classified - Mooney Aircraft Pilots Association

Transcription

MAPA LOG
Mooney Aircraft Pilots Association
www.mooneypilots.com
Merry Christmas
and
Happy Hanukkah
DECEMBER 2010
2
C O N T E N TS
December 2010
• Volume 33 • Issue 11
Features
22 Your MAPA Safety
Foundation at Work
Pilot Report
Mooney Fly-In to Oxford
by Birgit Vogelbruch
page 48
Columns
6
Editorial
by Trey Hughes
Mooney Announces More Layoffs, The Instrument Ticket and Limitations, In Flight Icing,
eAPIS
12 Insurance
by John Allen
The Additional Insured Decision
16 Medical Matter
by Dr. Bob Achtel
Amelia Earheart’s Flight into the Arms of Morpheus
20 Ask Jerry
by Jerry Manthey
Jerry Answers Members
Maintenance Questions
26 Safety Foundation
Departments
4
30 Cargo Door Incident in
a Mooney
Mooney Advisory Board
14 Calendar of Events
15 Membership Application
25 New MAPA Members
32 Mooney Merchandise
51 Fantastic Vacations
52 Classified Ads
62 Advertisers Index
43 Human Factor
by Jimmy Garrison
Pre-201 Mooneys
45 Incidents & Accidents
by Trey Hughes
M20C Accident During Flight
by Chuck Ebbecke
50 Press Release
Aircraft Spruce &
Specialty Co.
34 Mooney Market
by Kerry McIntyre
Flying a 360
by Akbar (AK) Tahiry
11 Safety Foundation Schedule
by Ted Corsones
Fort Myers
38 Shop Talk
by Bruce Jaeger
MAPA LOG
1970 M20C Owner
Sgt. Jason Schmidt
flying in Alaska.
Photo furnished by
Mike Swanson
DECEMBER 2010
Merry Christmas
and
Happy Hanukkah
MAPA LOG December 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
Houston, TX 77062
ra6944V@gmail.com
Cell: 281-799-9492
Staff
Trey Hughes
trey_hughes@sbcglobal.net
Lela Hughes
lela.hughes@sbcglobal.net
Diana Ramirez
Jerry Manthey
Volunteers
Joe Schmerber
Ethel Manthey
Contributing Editors
Dr. Bob Achtel
John Allen
Ted Corsones
Chuck Ebbecke
Jimmy Garrison
Trey Hughes
Bruce Jaeger
Jerry Manthey
Akbar (AK) Tahiry
Birgit Vogelbruch
& The MAPA Members
Edward J Boudreau, Jr. (M20M)
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
Rborchert@roadrunner.com
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
LOG
Design
Diana Ramirez
mapa@sbcglobal.net
Membership
If you have a problem or question about your
membership, please call 210-525-8008
Back Issues
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
5
F R OM T H E EXECUTI V E DI RECTO R
Editorial
by Trey Hughes, MAPA Staff
MOONEY ANNOUNCES MORE
LAYOFFS
From the Mooney website, November
18, 2010;
“Mooney
employees
received
unwelcome news this week as the
holiday season approaches. More
difficult decisions were necessary that
will eliminate many of the current
positions at the company by year end.
“We are not shutting down,” said
Mooney Chief Financial Officer Barry
Hodkin. “However, we cannot continue
to subsidize the company at the level we
have in the recent past. We have been
in discussions with potential investors
for more than 18 months and will
continue to work with them. If things
change then the scope of this layoff
could change.”
“We will continue to protect Mooney’s
assets both tangible and intangible,”
Hodkin said. “Those assets include
the facilities and our certificates for
production and manufacturing.”
In addition, the company intends to
continue to provide technical support
to existing owners and a level of spare
parts support for Mooney airplanes.
Mooney began layoffs in 2008. At
that time, the company employed
approximately 500 people in the
manufacture of its high-performance,
single engine aircraft. That year, as the
economy worsened Mooney started
taking steps to survive the economic
downturn. On November 4, 2008, more
than 200 employees were furloughed.
6
Smaller reductions in force continued
until they reached today’s employment
level of 53.
Hodkin said negotiations with potential
investors continue, but there have been
no commitments made to date.”
MAPA is saddened to hear of this
new reduction at Mooney and will
work to assure that parts availability
is maintained at levels to support the
fleet. We will publish more information
as it becomes available.
