understanding of what a Mooney will
and won’t do and with a disciplined
focus on the task at hand (safely landing
your aircraft); there is no reason that
on a clear VFR day with little wind a
safe off airport landing should not be
successful.
One of Two
WAAS Satellites Failed
by Trey Hughes
For those who didn’t see this on AVWEB, we publish the following.
“The Wide Area Augmentation System,
which broadcasts GPS corrections used
by aviators across North America, is
powered by just two satellites, and
one of them has failed. Intelsat, the
company that provides the satellite
service to the FAA, lost control of the
satellite on April 3. The satellite will
“drift out of orbit over the next two to
four weeks,” the FAA said on April 12.
The most immediate impact will be felt
in northwestern Alaska, where service
will be unavailable at 16 airports.
However, the FAA said that due to the
lack of redundant coverage, WAAS
users across North America may experience temporary service interruptions.
Also, a “single-point failure situation
exists until redundancy [is] restored,”
the FAA said. A replacement satellite
should launch by the end of this year;
meanwhile, the FAA is looking at other
options to mitigate the impact.”
The Government Accountability Office
raised questions last year about the lack
of redundancy in the GPS system. The
GAO report follows.
Global Positioning System: Significant
Challenges in Sustaining and Upgrading
Widely Used Capabilities
GAO-09-325 April 30, 2009
Summary
The Global Positioning System (GPS),
which provides positioning, navigation,
and timing data to users worldwide,
has become essential to U.S. national
security and a key tool in an expanding
array of public service and commercial
applications at home and abroad.
The United States provides GPS data
free of charge. The Air Force, which is
responsible for GPS acquisition, is in
the process of modernizing GPS. In
light of the importance of GPS, the
modernization effort, and international
efforts to develop new systems, GAO
was asked to undertake a broad review
of GPS. Specifically, GAO assessed
progress in (1) acquiring GPS satellites,
(2) acquiring the ground control and
user equipment necessary to leverage
GPS satellite capabilities, and evaluated
(3) coordination among federal agencies
and other organizations to ensure GPS
missions can be accomplished. To
carry out this assessment, GAO’s efforts
included reviewing and analyzing
program documentation, conducting
its own analysis of Air Force satellite
data, and interviewing key military and
civilian officials.
It is uncertain whether the Air Force will
be able to acquire new satellites in time
to maintain current GPS service without
interruption. If not, some military
operations and some civilian users
could be adversely affected. In recent
years, the Air Force has struggled to
successfully build GPS satellites within
cost and schedule goals; it encountered
significant technical problems that still
threaten its delivery schedule; and it
struggled with a different contractor.
As a result, the current IIF satellite
program has overrun its original cost
estimate by about $870 million and
the launch of its first satellite has been
delayed to November 2009--almost 3
years late. Further, while the Air Force
is structuring the new GPS IIIA program
to prevent repeating mistakes made on
the IIF program, the Air Force is aiming
to deploy the next generation of GPS
satellites this schedule is optimistic,
given the program’s late start, past
trends in space acquisitions, and
challenges facing the new contractor
satellites 3 years faster than the IIF
satellites. GAO’s analysis found that
r. Of particular concern is leadership
for GPS acquisition, as GAO and other
studies have found the lack of a single
point of authority for space programs
and frequent turnover in program
managers have hampered requirements
setting, funding stability, and resource
allocation. If the Air Force does not
meet its schedule goals for development
of GPS IIIA satellites, there will be an
increased likelihood that in 2010, as old
satellites begin to fail, the overall GPS
constellation will fall below the number
of satellites required to provide the level
of GPS service that the U.S. government
commits to. Such a gap in capability
could have wide-ranging impacts on all
GPS users, though there are measures
the Air Force and others can take to
plan for and minimize these impacts. In
addition to risks facing the acquisition of
new GPS satellites, the Air Force has not
been fully successful in synchronizing
the acquisition and development of the
next generation of GPS satellites with
the ground control and user equipment,
thereby delaying the ability of military
users to fully utilize new GPS satellite
capabilities. Diffuse leadership has been
a contributing factor, given that there
is no single authority responsible for
synchronizing all procurements and
fielding related to GPS, and funding has
been diverted from ground programs to
pay for problems in the space segment.
DOD and others involved in ensuring
GPS can serve communities beyond the
military have taken prudent steps to
manage requirements and coordinate
among
the
many
organizations
involved with GPS. However, GAO
identified challenges to ensuring
civilian requirements and ensuring
GPS compatibility with other new,
potentially competing global spacebased positioning, navigation, and
timing systems.
MAPA LOG May 2010
41
Risky Business
by Parvez Dara, MD FACP ATP MCFI
FAASTeam Rep Philadelphia FSDO
Sandwiched between hope and fear is
the element of risk. Where the former
transforms the future, the latter limits
the horizons. Risk, however stranded
in the middle, is the potential exposure
to an existent hazard. It is the element
of risk that enables one to undertake
formidable tasks with sometimes,
deleterious consequences if known risks
are not mitigated. It is the potential, the
known and the unknown.
Okay, okay lets not get carried away here.
Risk is inherent to life. It starts with the
first glow of conception. A single basepair mutation in the DNA can cause
some horrible consequence that mars
life of the newborn. And yet there are
fortunately few of those, because the
body has a built-in mechanism of DNA
Mis-Match repair gene that corrects
faults and aborts large-scale variances
from the norm. It is a kind of Risk
Mitigation strategy by the genome for
preservation and propagation of life.
Otherwise we would all have three or
four arms and five or six legs, eyes in the
back of the head, breathe through our
abdomen and consider that beautiful!
We humans are adept at risk-taking. It
is this unreasonableness that gets us to
expand our horizons, but it is the same
that reduces one’s lifetime. Advances
in science and civilization have always
been due to a few “unreasonables”.
These few have seen the existing
hazards and identified them as risks and
brought personal and external resources
to bear, to mitigate these risks before
venturing out. They advanced us at great
personal peril but were well informed
and understood the consequence of the
unknown. If not for the risk taken by
Chuck Yeager the sound barrier would
have remained as such. If not for Neil
Armstrong the footsteps preserved
on the lunar landscape would not be
photographed and preserved. If not for
the young pilots of WWI and WWII the
lessons learned would not have saved
countless lives from safety programs
developed after the war. Yes these rules
that describe risks are written in the
42
blood of those that did not recognize
them or of those that flaunted them.
And yet, I speak from both sides of my
mouth, vindicating the risk-taker and
in the same breath vilifying him. Not
good!
There is an answer to this dichotomy
of thought. The earlier and current
risk-takers are those that undertake
an endeavor knowing the hazards
that exist and mitigate the potential.
Those unknown hazards are what
concern them the most. They train
extensively for all known eventualities.
Unfortunately human failings show up
even there such as cold weather and
O-Rings, the cause for the Space-Shuttle
Challenger disaster in January 28, 1986,
and even with the tightest controls, a
foam debris striking the leading edge
of the shuttle lead to the disintegration
of the Thermal Protective System (TPS)
leading to the Columbia disaster in
February 1, 2003. These were some of the
most closely monitored events where
human failings from multiple sources
including “financial reward and image
pressures on the launch date” ended the
former flight while accidental expulsion
of debris doomed the latter.
An aircraft crash startles us but does
not surprise, because underneath the
slushy stream of cause and effect there
is the sequence of errors, unchecked
but verified, charted yet unrestrained
lending veracity to the “pilot error” and
human frailty.
As pilots we undertake a known risk
when we fly. These risks are well known
and well understood. Most general
aviation pilots incur these well-known
and established risks on every flight.
Avoidance of which leads to a fruitful
and long healthy flying-life. Accidents
occur because of a long string of pitfalls
and not one event or “It happened just
this time.”
On a recent one-hour flight for a
hamburger, I took a friend of mine
to expose him to this wonderful
adventure. He seemed perplexed when
we settled down at the table at the
airport restaurant.
“So that’s all there is to it?”
“What do you mean?” I answered.
“I mean, there were no loops or rolls
or all that stuff.” He stated with
incredulity.
“No that is for the Aerobatics part of
flying.” I said defensively.
“This is no fun. No adrenaline. Nothing.
Just like sitting home in an armchair
without my internet, Wii or remote for
the TV.”
So there it was in a nutshell. His
personality. He drinks Red Bull, drives
his Mitsubishi faster than the speed
average and speeds to get through a
yellow light at an intersection. All that
said he is a good friend, but I never let
him drive me around. His stream of
thought is common to risk-taking. It is
seen in adolescence and in young adults
where certain personalities altered
through experiential reference are
given to sensation seeking, impulsivity
and social and regulatory violations.
Unfortunately this is not only a failing
of the low time pilots but also occurs in
high time pilots where experience gives
these pilots a false measure of “personal
invulnerability.”
The risk-takers who are on an adrenaline
rush are the athletic, busybodies,
rushing to meet obligations where they
are inevitably late and are the same ones
who have the mentality of Get-therei’tis. They fly through bad weather and
more times then not they get away with
it until, that fateful day when nature
has other plans.
Many scientific studies have probed this
in detail and these personalities exist for
several reasons. Many individuals during
their childhood have a fear of death that
makes them do idiotic things including
risky sexual behavior and callous
disregard for authority, since they feel
there is “nothing” to lose. Others have
the personal invulnerability halo above
their heads and a “bring it on” wild look
in their eyes. These traits are easy to recognize but slow to dismantle.
Pilots face many hazards when flying and yet most if not all can be mitigated. 85% of
all causes of GA accidents are blamed on “pilot error!” A little voice in me unable to
reconcile with this speaks out, “What about the 15%?” That diversionary statement
basically lends to the fact that we as humans have a tough time facing the facts even
when they are neatly stacked in front of us. It is our failing!
point of ignoring any potential pitfalls
that may exist on the terrain, the cloud
ceiling or visibility conditions. The past
may determine the present behavior
and set you up for a disaster by ignoring
the inherent risks. This bias may also
set you up with the optimistic bias
that precludes all potential adversarial
hazards in one’s mind with the “can-do”
approach an over-confidence of sorts
that maims, kills and destroys families.
Similarly flying into “known icing”
conditions by a pilot in defiance of
the “weather briefer” might have been
successful for the pilot once or more
but repeating the exercise is throwing
caution into the face of definite adversity.
The “weather briefer is of course never
a 100% accurate, because he does not
know the exact weather conditions in
any one spot at any one time. Weather is
forever changing on a micro/macro and
meso-scale and current weather briefing
or Pireps should always be considered
“old news” and a past event. Pilots must
learn to respect conservatism in making
decisions for flight.
1. Take-Off
2. Cruise
3. Maneuvering
4. Mis-fueling/Exhaustion/Starvation
5. Approach and Landing
6. VFR
into
IFR/Scud
Running/
Thunderstorms/Icing etc.
The most common of these pilot mistakes can be lumped into the following
categories:
A.Knowledge.
B.Experience.
C.Decision Making.
Knowledge and Experience can enhance our skill-sets to undertake all the underlying
6 categories of aircraft control in order to enable us to make a reasonably safe flight
but it is the Decision Making that protects it all with the umbrella of safety. Risks
inherent in flight occur in all the various stages of flying:
We humans make decisions at different levels based on our personal skill-sets
and our relative experiential past. For instance there is a scientific term called the
Confirmation Bias that makes us repeat a process that has been successful in the
past. If you have done some scud running and successfully negotiated your way
to your destination many times your mind is setting up a confirmation bias to the
1.Take-off: Here the margins for safety
are small but reasonable, except if
you lose power below 750 feet. If that
happens you as a pilot must consider
options of controlled flight onto a
field or safe –landing area within 60
degrees on both sides to the direction
of your flight. Returning back to
the airport at or below this altitude
is fraught with danger. The angle of
bank if increased beyond 30 degrees
will lead to a substantial loss of the
vertical component of lift and cause
the aircraft to stall and potentially
spin into the terrain.
2.Cruise: Low risk with a high
margin of safety. Potential issues are
related to environment mostly, but
sometimes loss of engine though rare
can make your hair stand on edge.
But the altitude is your friend and
transitioning immediately into “bestglide-speed” and a swift check on
the engine while navigating to a safe
landing zone and communicating
with ATC with 7700 squawk will
save the day. Even though sudden
MAPA LOG May 2010
43
silence from the engine is rare most
of these can be prevented with good
maintenance (example =looking for
metal in oil samples)
3.Maneuvering: I bring this up since
there are those whole like to impress
girlfriends/boyfriends (although women are careful and more risk averse
than men in general) and family with
their ability to fly. The simple answer
is “Don’t!” Tightening the turn radius
while increasing the angle of attack
leads to a known calamity called
euphemistically a stall/spin accident.
4.Mis-fueling/Starvation and
Exhaustion: Always sample the fuel
for contamination. A small sample of
water in the tank is enough to make
the engine cough out an explicit
and die on take-off. But starvation
is mostly related to mismanagement
and lack of attention. If you run
one side dry and not manage the
fuel consumption when the engine
sputters other distractions can limit
44
your thought processes. Always turn
the knob and check the other side
with the fuel boost pump on if the
engine sputters. However, if you
have exhausted both fuel tanks in
flight then you are decidedly frugal,
or not planning your flight properly
or both. Remember cheapskates learn
expensive lessons from their pennypinching ways, especially in flying.
5.Approach and Landing: Mishaps
here most commonly are of the
distraction kind. Belly landing
with the gear properly stowed and
preserved is not granted a kindly
view by the Insurance Company.
More importantly flying into a
crosswind on short final requires
knowledge of the aircraft rudder
authority, the state of the runway –if
clean or contaminated, the ability of
the pilot and the fatigue factor of the
pilot. One other factor to consider
is, whether the pilot has thought of
another airport with better runway
alignment to the wind. Also of note
that if you are on a long cross-country
flight, let “George” the autopilot fly
the plane so you are fresh on arrival
for the approach and landing phase.
6.VFR into IFR: This conundrum
has many facets. For instance, how
does one enter the clouds and not
know that he is about to enter the
grey soup? How does the blue sky
suddenly turn grey? There are several
reasons that the mind betrays the
VFR only and also an IFR rated pilot
with lack of proficiency to encounter
this situation. A progressive decline
in visibility as in haze and progressive
loss of visual reference can slowly
caress the sensibilities of the pilot
and lead him into the jungle of
chaos when his/her realization may
be too slow in coming. Encountering
IFR conditions by a VFR pilot and
plowing through them doggedly is
for thrills or simply to get-there for
the thrill-seekers or just plain stupid.
Or sometimes the pilot is forced by
the “Peer-Pressure” of it all by another
similarly rated pilot or non-pilot in the right seat.
The aircraft however does not know when it encounters the clouds only the pilot does. The aircraft only realizes the clouds
when the temperature is -10 to +5 degrees Celsius that icing forms on the leading edge destroying the lift through air foil and air
separation and/or carburetor icing that occurs and steals the life of the engine leading to dislocation and disruption. The airframe
however firm its strength can be fractured, bent or even ripped apart at the seams or rivets in an embedded thunderstorm. Few
pilots have ventured there and most of them accidentally and those that lived to tell the tale of the vicious drafts and turbulence
and loss of control they experienced, do not wish to repeat the experience. That is a place where our better angels fear to tread.
Safer pilots would do a180-degrees and head for the hills of safety and usually are proactive in their intent. Those that continue
onwards into the contour less grey clouds of convection are “less risk averse” and more influenced by psychological factors of
“peer-pressure,” “get-there-it is,” and “I can handle it.” Each kind thus earns his or her own fate.
General Aviation Accidents (Nall Report)
The results of a NTSB study showed
those pilots that ventured ahead into
IFR conditions unrated and unprepared,
were less experienced and usually
carried passengers aboard the aircraft.