THE INSTRUMENT TICKET AND
LIMITATIONS
I remember the first actual IFR flight
I made so many years ago as if it was
just yesterday. It was the day after
my instrument flight check and I was
to attend an early morning business
meeting in Houston, Texas. I had
chanced a successful check-ride and
reserved the aero-club’s Rockwell 114
for a pre-sunup departure. Like most
fall mornings in Central Texas do after
a clear, cool night; as the sun came up,
fog and low clouds began to develop
across the route from San Antonio to
my destination airport on the West
side of Houston. I would get to exercise
my newly printed Temporary Airmen’s
Certificate with the Instrument Airplane
endorsement.
Most new instrument pilots probably
won’t
understand
my
growing
apprehension in this day of GPS, Glass
panels and moving maps, but my very
first actual instrument approach would
be an NDB into an uncontrolled airport
with the clouds now perilously close
to descent minimums. I remember
approaching the Initial Approach Fix
(the actual beginning of the approach
for those not familiar with instrument
procedures) and looking over at the
empty right front seat, last occupied
by my confidence inspiring instrument
instructor, and feeling an emptiness
growing in my stomach. My safety
net wasn’t there and I was alone in
the clouds. The over inflated selfconfidence I felt the day before after
“amazing” the examiner with my
instrument piloting knowledge and
skill was quickly disappearing, to be
replaced by an increasing sense of dread.
As I descended farther into the grey
featureless and ever darkening mass,
the uneasy feeling grew to an almost
incapacitating size. As everyone can tell,
the outcome was successful since I’m
sitting here writing about it today. But,
like other adrenalin inducing flights,
this became a learning experience for
me as a pilot, and a teaching exercise
for me as an instructor.
The instrument rating – one of the
most rewarding additions a pilot can
have on his or her certificate – is (in
my opinion) the toughest training that
one can experience in aviation. No
rating is more difficult. A pilot, initially
schooled in flight by outside references
which also include seat-of-the-pants
sensations, must now learn how to
maneuver an airplane while rapidly
watching a panel containing only 6
instruments for reference. Learning
how to look at these instruments –
scan – is a skill acquired through hours
of practice. And, while developing
this ability to scan and interpret, the
pilot must also learn to disregard the
automatic senses for motion of up,
down, left and right long engrained
in his normal movement around the
earth. While it takes time and practice
along with a well organized plan for
looking, interpreting and reacting to
the flight instruments, learning to fly
when the outside horizon is missing is
quite achievable for most pilots. For,
after all, IFR flight is just another skill to
enhance an airplane’s usefulness and a
pilot’s level of safety. And most people
can learn new skills given the right
environment and enough practice.
Now here is where the trouble begins.
In order to do a new operation well,
like IFR flight, first skills related to the
new operation must be taught to and
practiced by the person learning the
new operation. As with any other skill
set, when first learned, most individuals
are not as good at the operation as they
will be after continued practice over an
extended time. It is a given that one
is not as good at something when it is
first learned as they are after repeated
practice. This is true for flight by
reference to the instruments too just
like it is for playing golf or a musical
instrument. The old saying “Practice
makes perfect” is very true for aviation
activities too and is one of the reasons
the FAA requires some demonstrated
proficiency (practice) on a regular basis
for instrument rated pilots.
Of course, when a pilot is new to the IFR
world he or she should put some safeguards in place in order to make the
practicing phase of skill development as
risk free as possible. These could include
minimum weather (comfortably above
IFR approach minimums) for actual
IFR flight, initially only climbing
and descending through actual IFR
conditions, regulating the flight to
occur during daylight, reducing the
flight leg length to reduce fatigue and
minimizing the risk to passengers
by flying solo until their skills have
improved to a comfortable level. These
steps along with others should be
included in a new instrument pilot’s
Standard Operating Procedures (SOP).
All new instrument-rated pilots should
establish some limitations on when and
how they will tackle flight without an
outside reference until their skill level
in these types of operations approaches
the capabilities of their Mooney.
INFLIGHT ICING
No discussion about IFR operations,
especially during this time of year,
would be complete without including
winter weather and inflight airframe
icing. There are only two requirements
for ice formation on aircraft: an OAT of
00 C or less, and visible moisture!
Icing is a major weather problem. It
is difficult to forecast and its intensity
can vary considerably.
Rates of
accumulation vary widely, from less
than ½” per hour to as high as 1 inch
per minute! Research has shown that
ice accumulation of only ½” on some
airfoils will reduce lift by as much as
50%, increase drag by an equal amount
and greatly increase the stalling speed.
But, what makes ice form on an aircraft?