They were unable to make appropriate
assessment of the situation, develop risk
appreciation and usually succumbed to
social pressures.
So can better decision making prevent
us from being the casualty to the
vicissitudes of mother-nature. The
answer is an unequivocal, “Yes!” The
following parameters if followed
routinely will gift you with the
designation of an “old-pilot.”
1. Follow the Checklist for a thorough
preflight.
2. Get
plenty
of
practice
and
experience.
3. Evaluate the PAVE model before each
flight:
a.
b.
P = Pilot (current, rated, practiced and experienced)
A = Aircraft (safe, equipped and current)
MAPA LOG May 2010
45
c.
V = environment (weather)
d.
E = External Factors (Social/
Personal Pressures)
After determining that the four factors
listed above have all been considered
and that the pilot is experientially rated
and equipped with the necessary skillset. He or she must then consider the
acronym IMSAFE:
a. I = Illness (Do I have any ailment?)
b. M = Medication (Am I taking any?)
c. S = Stress (Any recent personal,
family or job related issues?)
d. A = Alcohol ( 8 hours between bottle
and throttle. A better rule is 1214 hours between bottle and blast
valve)
e. F =Fatigue & Food (Acute =heavy
workload or chronic = overworked)
f. E = Emotion (Correlates with Stress)
Inadequate supervision of any, some,
or all of these personal items leads to
impaired judgment. Disaster, the devil
that does not wear Prada, is there to
swoop and claim its prize.
Once airborne however and during the
flight if something is amiss there is one
last acronym to consider: The DECIDE
model.
a. D = Detect (a change in status)
b. E = Estimate (to counter the
change)
c. C = Choose (a desirable outcome in
flight)
d. I = Identify (the appropriate actions
for successful outcome.)
e. D = Do (the necessary action)
f. E = Evaluate (the results of the action
undertaken)
Flying is a risky business, but the
risks are easily mitigated provided
the known hazards are identified,
understood and appropriate actions are
undertaken to counter any irregularities
or deficiencies.
Another piece of advice is that after
each flight we must critique ourselves.
It is a form of debriefing of the self.
Any and all both good and bad minor
or major events during the flight must
be assessed for the overall improvement
of future flight dynamics. Self-criticism
is honesty at its best and safety at its
minimum.
Good Decision Making can be taught
through learning and training practices,
it diminishes the numbers that make up
the “Killing Field.”
46
The Killing Field
References:
1. Personality differences predict health-risk behaviors in young adulthood: Evidence
from a longitudinal study. Caspi, Avshalom; Begg, Dot; Dickson, Nigel; Harrington,
HonaLee; Langley, John; Moffitt, Terrie E.; Silva, Phil A.
Journal of Personality and Social Psychology. Vol 73(5), Nov 1997, 1052-1063.
2. Relationship of Childhood Abuse and Household Dysfunction to Many of the
Leading Causes of Death in Adults The Adverse Childhood Experiences (ACE) Study
American Journal of Preventive Medicine, Volume 14, Issue 4, Pages 245-258
V.Felitt
3. A longitudinal study of the reciprocal nature of risk behaviors and cognitions
in adolescents: What you do shapes what you think, and vice versa. Gerrard, Meg;
Gibbons, Frederick X.; Benthin, Alida C.; Hessling, Robert M.
Health Psychology. Vol 15(5), Sep 1996, 344-354
4. Sensation seeking, risk appraisal, and risky behavior1
Personality and Individual Differences, Volume 14, Issue 1, Pages 41-52
P.Horvath, M.Zuckerman
5. Pilots’ perception of risks and hazards in general aviation. Aviat Space Environ
Med. 1990 Jul;61(7):599-603. O’Hare D. Department of Psychology, University of
Otago, Dunedin, New Zealand.
6. Pilot behaviors in the face of adverse weather: A new look at an old problem. Aviat
Space Environ Med. 2005 Jun; 76(6):552-9. Batt R, O’Hare D. Australian Transport
Safety Bureau, Canberra, Australia
7. Risk tolerance and pilot involvement in hazardous events and flight into adverse
weather. Pauley K, O’Hare D, Wiggins M.J Safety Res. 2008;39(4):403-11. Epub 2008
Aug 3. Department of Psychology, University of Otago, Box 56, Dunedin, New
Zealan
8. Human factors analysis of accidents involving visual flight rules flight into adverse
weather. Goh J, Wiegmann DAviat Space Environ Med. 2002 Aug;73(8):817-22.
University of Illinois at Urbana-Champaign, Aviation Human Factors Division, USA
9. The Nall Report 2009.
L ET T ER TO E D I TO R
LETTER TO THE EDITOR
Dear Trey,
Your article in the March 2010 MAPA Log about approach minimums missed an important point. The reason for
visibility minimums is not only to enable the pilot to find the runway. It is also to allow a safe roll out once on
the runway. Otherwise there would be no visibility minima for Cat III operations.
I have operated enough in low visibility situations to know that taxiing and ground operations on a runway are
non-trivial when it is Cat II or Cat III. There are no takeoff minimums for Part 91, so I can indeed legally operate
(taxi and take off) when the airport is Cat III. I am more or less airborne by the time I lose the TDZ parallel lights
of a Cat III RWY, and the CAT III LLZ signal is guaranteed rock solid for initial climb out
Susan Ames
Very good point Susan, we focused on the flight portion of the approach and missed ground ops. Thanks for
the reminder. ED
MAPA LOG May 2010
47
MEMBERSHIP APPLICATION
P.O. Box 460607 San Antonio, Texas 78246-0607
Web Address: www.mooneypilots.com
Email Address: mapa@sbcglobal.net
Phone (210) 525-8008 Fax (210) 525-8085
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Spouse’s Occupation:
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How Many Hours Do You Fly Per Year: Payment Information:
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48
Signature:
Fantastic Vacations
for Mooney Owners
If you make reservations at one of these vacations 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 vacations locations and
are unable to provide further information. Send e-mail to lela.hughes @sbcglobal.net or fax 210-525-8085.
Myrtle Beach, SC
Oceanfront home, by Mooney owner, 3 BR, solarium, 2 B, oceanfront
gazebo & deck, legacyproperty.net Mention MAPA for discount.
843-448-3097 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/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.
ronlborchert@Earthlink.net
“Golf On The Gulf” South Padre Island
New 3 bedroom luxury Harborside Townhomes in South Padre Island
golf course gated community. Golf, fishing, tennis, health club, bike
trails and swimming pool. 30 minute excursions to Mexico. Daily,
weekly and monthly rentals. Sleeps 6, 10 minutes from Port Isabel
Airport (PIL) www.spigolf.com 219-548-5711 evenings 219-476-0750,
ray@mcsupply.org Ray Monaldi, IN
Sunriver Oregon Vacation Rental
We are offering our vacation home in Sunriver, Oregon, a fabulous
fly-in resort, to fellow Mooney pilots at a considerable disount, 3
bedrooms, sleeps 6 please visit http;//jonathanpaul.org/Sunriver for
details or e-mail me; jonathan@razzolink.com Jonathan Paul, CA
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, mcintire@wvdsl.net
Comfortable B&B In Texas
Cozy cottage located only 11 miles from the Mooney factory and
Dugosh. Private cottage in historic district built 1905. Restored
2001 with kitchenette, screened porch, central A/C, queen bed, cable
TV. $ 95 w/full breakfast, $85 no breakfast. 830-995-4917. E-mail:
falangston@hctc.net Fred Langston MAPA, TX
Martha’s Vineyard
4 Bedroom 3000’ private home overlooking Vineyard Sound. East
Chop residence has fireplaces, balconies, full kitchen, 3 bath, oil heat,
walk to pristine public beaches town of Oak Bluffs. References and
security deposit required. MAPA members only: May, $6000/wk; June
1-15, $7000/wk; June 15-Sept 15, $8,500/wk. 847-234-1627, E-mail:
Wyldwoode@yahoo.com Books up quickly! Barry Carroll
North Myrtle Beach, SC
Oceanfront, 3BR condo, sleeps 6 very comfortably. Fly into Grant
strand airport (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
a half-an-hour drive to Corpus Christi. 361-749-6257 for details and reservations.
Akbar S. Tahiry
Ocala, FL
Winter get-away house on air park for rent, furnished. 3BR, 2 bath, with
studio above the hangar. 50’ x 40’ hangar, 6000 ft runway. Half an hour
flight to Sun ‘N Fun, Daytona Beach, and other FL destinations. Two hour
flight to Key West. Enjoy the warmth of FL and fly all winter. $2000 per
month starting January 2009. CarolAnn Garrett Call 352-342-7182.
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
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 765-621-0601
Vacation Condo - Hilton Head Island, SC- $100.00 per night for MAPA
members. 2 bedroom, 2 bath, washer-dryer, a block from the beach. Sleeps
6. We provide a bbq grill, beach chairs, beach umbrellas and 4 bicycles.
The famous Hilton Head bike paths run in four directions from the villa.
For pictures, e-mail Shabritton@yahoo.com or call 706-506-5444. Mike
Britton,
Destin, Florida Vacation Condo
Located on the beautiful Panhandle of Florida’s Emerald Coast, fly into
Destin (KDTS) Airport, private owned condo by Mooney owner, mention
MAPA for additional discount. View of Gulf of Mexico, Private beach access,
1 BR/1BA + Bunks. Sleeps 2-6 and 2 BR/2BA + Bunks, Sleeps 2-8. Weekly
rentals all year. Email for websites with pictures: beachcondo@knology.net
or call 256-990-0027
Panama City Beach, FL
NEW
Beautiful 3 BR 3 bath condo with 2 master suites on Gulf. Recently updated:
16th floor. Florida’s Emerald Coastline! Try out new Panama City airport
opening May, 2010. Email: flyer1152@yahoo.com or call Gregg at 504782-8802 for rates/reservations. Good availability other than early/mid
summer.
Northshore Kauai, Hawaii
Beautiful two bedroom, two bath fully furnished ocean front condo on the
Garden Isle of Kauai. Golf and tennis available. $1,100/wk. Call Charles/
Terry Robbins 941-756-5269 or email: robbinc@nationwide.com.
Vail, CO
Skiing magazines best resort in N. America. Four bedrooms, 3 – ½ bath
duplex, one mile from chair lift on free bus route in West Vail. Thirty miles
from Eagle Vail Airport (EGE). Excellent MAPA member rates. Robert Hall
985-845-7827 or email: garbf@yahoo.com
Mustang Beach Airport (RAS)
Fly into Mustang Beach airport (RAS) and within minutes be
at Gulf Shores, a Gulf front condominium with spacious two
bedroom units. Relax on your balcony, or stroll out to the beach
for a jog or a walk. Drive just minutes to enjoy the fabulous and
reasonable priced restaurants in the town or Port Aransas, or take
Advertise Your Vacation Spot!
Mesquite Nevada, (67L) Luxury GOLF Condos:
Gorgeous 2 & 3 BR, views, across from Wolf Creek, walk to casinos.
Airport ½ mile from condo. 20 min flight to Grand Canyon Sky Walk! See
www.vrbo.com/204762 / www.vrbo.com/204503 . Jacqueline 303-3243609 or jacquelinekoprowski@gmail.com.
Advertising spaces on this page are available for $30.00 each.
Send e-mail to lela.hughes@sbcglobal.net or fax 210-525-8085.
Vacaton spot information has been provided by MAA members, therefore MAPA accepts no responsibility or liability regarding information published
MAPA LOG May 2010
49
C L A S SIFIE D
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 mapa@sbcglobal.net or lela.hughes@sbcglobal.net or fax to 210-525-8085.
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
760-930-9300 email:
avloc@yahoo.com
GPS MANUALS
Pilot-friendly manuals are now available
for the GPSmap 696 and Garmin
G900X. Our task-oriented manuals
are simplified directions that lead you
step-by-step through all the operations.
An Index supplements the Table of
Contents to help find specific subjects.
Using our manuals along with the unit
in simulator mode or PC trainer on the
computer is the FASTEST and EASIEST
way to learn the intricate operations.
Our Library also includes: The Garmin
GNS 430, 430W, 480, 530, 530W, GPS
on the G1000, G1000W, GPSmap 295,
196, 296, 396, 496, Bendix/King’s KLN
89B/94, KLN 90B, KLN 900, Lowrance
600C and 2000C. G1000W and G900X
cost $54.95, IFR models $44.95 and
50
Hand helds $39.95. Add $6.00 for
S&H. Other than U.S. add $6 more. ZD
Publishing, Inc. PO Box 3487, Wichita,
KS 67201, 888-310-3134. (In Kansas
316-371-3134) www.zdpublishing.com
The N Place.com
Your
Mooney
(not
a
generic)
embroidered on caps, shirts, jackets, etc.
Go to www.thenplace.com for samples
and more information.
Pippen-York Flying Machine Co., Inc.
Avionics, Autopilots, Stormscopes, GPS,
Intercoms, & Xpdr/Alt. Certification
Fredericksburg, TX
Toll Free 1-877-997-8205
LASAR PARTS, SERVICE & SALES
www.lasar.com
We ship worldwide from our large
inventory of factory new parts, rebuilt
& PMA components & disassembled
airframes. New and used Avionics,
Props & Engines. Speed Mod Kits and
custom Panels. Expert Service & Repairs.
Consignment Aircraft Buy & Sell. CA
707-263-0412 www.service@lasar.com
or www.parts-mods@lasar.com
MOONEY SPECIALISTS
A combined maintenance and new flight
training facility located at the TrentonRobbinsville 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 airmods1191@aol.com .
CLASSIFIED
PARKER AERONAUTICS
M20A-M20J, Maintenance, Annual
and 100 Hour Inspections, Prepurchase
Inspections, Insurance work, Salvage
Recovery, Modification and Restorations.
Discounts for MAPA members. Phone:
361-248-8371 or 361-248-8361 email:
parkeraero@stx.rr.com
web:
www.
parkeraeronautics.com
1965 M20E
N79857, TT1848 Approx., 200 hp
Lycoming IO 360-A1A, 174 hours SMOH,
81 SPOH, King KMA 24 Audio panel w/
markers,MX170B Digital Nav/Com,
Glideslope, King KT76 Transponder/
Encoder, Apollo 618 Loran, Pilot &CoPilot intercom, heated pitot, alternate
static system, good P & I, new front tire,
new generator, vertical card compass.
$58,000 Aaron Triplett OH 740-3538111 email: atrip57@yahoo.com
1969 M20C
Great airplane, 4450TTAF, 1773
SMOH, 181 SPOH. All AD’s complied
with, complete logs, Both wet tanks
resealed by Willmar 09/2007, good
avionics: KX155 w/glideslope, KX175B,
Sigtronics audio panel with four place
intercom. King transponder with
Mode C, electric gear/flaps, interior/
exterior 6/7, Bruce’s tail cone cover,
fresh IFR/annual Oct. 09. $37,000
OBO, aircraft based at PIB. Michael
McMillian MS 601-583-3215 or email:
MichaelLMcMillan@msn.com
1967 M20F
1200 SMOH, New O & N Bladders (64
gals), 3 bladed McCauley prop/IFR King
Dual Nav/Com/ILS/KLN88 Loran, Narco
890 DME/AT50 Encoded Transponder,
201 windshield 4 place intercom, Hobbs
meter for partnerships, good paint/
interior, hangared with canopy cover
North Florida, $49,000 Keith Yockey FL
850-499-6452 or email: keith.yockey@
cox.net
Avionics
King KMA24 audio panel w/marker
beacons removed from my M20J when I
installed PS Engineering panel. Worked
fine when removed. $400. Call or email
Robert Owen rowen0409@gmail.com or
818-324-9172
1963 M20C/D
3227 TT, have logs from day one.
Lycoming engine 180 hp 0-360A1D
241 hours SMOH by Zephyr Engines,
Hartzell Prop Hub overhaul May 2002
blades have 243 hrs since new. Avionics:
VSI, Airspeed indicator, altimeter,
attitude indicator, Directional Gyro,
VOR/Glideslope, Garmin GNC250XL
GPS w/720 channel Comm radio,
moving map GPS, Michels MX11 Comm
radio w/auto select 121.5 emergency
frequency 720 channel digital, Narco
ADF, STS Loran C, Edo-Aire AM550
Audio panel w/ 3 marker lights 4 place
intercom, Alcor EGT, compass Precision
Aviation PAI-700 vertical card magnetic
compass 12/2009. Call for all of the
details, see aircraft on MAPA website.