Excuse me if I get a bit technical for a
while. It won’t last long. As I have stated
before, two things are needed for ice
formation on an aircraft; a temperature
of 00 C or less and some form of visible
moisture. Water droplets below 00 C are
called “supercooled” water droplets, and
have been found at temperatures as low
as -190 C. Supercooled water increases
the rate of icing and is essential to rapid
ice formation (accretion). Supercooled
water is in an unstable liquid state and
when an aircraft strikes a drop, part of
the drop freezes instantly. The latent
heat of fusion released by the freezing
portion raises the temperature of the
remaining portion to the melting point.
Aerodynamic effects may cause the
remaining portion to freeze. The way
in which the remaining portion freezes
determines the type of icing. The types
of structural icing are clear, rime and a
mixture of the two. Each type has its
identifying features. The heaviest icing
will occur between 00 and -100 C. Let’s
look at these types.
CLEAR ICE
- Clear ice forms when,
after initial impact, the remaining
liquid portion of the drop flows out
over the aircraft surface gradually
freezing as a smooth sheet of solid ice.
This type forms when drops are large as
in rain or cumuliform clouds. Clear ice
is hard, heavy and tenacious (like me!),
and its removal by deicing equipment is
especially difficult.
RIME ICE
- Rime ice forms when
drops are small, such as those found in
stratified clouds or light drizzle. The
liquid portion remaining after initial
impact freezes rapidly before the drop
has time to spread over the aircraft
surface.
The small frozen droplets
trap air between them giving the ice a
whitish appearance. Rime ice is lighter
than clear ice and its weight is of little
significance,
However, its irregular
shape and rough surface make it very
effective in decreasing the aerodynamic
efficiency of airfoils (like that on
a Mooney), thus reducing lift and
increasing drag. Rime ice is brittle and
more easily removed than clear ice.
MIXED CLEAR AND RIME ICE Mixed ice forms when drops vary in size
or when liquid drops are intermingled
with snow or ice particles. It can form
rapidly.
Rime ice particles become
embedded in clear ice, building a very
rough accumulation that sometimes
forms in a mushroom shape on leading
edges.
Icing accumulations, regardless of type,
are measured by four values.
Trace - Ice is perceptible, with the
rate of accumulation slightly greater
than the rate of sublimation. Not
hazardous unless encountered for over
one hour without anti-icing or deicing
equipment.
Light - Rate of accumulation may
create a problem if flight is prolonged
in this environment. Occasional use of
deicing equipment removes ice.
Moderate - Rate of accumulation is
such that even short encounters become
potentially hazardous and continuous
use of deicing equipment is necessary.
Severe - Rate of accumulation is such
that
anti-icing/deicing
equipment
fails to reduce or control the hazard.
Immediate diversion is necessary.
Two things should be noted here. First,
“Heavy” is not a valid icing report. And,
since Severe means that the equipment
is not capable of handling the situation,
no aircraft is certified into these
conditions. Not your TKS equipped
Mooney or that heavily deiced Boeing
airliner!
Now we know the types of ice, but where
can they be found? Basically all clouds
with subfreezing temperatures have
icing potential. However, drop size,
distribution and aerodynamic effects
of the aircraft influence ice formation.
Ice may not form even though the
potential exists.
(continued on page 8)
7
The condition most favorable for very
hazardous icing is the presence of
many large, supercooled water drops.
Conversely, an equal or lesser number
of smaller droplets favor a slower rate of
icing.
is never more than a few degrees
below freezing. In layer type clouds,
continuous icing conditions are rarely
found to be more than 5,000 feet above
the freezing level, and usually are only
2 to 3 thousand feet thick.
Small water droplets occur most often in
fog and low level clouds. Drizzle or very
light rain is evidence of the presence of
small drops in such clouds; but in many
cases there is no precipitation at all.
The most common type of icing found
in lower level clouds is rime.
Fronts
On the other hand, thick extensive
stratified
clouds
that
produce
continuous rain such as altostratus
and nimbostratus usually have an
abundance of liquid water because of the
relatively larger drop size and number.
Such cloud systems in winter may cover
thousands of square miles and present
very serious icing conditions for long
flights. Particularly in thick stratified
clouds, concentrations of liquid water
normally are greater with warmer
temperatures (Remember my encounter
in Florida?). Thus, the heaviest icing
will be found at or slightly above the
freezing level where the temperature
8
A condition favorable for rapid
accumulation of clear icing is in freezing
rain below a frontal surface. Rain forms
above the frontal surface at temperatures
warmer than freezing. Subsequently, it
falls through air at temperatures below
freezing and becomes supercooled. The
supercooled drops freeze on impact with
an aircraft surface. It may occur with
either a warm front or a cold front. The
icing can be critical because of the large
amount of supercooled water. Icing can
also become serious in cumulonimbus
clouds along a surface cold front, along
a squall line or embedded in the cloud
shield of a warm front.
Terrain
Air blowing upslope is cooled
adiabatically (say that three times
fast!). When the air is cooled below
the freezing point, the water becomes
supercooled. In stable air (not what is
found around cattle feed lot) blowing
up a gradual slope, the cloud drops
generally remain comparatively small
since larger drops fall out as rain. Ice
accumulation is rather slow and you
should have ample time to get out of
it before the accumulation becomes
extremely dangerous.
When air is
unstable, convective clouds develop
a more serious hazard for icing
conditions. Icing is more probable
and more hazardous in mountainous
regions than over other terrain.
Mountain ranges cause rapid upward
air motions on the windward side, and
these vertical currents support large
water drops. The movement of a frontal
system across a mountain range often
combines the normal frontal lift with
the upslope effects of the mountains to
create extremely hazardous icing zones.
Each mountain region has preferred
areas of icing depending on the
orientation of the mountain range to
the wind flow. The most dangerous
icing takes place above the crest and to
the windward side of the ridges. This
area usually extends about 5,000 feet
above the tops of the mountains; but
when clouds are cumuliform, the zone
may extend much higher.
Seasons
Icing may occur during any season of
the year; but in temperate climates such
as cover most of the U.S., icing is more
frequent in the winter. The freezing
level is nearer the ground in the winter
than in the summer, leaving a smaller
low level layer of airspace free of icing.
Cyclonic storms also are more frequent
in winter, and the resulting cloud
systems are more extensive.
OK you say. Now that we know almost
all there is to know about icing, how do
we fly in the winter? Since most of us
fly Mooneys not certified to fly in such
stuff, let’s address these first.
STAY OUT OF ICE!!!
That was easy. But flying is not that easy,
especially in the north in winter. Those
who operate out of the frozen north, and
you have my pity, must pay particular
attention to flight planning. This is not
just the weather part of planning, but
the “having an out” part of planning.
By knowing where the most likely areas
are for the development of ice, and
almost more importantly where ice is
not, we can always have a way to go if
we should need one.
STAY OUT OF ICE!!!
And getting out if we should accidentally
get in is the only correct thing for the
non-certified aircraft. At the first sign,
leave icing immediately! Even a trace
encounter can rapidly escalate into
something which will bring down an
aircraft not equipped for such stuff.
What about the Mooney approved
for flight into known icing? This is
an interesting statement, because
FAR 25, Appendix C (and the criteria
contained in Advisory Circular 23.14192, CAR 3 and FAR 23) do not include
all icing conditions. Also, tests were
not conducted in all icing conditions.
Flight into icing conditions which lie
outside the FAR defined conditions is
not specifically prohibited; pilots are
advised, however, to be prepared to
divert the flight promptly if hazardous
ice accumulations occur. That sounds
like something I just said to the nonapproved aircraft. Again, safe operation
in icing conditions is dependent on pilot
knowledge of atmospheric conditions
conducive to ice and the limitations of
the installed ice protection equipment.
It also requires the pilot to use good
judgment when planning a flight into
areas where possible icing conditions
exist. FAR 25 did not envision long
duration ice encounters. The intent of
the regulation was to allow aircraft to
fly “through” icing conditions. When
icing conditions are encountered, the
recommended procedure is to change
to an altitude where icing conditions
are not present. The prudent pilot must
remain alert to the possibility that icing
conditions may become so severe that
even the TKS system on the Mooney
cannot cope with the situation. If such
conditions are encountered, the pilot
should immediately take the most safe
and expeditious course of action to exit
the conditions.
CBP has decided it’s time to aggressively
enforce the procedures.
Customs will soon issue its first penalty
against a pilot. The agency also said
that it will start issuing penalties on a
monthly basis. The penalty for the first
violation is a $5,000 fine, while each
subsequent violation carries a $10,000
fine.
Since May 2009 that pilots flying
internationally have had to submit
electronically, a passenger manifest and
arrival/departure notification at least
60 minutes prior to leaving or entering
the United States. This summer,
customs released enhancements to
eAPIS to make it easier to file this
notification. Pilots can now save up
to 10 manifests indefinitely, and eAPIS
will automatically save the latest five
manifests for 30 days.
So, MAPA members who fly to places
outside the US have been warned.
eAPIS
Those of you who attended this year’s
MAPA convention in Colorado Springs
had the chance to listen to Carol Foy
discuss flight to and from the US using
the Customs and Border Protection’s
passenger reporting system called
“eAPIS”. It has been over a year since
pilots started using the Electronic
Advance Passenger Information System
for international flights, and Customs
and Border Protection officials have, up
to now only sent a warning letter to pilots who had violated eAPIS procedures.