$49,900 Roger Hope FL 863-422-4438
home, cell 863-604-4673 or email:
snorkle941@aol.com
WANTED
Panel upgrade? I want your older
Garmin GNS 430 (No WAAS) for my
Mooney panel, complete with tray
and connectors. Payment through
MasterCard is easy. Please send me
your offer and asking price via email:
mooney@snafu.de
1946 Piper PA-12 Supercruiser
N7588H, 3420TT, NDH and all logs.
110SMOH Lyc. 0-235 with fresh Nu
Chromed cylds. All recovered in stits,
beautiful job. New interior, new glass,
enlarged baggage, new sealed struts,
new Clev. Brakes, 700 tires, full gyros,
intercom, 760 com, encoder, 6 new
shock cords, auto gas etc. This plane
above average. I own a Mooney, and
no need for two planes. $40,000. Gary
Rosenwinkel AZ 952-412-1266 email:
gary aircraft@msn.com
1/3 PARTNERSHIP
1968 M20G/F-N3293f
4617 TT, 416 SMOH & SPOH, new Lasar
annual April 2010, hangared at Gnoss
Field, CA (DVO). IFR GPS w/moving
map, autopilot w/Altitude hold, King
radios and DME, paint and leather
interior 2008 and is a true 10. MAPA
Choise at 2008 Homecoming. Too many
mods to list here. Moved from California
to Washington. Asking $25,000 for 1/3
aircraft and LLC maintenance reserve.
Call Nick Eggleston for more details ©
415-640-7818 or (H) 360-258-1615.
WANTED
An Antique! Apollo Precedus GPS. A
replacement backup for a new AV8OR
touch screen GPS in my old steam
MAPA LOG May 2010
51
C L A S SIFIE D
gauge Mooney. My original Apollo is
failing intermittently. The Apollo is
much easier to use in turbulence than
the AV8OR and I know it well. I’d prefer
one that works well and will turn on in
cold weather. I have batteries and all
accessories. Lin Manning NV 775-7682711 or email: lin@gbis.com
1978 M20J-201
2335 TTAF, 1415 SMOH, 282 SPOH,
NDH; hangared since 1993, Mooney
Service Center maintained 5 of last
7 years, annual due 6/30/10, IFR cert
due 04/2012, compressions all in 70’s,
original paint/interior, KX 155 LOC/GS,
170B, KR85 ADF, King 62 DME, KMA 20
Audio Panel w/MB, KT76 Transponder
w/Mode C, Century IIB A/P, WX900
stormscope, Precise Flight Standby vac,
Tanis engine heater, Sigtronics 4 place
intercom, vertical card compass, ext
antenna for handheld radio w/cable,
dual PTTs, 4 aux power jacks, Nelson
portable oxygen system. Asking $62,000
Jim Garrettson PA 724-349-2068 or
email: garrettson1@verizon.net
FOR SALE
Polished spinner for 3-blade Hartzell.
Fits Lyc 360 Part #C3532-5P. complete
with bulkhead. Mike Britton GA 706506-5444 or email: mikebritton@
allstate.com
1963 M20C
2740 Hrs TTAE 677 SMO annual Oct.
52
2010, Windshield 201, wingtips O & N
Bladders 54 gals., light weight starter,
external power plug and cable, shoulder
harness, Flap-aileron-fin gap seals, cowl
closure, Apollo GPS, Narco Mark 12D w/
GS, King 175, King ADF, Emron exterior
4-5, interior 4-5, owned 28 years by
A-E Mech. ADLog Reord system, latest
shock discs, cruise 173 MPH, $41,500
John Boscarell email for pictures NJ
j.boscarell@att.net
WANTED
All necessary parts to convert the PC
system on my 1968 M20C to Accuflight
or AccuTrak. Parts must be in working
conditions and accompanied by
installation/maintenance
manual.
Respond by email only to richard3159@
att.net
1967 M20E
Based in Cleveland, TX, same owner/
pilot last 14 years. $58,900 This is a
buy and fly IFR aircraft, needs nothing!
150+ KTAS on about 10 gph with over
600 lb full fuel payload. I am in need of
a 6 place aircraft, airplane is hangared
and flown regularly. Times are approx:
engine 1720 TSNEW, 400 hrs since top
end. Prop 1519 TSC 775 hrs since reseal/
lube.
All
accessories/hoses/mount/
exhaust etc. have been O/H’ed or
replaced. Fuel tanks still under warranty
from complete strip/reseal. Current IFR
certified and equipped with: Garmin
430W, SL 60, GTX 327, STEC 20,
Shadin Fuel Flow, EI UBG-16, Interior
9, Exterior 7. Looking for a project or
someone’s neglected plane. This is not
it!. Have a 6-place aircraft that you no
longer need? Let’s talk. Hugh McFarland
TX 832-818-0859.
FOR SALE
Bose Aviation headset X (battery powered
model) Like new, in original box with
carrying case. $500. Charles Raines CA
805-484-9057 email: cgraines@verizon.
net
Vacation Condo
Hilton Head Island, SC- $100.00 per
night for MAPA members. 2 bedroom
2 bath, washer-dryer, a block from the
beach. Sleeps 6. We provide a bar-b-que
grill, beach chairs, beach umbrellas and
4 bicycles. The famous Hilton Head bike
paths run in four directions from the
villa. For pictures, email Shabbritton@
yahoo.com or call 706-506-5444. Mike
Britton MAPA member.
CLASSIFIED
1980 M20K 231/262
4273 TT, 601 SMOH, Garmin GNS 430
(Terrain), KY 197 Comm 2, KNS80
RNAV, KMA 24 Comm panel, KFC200
Autopilot, Horizon Instruments Digital
Tach, PS Engineering PM 3000 Intercom
w/dual aux jacks (1 each for front and
back seats), WX 10 stormscope, JPI
700 Engine analyzer w/fuel flow, turbo
GAMIjectors, Shadin miniflo fuel flow
indicator, speedbrakes ($6500 installed)
prop de-ice, new paint in June 2009,
leather interior,262 trophy mod, long
range (106 gal) tanks, ¼ in.side glass,
rudder trim, built in 02 (76 cubic ft),
baggage door inside latch mod (for
emergency exit), auxiliary power
receptacle, custom cover from Kennon.