The agency had been lenient when it
came to minor violations using the
system, reaching and educating pilots.
9
10
2011 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.
February 4-6, 2011
Ft. Myers, FL
July 8-10, 2011
Denver, CO
April 8-10, 2011 Palm Springs, CA
September 9-11, 2011
Atlantic City, NJ
October 7-9, 2011
Owensboro, KY
Have you attended a PPP previously? ______ If so, how many times? ______
Name: MAPA # Address:
City:
State:
Zip:
Tel: Bus.: Fax:
FAA 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.
11
IN S URANCE
The Additional Insured
Decision
by John Allen, Falcon Insurance Agency • Kerrville, TX
It is one of the most frequent
endorsement requests that we receive.
Someone just called and wants to be
added as an additional insured to your
aircraft insurance policy.
Why are they asking for that
endorsement? Should we agree to do
that? What is an additional insured?
Why does the MAPASF request this
before training in my aircraft? These are
questions that our MAPA members have
asked us over the years. It seems that
every FBO, Airport, or training facility
would like to have their name placed on
the MAPA member’s aviation insurance
policy as an additional insured. With
the cost of insurance and the size of
liability awards, it is not difficult to
understand why there are so many
12
wanting to share the MAPA member’s
coverage without being charged for it.
commercial aviation should provide
their own insurance coverage.
To understand this request it is
important to refresh ourselves as to the
different types of insureds. They are the
“named insured” and “other insured”.
If you are not thoroughly confused then
please stick with us. There is more to
come.
Should the person or entity not meet
the definition of an insured in the first
two paragraphs, it would be necessary
to endorse them specifically on to
the policy. At times we find that our
explanation of the “omnibus” clause
does not satisfy the person or entity
asking to be an additional insured.
They want to see their name on an
endorsement to be certain that the
coverage exists. Other situations that
might require an additional insured
endorsement for an entity involved
in the commercial aviation business
require close examination and prior
approval of the insurance carrier. If a
person or entity does not meet the test
of an “other insured”, they may ask
that the named insured add them as an
additional insured. Ultimately it is the
named insured’s decision to grant this
request or not, but to have it properly
insured it must be agreed to by the
underwriters and they will question the
benefit to the insured and determine if
a charge is required should they agree to
endorse the policy.
The named insured on the policy is
normally the aircraft owner or possibly
the lessee of the aircraft. This is the
individual or entity that determines
the amount of coverage that is
required, orders the policy, and pays
the premium. The named insured is
given broad coverage under the policy
and in turn has certain obligations to
perform. Other entities may be added
as named insured for specific reasons.
It is required that the named insured
have a proven insurable interest in the
aircraft or some other acceptable reason
for appearing as a named insured in the
policy.
The “omnibus” or “other insured” clause
in most aircraft policies states that not
only is the named insured covered under
the policy, but also persons getting into,
riding in, or alighting from the aircraft.
Also included as insured under these
clauses are persons or entities that have
been given permission to use the aircraft
or are otherwise legally responsible for
its use. The exception to this rule is that
individuals or entities that are engaged
in the commercial aviation business
of training, selling, maintaining, or
manufacturing aircraft are excluded
from this coverage. The underwriters
have taken the position over the years
that individuals or entities involved in
In the past, insurance carriers have
attempted to limit the coverage
extended to an additional insured to
the named insured’s operations only.
The thinking was that the carrier
would protect the additional insured
for any liability brought on them by
the negligent operations of the named
insured only. That is the reason these
endorsements read:
• It is agreed that Mr/Ms Jones are
additional insured as respects the
operations of the named insured.
That wording has worked in the past
to limit the coverage to the named
insured’s negligence, but recent court
decisions have changed that and it is
possible that this wording could be
interpreted to mean that the named
insured will be picking up the negligent
actions of the additional insured as well.
Also by adding the additional insured
to the policy, the limit of liability on
the policy could be shared with the
additional insured in the event of a loss.
That could leave the named insured out
of coverage when they need it the most.
So it is generally not a good idea to add
another party to the MAPA member’s
insurance policy unless there is a clear
benefit to the member, and it is agreed
by the underwriter.
As mentioned above, the MAPASF
training program does request that they
be added to the policy as an additional
insured with a waiver of subrogation
as do others such as FlightSafety
International Flight Training Inc. or
Simuflite (CAE). This is an acceptable
request as it allows these companies to
provide training in the members owned
aircraft without paying for additional
insurance coverage and passing that
charge back to the member. Normally,
underwriters will readily agree to
this request and promptly provide a
certificate of insurance to verify the
coverage. The underwriters feel this is
a good investment as the additional risk
is well worth the extension of coverage
under the policy to these providers as it
is known an excellent training resource
and it results in a better trained pilot.
If you have any questions about any
issues discussed in this article, please
contact your MAPA Falcon aviation
insurance representative.
13
CALENDAR OF EVENTS
LET’S DO LUNCH
Florida Lunch Group
Future Dates and locations of our lunches are as follows:
We meet at 11:30 a.m. on the second Saturday of all events. Please contact Dave at 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.
Jan. 8, 2011 Feb. 12, 2011 Mar. 12, 2011 Sebring (SEF) JR’s Runway Café
Williston (X62) Pyper Kub Café
TBD
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
Mooney Ambassadors--Share the Passion!
*Support our Mooney Airplane Company
*Promote General Aviation
*Have someplace wonderful to fly.
Feb. 5, 2011 Key West Int’l Airport (KEYW) Key West is having their first ever Southernmost Openhouse & Aviation Review (SOAR)
May 14, 2011 Oceano Airport Celebration Day. Come join us for this old-fashioned fly-in. Free admission, fuel dis-
count, live music, kids activities and good food. Come support
Oceano Airport
June 11, 2011 Porterville AirFaire-the Eagle Mountain Airshow, come and enjoy yourself.
June 17-19, 2011- Father’s Day Fly-In Columbia, CA- come join us for some great family fun.
Aug. 26-27, 2011 Lake in the Sky Air Show, South Lake Tahoe (KTVL) Join us for the 22nd year celebration of America’s High Altitude Air Show. The Mooney Ambassadors are the only type club that has specifically been invited by the
event administration for the past several years.
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
14
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
Membership Application
Name:
Company Name:
Address:
City:State:Zip Code:
Country:Email Address:
Day Phone:Fax:
Home Phone:
AircraftMember Survey
Aircraft N#: Year:
Model:
Pilot Ratings: SEL PVT IFR COM’L MEL
ATP CFI CFII AI A&P Other
Do You Own 2nd A/C: Spouse’s Name: ______________Ratings
Occupation: Spouse’s Occupation:
Annual Expenditures for Maintenance & Upgrades to Your Aircraft: What Upgrades Do You Plan to Make in the Future: Paint Interior Avionics Airframe Mods
How Many Hours Do You Fly Per Year: Payment Information:
Annual Membership Dues (Check One)
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15
M E DICAL M ATTER S
Amelia Earheart’s
Flight Into The
Arms of Morpheus
by Dr. Bob Achtel
On July 2nd, 1937, Amelia Earhart
departed Lae in Papua, New Guinea
for Howland Island. Amelia’s proposed
flight from Howland Island was to
Hawaii, and then on to her point of
origin, Oakland California. Amelia
had left Oakland, in her twin engine
Lockheed Electra, on May 21st, 1937.
In a little over five weeks she had
almost circumnavigated the globe at
the equator as she crossed multiple
time zones. Amelia was exhausted from
“prop” lag as well as a genuine lack of
sleep. In her weakened state, utilizing
celestial navigation, Amelia and her
navigator Fred Noonan,
attempted
to find Howland Island which was no
more than a speck in the Pacific Ocean.
A recent flight, equipped with a Global
Positioning System (GPS) had difficulty
in locating the island. Amelia Earhart,
and Fred Noonan, were never seen
again.
INSOMNIA
A practical definition of INSOMNIA
is difficulty in falling or staying asleep.
At some point in our lifetimes, 58% of
us suffer from insomnia. The average
amount of sleep that we require
decreases with age. A newborn sleeps
up to 18 hours a day. An adolescent
will average 9 to 10 hours a day. Adults,
including the elderly sleep an average
between 7 and 8 hours a day (TABLE
1). As we age we tend not to achieve as
much REM sleep (Deep sleep associated
with Rapid Eye Movements). By nature,
16
(The Greek God
of Dreams)
a lighter level of sleep is not as restful
and can be associated with waking up
feeling tired.