No known damage history. With the 262
Mod, this airplane can go to FL280 and
true out at 210 kts. It’s been very well
taken care of and obviously has most
desirable upgrades/mods. $149,000
OBO Ryan Barker AL 334-202-3782
email: flashf16@earthlink.net
FOR SALE
Good used Elevators and rudder, fits
M20M, M20R, and M20S. Part numbers
LH Elevator 430026-507, RH Elevator
430026-508, rudder 460043-507. Asking
$1500 for each. Photos on request. Mack
Parrott- emack@gmail.com or 513-5786049
1983 M20J
TTAF 2070, SMOH/SPOH 55, FWF OH
w/Penn yan Aero exchange IO360A3B6
(separate mags) w/Cerminil cylinders,
KAP150/KI525,
KG
102A/KA51A,
coupled KLN94 color GPS, coupled
KNS80, MD41-524, KY197, KX165/
KI202, KMA24, KT76A, EDM 700,
ME406, Davtron clock/timer, FT101,
Medeco locks, LASAR nose gear truss, oil
separator, intercom w/stereo, & much
more, NDH, always hangared, annual
Feb 09, $114,500 Leonard Mikus AZ
480-991-8009 or mooneym20j@cox.net
1965 M20E
200 hp, TT4650 hrs, SMOH 120 hrs (JB
Engines) SPOH 300 hrs, new Hartzel
Hub. New battery, exhaust, intake tubes,
slick mags, slick start, and Sky Tec heavy
duty starter. O & N bladders (54.4 gals),
gap seals, elect trim (Norm Smith), PC
wing levelor. 2 Narco Nav II’s, 2 TKM 720
Comms, 4 place intercom, 604 Loran,
Narco transponder AT 50A with Mode
C and 2 David Clark headsets. Interior
a 7 and Exterior an 8. Original logs and
maintenance records. All Ads complied
with. $50,000. Howard Chorsky, FL 352375-1832 or email hac51fmc@cox.net
1980 M20K
3686TT, 770 SFRM LB engine, 15
SPOH, factory turbo and built in
oxygen, hangared 1LG Wilmington,
DE, speedbrakes intercooler, Merlyn
wastegate, oil/air separator, wet vac
pump, Tanis, KY197, KT76A, KN53,
KNS80 w/RNAV/DME/ KR87, KMA24,
HSI –slaved, radar altimeter, Dvor,
standby vac system, Davtron clock/
timer, 4 place intercom, auxiliary power
port, paint is white w/silver and black
trim, interior is original red leather,
hangared since new, great condition
and appearance, new annual Sept.
2009-Prop overhaul July 2009, new
oxygen bottle 07/09. John Innis PA
610-324-5133 Fair Market Price
AVIONICS FOR SALE
Complete slaved NSD360A system
with flux gate $3950, complete WX900
system (antenna and display) $2400,
MX20 with charts, tray, connector (and
a display blemish) $2500, KI209 VOR/
LOC/GS indicator $800, KMA 24 audio
panel w/MB $400, SP400 TSO 4 place
intercom $90, Icarus 3000U altitude
serializer $100, M20K airspeed indicator
Edo Aire PN EA-5175-515PT-MON $500,
altimeter 5934PAD-1 $750, United VSI
model 7000 $350. all items removed
serviceable in Feb for an avionics
MAPA LOG May 2010
53
C L A S SIFIE D
upgrade, were working when removed,
and are guaranteed against DOA.
NSD360 and WX900 both overhauled in
2008. email Peter Lyons, NM – peter.l@
unforgettable.com for pictures or call
505-899-1036 home (evenings)
PARTNER WANTED-DALLAS, TX
1/3 Equity share available in “fully
loaded” 1991 M20M Bravo. This aircraft
is a rare find with a “turn key” partnership
based at KADS. AFTT 3015.6, SMOH
998.2, Prop 998.2, Lycoming reman TIO540-AF1B, S/N RL9894-61A, installed at
Mooney factory 10/20/04 along with
new interior and paint (01/2005), King
-40 EFIS, Garmin WAAS GNS530/430
Nav/Com/GPS, GMA 340 audio panel,
GTX 330 mode S transponder w/TIS,
GDL 69A WX Weather and XM radio,
Standby CDI, King KFC 150 autopilot
and Flight Director, altitude pre-select
and alert, back up electric attitude
indicator, WX1000 stormscope w/check
54
list, EDM 700 engine monitor, Shadin
Miniflo fuel computer, Artex 406 ELT
installed Jan 08, standby vac, Known Ice
TKS system, Precise Flight Speed Brake
overhauled at PF Jan.08, dual battery/
dual alt, 115 cu ft built-in oxygen system
Kevlar bottle replaced with new Jan.
07, rosen sunvisors, New Schlick Mags
2009, APU outlet, 89 gallon fuel, digital
timer/clock, wired of Bose headsets
in the front two seats, dual batteries,
complete logs, 25 hour oil changes
w/oil analysis, annual Oct.2009 Don
Maxwell Aviation. Hangared in prime
location at KADS, Power tow, hydraulic
pump, Artic Air AC unit. $7000.00 cash
reserve in bank. Complete website with
pictures and detailing partnership at
www.bravoairflite.info Cost $79,000.
Marlon Lewinsky TX 214-876-7169
FOR SALE
77 M20J parts. Complete exhaust system,
Leak tested and approved for reinstall.
$300 plus shipping. Fred Langston TX
830-995-4917
1995 M20J MSE
1500TT, 150SFO-A3B6LYC, 150SPOH,
new accessories, firewall forward, new
biscuits, Garmin 530W, 696W, ZAEON
traffic, GPS steering, KAP 150 A/P,
Shadin Fuel flow, JPI engine monitor,
radar alt, speedbrakes, strike finder, new
leather, Paint 9/10, MSC maintained.
May annual; $186,900, will consider
partner, based LZU. Ralph McBride GA
770-973-5566 email jdmba4u@comcast.
net
1987 M20K 252
2750TT, 980 SMOH, annual good
through 2/11, Fresh Mattituck lower
end with new case, camshaft, pistons,
rings and valves. Aircraft has all options,
TKS deice, speedbrakes, dual alternator,
dual vac, 4 place 02, full Garmin panel,
530 WAAS, traffic, terrain, WX, HSI/FD,
KAP150 w/pre-select, Stormscope, ADF,
DME. Paint and leather interior 8. 200+
KTS TAS above FL180. Price $185,000
Steve Hausmann NJ 732-890-2762
email: drschausman@aol.com
CLASSIFIED
Bravo Engine For Sale
TIO-540-AF1A complete engine with
turbo, wastegate, vac pump, starter,
mags., etc., Some extra spare parts
included. 1440 total hours. Three
new cylinders. Mooney service center
maintained. Engine was removed from
1989 Bravo, pickled and crated by
Mooney service center after factory new
engine was installed. No damage history
of any kind. Engine runs beautifully. Prop
not included. Excellent logs available on
request. $20,000 OBO. Gordon DeCou
FL 941-745-4416 or email: agritech21@
verizon.net for details.
1979 M20K 305 Rocket
2700 hrs TT, 800 hrs SMOH, KMA 20
audio & marker, 197A Com, King 155
NavCom, KNS80, Garmin GPS 150, KFC
200 autopilot coupled to Garmin, HSI,
4 place intercom, Argus 5000 moving
map coupled to autopilot, Insight
engine monitor, Hoskins fuel flow,
speed brakes, fresh annual, P & I done
in 2000 10/10, WX1000 stormscope,
electric standby vac, one piece belly,
chrome spinner, oxygen system. Call
Gene Davies NJ 610-608-7372 or email:
jdavies973@aol.com
AVIATION TRAINING
Flight training in your aircraft. NAFI
Master CFI, FAA DPE, Mooney owner.
Wallace Moran SC 843-822-9725 or
email: Wallace.moran@gmail.com
1968 M20F
TT4208, 1249 SMOHE, 3 blade prop 1138
SNEW, King Silver Crown IFR, RNAV, JPI
800 with fuel flow and oil temp, Altitude
Alert System, Power Flow exhaust, cowl
closure, wing fillets, oil cooler & brake
caliper STCs, ¼” gray tint windshield
and windows, gray leather upholstery,
front shoulder harness, blue and white
paint with platinum accents, aileron
and flap gap seals, 201 type dorsal fin,
standby electric vac system, vernier
throttle, oil pan heater, light weight
starter, dedicated external antenna for
handheld radio, Precise Flight Pulse
Landing light STC, Challenger Air Filter,
alternator conversion, fuel tanks sealed
2004, annual due 10/1/10, paint 9,
interior 9, excellent condition, hangared
& flown regularly by same owner
for 9+ years, all logs & maintenance
records since new, no damage history,
no deferred maintenance, manual gear
& electric flaps. Priced right to sell at
$59,500, Gordon Bristol CA 619-897633 or email: gbbristol@yahoo.com
AVIONICS FOR SALE
KMA24- $400, KY196A- $1200, KR87$800, KNS 81-$200, KLN 88 with
antenna-$400; OBO for any item!