CAUSES OF INSOMNIA
Insomnia can have a Primary or a
Secondary cause. The most common
causes of Primary Insomnia are
ALCOHOL, ANXIETY, COFFEE, and
STRESS (TABLE 2). Many individuals try
to use alcohol to induce sleep. However
alcohol prevents such individuals from
achieving a deep sleep. The result is
they awake prematurely without having
a restful sleep. Anxiety and stress cause
our bodies to produce excessive levels of
adrenalin (epinephrine) which in turn
raises our level of awareness and body
temperature. Our body temperature
must fall below a critical level before we
can fall asleep. Coffee, and certain cold
medications either contain adrenalin
type compounds or stimulate the body
to over produce it’s own.
Secondary insomnia is caused by an
underlying medical condition. Back
pain from osteoarthritis, or a pinched
nerve as it exits between the vertebral
bodies can restrict restful sleep and
lead to frequent awakenings. Joe
Montana underwent surgery during his
football career for such a pinched nerve
situation (spinal stenosis). Depression is
a common cause of secondary insomnia
and often leads to the patient seeking
medical treatment. Menopausal hot
flashes can and will interrupt sleep.
A condition called the Restless Leg
Syndrome where the patient experiences
unusual sensations and periodic leg
movements will disturb sleep. Sleep
apnea where the patient’s breathing is
intermittently blocked during sleep will
lead to arousal of different areas of the
brain as oxygen levels decline.
DIAGNOSIS
The diagnosis can often be made from
the history, physical examination,
and where indicated, laboratory tests
such as X-rays. Where the diagnosis
needs further definition, a sleep
study can be performed. The test is
called POLYSOMNOGRAPHY. Several
functions are measured in addition to
the patient’s vital signs. The patient’s
brain waves, eye movements, breathing,
blood oxygen, and electrocardiogram to
name a few.
TREATMENT
In primary insomnia the obvious causes
such as caffeine and alcohol need to
be eliminated. In secondary insomnia,
medical treatment is frequently needed
to control the secondary causes of
insomnia. In addition, there are certain
steps that can be taken prior to going to
sleep that may facilitate a good night’s
rest. A few suggestions are listed below.
NIGHT TIME REMEDIES
1.Cool dark bedroom.
2.Comfortable bed and bedclothes.
3.Quiet activities leading up to bed
time.
4.Reserve your bed for sleeping and sex.
5.Established bed time.
6.Relaxing activity such as a hot bath or
shower
MEDICAL CONSULTATION
When insomnia lasts more than a month
it is time to see your health provider.
Prolonged insomnia is associated with
cardiovascular disease, high blood
pressure, insulin dependent diabetes,
obesity, and increased risk of infections.
Need we add fatigue? Medications for
short time use are effective. On a long
term basis the use of medications to
promote sleep is controversial.
TABLE 1 AVERAGE SLEEP NEEDS
AGE
AVERAGE HOURS OF SLEEP
NEWBORNUP TO 18 HOURS
3-5 YEARS11-13 HOURS
ADOLESCENTS9 - 10 HOURS
ADULTS INCLUDING
THE ELDERLY
8(+) HOURS
TABLE 2 CAUSES OF PRIMARY INSOMNIA
ALCOHOL
ANXIETY
COFFEE
STRESS
TABLE 3 CAUSES OF SECONDARY INSOMNIA
DEPRESSION
MENOPAUSAL HOT FLASHES
OSTEOARTHRITIS AND BACK PAIN
RESTLESS LEG SYNDROME
SLEEP APNEA
17
18
19
M O ON EY M AI NTENANCE
Ask Jerry
by Jerry Manthey, MAPA Maintenance Instructor
as your A & P License for completing
the maintenance and authority for
siging it off.
If you attended my
class, the manual you received listed
the acceptable maintenance allowed
by a pilot/owner. I cannot emphasize
enough how important it is to have an
experienced A & P helping you with
landing gear problems and rig checks.
Of course, this goes for all maintenance
on your Mooney.
Remember, if you have a maintenance
problem and it requires repair and an
entry in the log book, it must be listed in
FAR Part 43 Appendex A, Paragraph (c)
to allow the pilot owner to accomplish
the maintenance.
Of course, it goes
without saying a Mooney Maintenance
manual for your model Mooney should
be present while maintenance is being
performed.
I am going to again write about the
landing gear this month, even though
I wrote about it at length last month. I
had several calls recently about poblems
with maintenance on the landing gear.
I know that many of you Mooney pilots
know your Mooney and feel that you
can safely accomplish the maintenance
on your plane.
Several of the callers
reminded me that they attended my class
in the past. I did cover the landing gear
quite thoroughly in the class, however
the problems that the callers had were
not the normal type maintenance
problems that are usually covered at
the 100 hour inspection during annual
time. I commend these owners because
they did find the problems while they
had the Mooney on jacks.