Upgraded to new Garmin equipment.
All items removed from my Mooney
252 and certified to be in good working
condition. Geoff Bentley, MN 218-4833236 or email: gbentley@arvig.net
T-Hangar For Rent KVNY
$500/month. 41’ W x 33’ D x 10’H Port
a Prot Executive 1 T-hangar for rent at
Van Nuys, CA, electric included. Water
and facilities close by. Excellent parking
and great location. Please leave a
message for Jennie CA at 323-788-2341.
1966 M20E
2464TT, less than 100 SMOH, new
Pippen-York panel with GNS530 and
GNC250XL GPS’s, S-Tec 30 autopilot
w/alt. hold, GTX320A tranp, GMA 340
Com w/marker beacon, Davtron OAT/
Clock/Voltmeter, 201-type windscreen
& other speed mods. Wings rebuilt, all
control rods disassembled, stripped,
repainted and bearings lubed. New
battery, new strobes, fresh annual,
needs P & I. this is a great IFR platform
but you need to look past the cosmetics.
Hangared at KHYI, lost my medical so
just make an offer. Bill Fry TX 210-5081837 or email: wfry13379@yahoo.com
AVIONICS FOR SALE
KNS-80 for sale. Several to choose from.
$500. You buy one, I will ship you two,
you pick the one you want and send the
other back to me. Or keep the second
one for $250. Lots of other avionics for
sale including a Skywatch system, G-430
(no WAAS), MX20, EFIS40 (complete),
ADFs, DMEs, Nav-Coms. If you are
looking for something, just give me a
call. Pay less than the big shops charge.
Jimmy TX 800-777-1491.
1968 M20F
Arizona Mooney “No Rust” 4489
TTAF. All cylinders 79 to 77/80 w/
engine oil analysis. 311 hrs on new 3
blade McCauley prop, new ¼ in tinted
windshield, 201 Emron paint job,
great condition, always under cover,
ultra violet shades, beige w/copper
MAPA LOG May 2010
55
C L A S SIFIE D
and brown metallic trim. 08 annual,
new tires and brakes, Garmin GNC 250
XL w/GPS & Com linked to Britney
autopilot w/new rubber ballows. King
KT76 Transponder, ACKA-30 encoder,
Narco UGR-2 glideslope, Narco VDA-5
Omni w/GS indicator, Mitchel MX12
nav/com, engine exhaust temp, 4place
intercom, Oct. 08 annual-new oil
cooler, oil pump, wire harness, motor
mounts, engine baffle, rebuilt mags,
air filters & hoses, 524 Alerons and all
AD’s, $58,675. I have 4100 hrs in this
airplane, and it is an excellent Mooney.
Bob Starkovich AZ 602-292-1030 or
email:bobstarkovich@cox.net
1991 Beech A36
3390TT, 20 SFRM, TKS equipped,
GNS480 GPS-WAAS Nav system,
MX20 MFD, WSIAV300, KNS81, dual
KT79 Transponders, KY195A, KMA24,
WX950, GDC31, roll steering converter,
PM2000, 6 place intercom, KFC 150 A/P,
HSI, electric standby horizon, Shadin
FF, Rosen sunvisors, Eagle fuel drains,
JP engine monitor, new paint 11/05,
leather interior, annual due 02/2010.
$255,000 Steve WI (920-231-9772)
gary (920-585-2324) see photos http://
tappix.com/804526
Oct. 2009. King KMA 24 audio panel w/
marker beacon, Garmin 530 WAAS, IFR
approach certified, KX155 Nav Com W
2nd Glideslope, KN62NA digital DME,
KT76A transponder, Altitude encoder,
KR87 ADF w/remote indicator, slaved
NSD 360 HSI, Century 2000 autopilot
w/ approach and altitude hold slaved to
530. Electric trim, wingtip & tail strobes,
standby vac pump, PS Eng PM 501 4
place intercom, pilot & C/P push to
talk, leather wrapped yokes, JPI engine
analyzer w/fuel flow, nose bowl landing
light, wing tip recognition, static wicks,
true airspeed indicator, panel mounted
clock/timer, pitot heat, entrance step,
yoke map lights, Alcor EGT, alternate
air source, lights aux power receptacle,
White w/blue trim, custom leather
interior 2007, new gray wool carpets.
$125,900 OBO George Cujar based JXN
517-917-2458
1967 M20F
2801TT, 792SMOH, 401STOH, 819
SPOH (AD C/W) avionics Mark 12D
w/GS, KX170A, KT 76 Transponder,
Marker Beacons, Audio Panel, 618C
Loran, Acura Trak II, All AD’s are current
and complied with. Electric gear, new
vac pump, battery and tires, Sky-Tec
starter, K & N filter, excellent paint, very
god paint. This is an excellent Mooney.
$41,000 or make offer. E. King 352-2457933 or email etkocf@comcast.net
1965 M20C N5790Q
Hangared, 2178 TTAF-218 engine sine
“0” time Mattituck, 218 since prop
OH, annual fresh Jan 2010 by Mooney
specialist, maintained last 20 years by
Mooney specialist shop, manual gear,
9 paint 9 interior, Sky-Tec starter, 201
windshield, and all new ¼” tinted
glass. Shoulder harness front, 2 digital
NavComs, 1 w/glideslope, KLN89B GPS
IFR installation, KN62 DME, ADF, Narco
150 transponder w/altitude, audio panel,
4 place intercom, push to talk sw’s in
yoke, PC w/Britain Accutrac II coupled
to Navs and GPS, JPI engine monitor w/
fuel computer, O & N fuel bladders, flap
gap seals, cowl mods, electric crankcase
heater installed, new battery 2009, good
tires, new style shock discs, Garmin
295 w/yoke mounts, 1 place port. Oxy
tank, handheld NavCom, canvas cover.
Prices out at approx $63,000 per Nov
2009 MAPA Mooney Market. $55,000
Bob Moravek NJ 908-309-3227 email:
bmoravek@bellatlantic.net for pics
2007 OVATION 2GX
NDH, 155 TT, GFC 700 autopilot, REIFF
pre-heater, 77 cu. ft. 02, full WAAS,
metallic red w/matterhorn white crown
and platinum and metallic black trim.
Gorgeous! Best of all, this aircraft
actually trues 190 kts!! $389K OBO
Randy Mardis KS 913-558-5212 see
photos at www.mooneypilots.com
1990 201 M20J
TT:4993 Since new, engine: Lycoming
IO-360, 200 hp, engine time 16 SMOH,
prop time 16 SMOH, annual inspection1970 M20E Chapparal
N55NP TTAF 3065, IO360-A1A, 200 hp
FI SMOH 25, Hartzell Prop SPOH25 w/
new “B” hub. Annual completed May
2009, IFR certified Feb. 2009, NDH,
one piece windscreen, paint good, tires
1 year old, electric gear, electric flaps,
PC wing leveler, strobe, clear windows,
interior clean, original-shows normal
wear, alternate static, clock, digital fuel
flow indicator, EGT, OAT, Pitot heat,
avionics, Garmin GNS 430 GPS/Com/
Nav, Garmin G1 106A, Garmin GTX327
transponder w/Mode C, PSE PMA 8000B
audio panel w/4 place intercom w/IPOD/
56
CLASSIFIED
cell phone portal, King KX155 Nav/
Com w/GS, Pilot and CP PTT switches,
dual GS, awesome flying machine at
incredible price only $69,900. Frank
Gagliardi NV 702-379-1317
1968 M20G Statesman
S/N 680053, 180 hp, Airframe 4400
hours (est), Engine 38 hrs since overhaul
(engine balanced), new style prop and
hub. Garmin 430 WAAS, Garmin audio
panel, King HSI, KY197, KN53 Nav,
KT70A transponder, Shadin Altitude
AMS 2000, EI: Clock, fuel flow, manifold,
RPM, volt/amp, CHT-EGT, Brittain
autopilot (heading and tracking, slaved
to HSI) PXE 7300 Am-FM-CD, WX11
Stormscope, Aerospace Logic fuel gage,
AV-17 alert system, air temp-Solid State
(outside only), Vac gage, new upholstery,
new radio panel (metal) both sides. See
the airplane at www.mooneypilots.com
Ralph Anderson MN 651-334-9308
1969 M20C
Great M20C: 4450 TTAF, 1773 SMOH,
181 SPOH. All AD’s complied with,
complete logs. Both wet tanks resealed
by Willmar, 9/2007. Good avionics:
KX155 w/glideslope, KX175B, Sigtronics
audio panel with four place intercom.
King transponder with Mode C, electric
gear/flaps, interior/exterior 6/7, Bruce
tail cone cover. Fresh IFR/Annual Oct.
09. $44K aircraft based at PIB, Michael
McMillian MN call 601-583-3215 or
email: MichaelLMcMillan@msn.com or.
1966 M20E Super 21
N2725W, S/N1029, TTAF 3327.33,
TTSFNE 225.93, IO 360-A3B6 S/N
L26331-51A-MFG 12-29-92 200 hp
F.I., electric gear-Hyd flaps-Air Tex
ELT, retractable step, late model
control yoke, Laser wing root fairings
(not yet installed) Mods: 201 factory
windshield-STC
SA3263NM-FAR337
Lasar kit #125 STC2513 NM, relocate
oil cooler, all new engine baffles, STC
SA4535 NM cowl-closure fairing, new
windows, new cabin insulation, KX155
w/GS, ADF T-12C, Apollo 618 Loran,
KX 176 Transponder, KMA 24 audio
panel, (4) PI intercom, Two David Clark
noise canceling headsets, aircraft and
engine log books, Pilot’s operating &
info manuals, parts books, etc., This is
a PROJECT airplane, left wing fuel tank
is cleaned and ready to be resealed. Also
included are a Plane/mover (110V) mfg.
Phoenix Aviation. A Universal Marine
engine to maneuver a sailboat from slip
to open water. My bride of 50 yrs cannot
safely enter and exit the cabin, I won’t
fly without her. Aircraft hangared at
DWH. $40,000 Walter Pierce TX H-281370-1229 C-281-222-9987.
PARTNER WANTED
Partner wanted to purchase a known ice
certified used Mooney Bravo to be based
at Yakima, WA (KYKM) John Estep 509853-5000
MAPA LOG May 2010
57
C L A S SIFIE D
2004 Ovation 2 DX
M20R N465PS S/N29-0331, TTAF+E
160 hrs, TT 3 blade prop 10 hrs., new
Michelin tires in 2007, NDH, P + I -10,
always hangared, GMA 340 Garmin
audio panel/intercom, GTX330 Garmin
Trnpr/Mode S w/Encoder w/Traffic alert
on Garmin 430, Dual GNS 430 Garmin
GPS/Nav/Com, King KFC 225 two axis
autopilot/flight director w/altitude &
vertical speed preselect w/KCS 55A slaved
HSI System, Garmin MX20 Moving Map
w/WSI Weather Data Link, installation
of hot wire plugs for Bose or Sennheiser
ANR headsets, EDM 700 engine/
fuel flow system, WX500 Stormscope
(Overlays on Garmin), standby attitude
indicator, Precise Flight Speed Brakes,
Oxygen System (115.7 cu.ft w/2 masks),
air conditioning (25,000 BTU high
capacity). $299K W. Halstead VA 703356-1397 or cell 703-343-0116
PARTING OUT 1967 M20F
Check http://www.retiredguy.org for
pictures and additional information.
Jim Nelan at jim@retiredguy.org or 770463-0662
58
Visit the MAPA Web Site
Join MAPA
Downloadable
MAPA Log Magazine
Mooney Apparel
Aircraft &
Equipment Sales*
Service Bulletins
& Instructions
Calendar of Events
Photo Album
E-mail Discussxion
* As a member of MAPA you may place one free classified ad each
calendar year on the web site.
Send ad to mapa@spbclogal.net or lela.hughes@sbcglobal.net
MAPA LOG May 2010
59
REGISTRATION
MAPA CONVENTION
Colorado Springs, CO
MOONEY AIRCRAFT PILOTS ASSOCIATION
October 7-10, 2010
Name:
MAPA #:
Spouse/Guest Name:
Address:
City:
State:
Zip:
Mooney Model/Year:
N#:
Phone:
Fax:
E-Mail Address:
FULL REGISTRATION INCLUDES:
All planned meals plus admission into all technical forums (we have some new and very interesting forums
planned), the exhibit hall, and exhibitors cocktail party on Thursday night, Ice Cream Social, ladies luncheon
(and for the ladies a class on self defense), breakfast with the exhibitors on Friday morning, a farewell
banquet at the hotel with guest speaker. You will be eligible for door prizes and a registration gift.
Exhibitors Cocktail party for Registered Guest October 7th , 7:00 pm in Exhibit Area
General Session will start at 1:00 pm on Friday, October 8th, 2010.
Member full registration (each) $195.00 (#
attending)
Member & Spouse/Guest full registration
REGISTRATION:
Banquet & Guest Speaker Only……………
attending) $
$ 75.00 X (# $325.00
PAYMENT
Your registration may be paid by check, Master Card, Visa, American Express, and
Discover. Send your payment along with this completed form to: MAPA Convention, PO
Box 460607, San Antonio, TX 78246. You may phone or fax in your reservations to 210525-8008 (phone) or 210-525-8085 (fax).
Bankcard #:
Exp. Date:
Signature:
Note: Registration fees do not include hotel. If you are unable to attend after sending in your registration, please
notify us by September 1st to receive full refund. After Sept. 1st , we are committed to meals, guest speakers
and other costs that cannot be refunded. Cancellation after that date will receive a 40% refund. (No shows/
No Refund) To make hotel reservations you can call the Crown Plaza, Colorado Springs, CO (719-576-5900
Group Code MA1) noting you are with the Mooney Aircraft Pilots Assoc. Room rates are $119.00 per night
(Does not include taxes). Please make reservations as soon as possible. Cut off date for hotel reservation rate
is September 5th, 2010.
60
MAPA LOG May 2010
61
Advertisers Index
Aero Comfort
Aero Technologies LLC
Aircraft Depot. Inc.
Aircraft Door Seals
Aircraft Spruce & Specialty Co.
AirFleet Capital
All American Aircraft
Alpha Aviation
Aviation Credit Corp
Aviation Design Service, Inc.
Bruce’s Custom Covers
Cole Aviation
Don Maxwell Aviation Service
Dugosh Aircraft Service
Falcon Insurance Agency
First Pryority Bank
Flight Training Inc.
Gamijectors
Hartzell Propellers
Henry Weber Aircraft Dist. Inc. JB Aircraft Engine Service
JED-Aire Aviation
62
36
8
47
2
2
30
9
52
47
59
11
10
5
21
64
11
2
13
8
20
15
36
JPI Instruments
Lake Aero Styling
Lone Star Aero
Lycoming
M-20 Turbos
Mena Aircraft Engines
Midwest M20 Sales & Service Inc.
Monroy Aerospace
Mooney Airplane Co.
O&N Aircraft
Power Flow
Power Tow
Sky-Tec / Plane Power
Sky West Instrument
Southwest Texas Aviation, Inc.
Spectro
Tejas Aero Services
US Aviation Group
Vantage Plane Plastics
Wet-Wingologist East
Willmar Air Service, Inc.
Zeftronics
63
54
28
29
52
53
34
11 & 36
62
37
59
19
58
55
16
19
57
8
20
23
37
51
MAPA LOG May 2010
63
64

MAPA LOG - Mooney Aircraft Pilots Association

Transcription

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