You may recall that I explained the
different types of landing gear and how
20
to accomplish the gear rig check during
the 100 hour inspection. There are
pictures featured in the class manuals of
the special tools that are needed to check
the gear. Also, I reminded everyone in
my class that it would be a good idea
to have an experienced Mooney FAA
licensed mechanic (A & P) look over his
shoulder if he had to make repairs on
the landing gear. The A & P would have
to sign off this entry in the aircraft log
book when the repairs are completed.
The FAA gives the pilot owner a list
of maintenance items the pilot is
allowed to accomplish. Get a copy of
FAR Part 43, Appendix A, Paragraph
(c) and read it. These are the only
maintenance items a pilot is allowed
to accomplish and sign off in the log
book in order to return your Mooney
to service. Your pilots license serves
_____________________________________
Another problem area for Mooney
owners is the fact that there are many
Mooneys with STC’s installed. The
problem is too many Mooneys do not
have the proper paper work to go with
the STC’s. Last month I had several
calls on this subject. The Mooney is in
for the 100 hour and annual inspection
and the IA asked the owner “where is
the paper work for the numerous STC’s
installed?” The problem starts when
the pilot buys a Mooney that he really
likes because it has all these good STC’s
installed.
Most Mooneys undergo
a fresh annual when sold. The first
annual with the new Mooney owner
presents him with a real surprise when
the IA asks him for the paper work
on these great STC’s. The new owner
begins investigating where the STC’s
were installed and then makes some
calls. Again, he is surprised because
the shop that installed them is out of
business and he cannot find the person
that initiated the STC’s. No paper work
can be found.
Even with a call to
Oklahoma City FAA where 337’s are on
file. He finds out there are no STC’s on
file. Many Mooney owners have a lot
of the STC’s installed by their favorite
IA and in many cases no paperwork is
completed. A WORD OF CAUTION!
There are many pilots who are first time
Mooney buyers who should check the
log book for entries of STC’s and the
accompanying paper work. DO NOT
ACCEPT the aircraft until all the paper
work is satisfactorily presented.
The
POH has an inventory list when it
leaves the factory as a new Mooney. The
FAA requires that anything removed
of the originally installed equipment
must have a 337 to show authority for
removal. The same goes for anything
added--it must have an STC and should
really have a 337 with the paper work.
In many cases a new weight and balance
has to be calculated and entered on
the 337. A good example of what can
happen without the paper work i.e.
Someone bought a used aircraft from
out of town (not a Mooney). At the first
annual inspection the IA discovered
two different wings (part numbers)
were installed. This aircraft was in an
accident and rebuilt by the previous
owner. He had to get legal assistance
to get his money back, even though the
new owner and IA were in the right.
Another example, same scenario, new
owner, first annual. One year later, the
IA discovered engine parts were mixed
up in the engine (wrong part numbers).
Again, the IA would not sign off.
Another court battle. A WORD TO THE
WISE - when purchasing a used Mooney
- make sure you get an experienced A &
P - IA involved. You need all the paper
work. This will keep you safe and save a
bunch of money!
Have a safe Mooney flight!
Jerry
21
Your MAPA
Safety Foundation at Work
by Bruce Jaeger
We continue to live in a challenging
time. Everyone must set priorities, and
I hope you’re able to dedicate time for
flying your Mooney. I’d also encourage
you to consider the impact you could
make with a tax-deductible donation to
the MAPA Safety Foundation.
As current MAPA Safety Foundation
president, I’d like to reconfirm our
mission of Safety First. Established
in 1990 as a non-profit organization
to promote safety for Mooney pilots
everywhere, we rely on help from our
many volunteers. We also need your
financial support. As a MAPA member,
I expect you’re familiar with the Safety
Foundation
proficiency
programs
offered all around the country. This
valuable service is only possible through
22
the efforts of dedicated volunteers and
generous contributions from Mooney
owners and enthusiasts.
Although I’m approaching my 20th year
as a MAPA Safety Foundation flight and
ground instructor and board member, I
still look forward to each event. Though
the lasting friendships from board
members and Mooney pilots all around
the country are tremendous, this isn’t
the primary reason for serving. The
reward comes from knowing I’ve made
a difference in safety. I’m confident that
all of our board members and instructors
would agree that this is the real reason
for their contributions. A comment
from a single client suggesting that
something he or she learned at a Safety
Foundation proficiency course probably
saved a life makes it all worthwhile.
The need for specialized training is
becoming more and more obvious
with every instrument procedure or
FAA rule change, insurance company
requirement, GPS upgrade, increasing
liabilities and certainly the cost of
maintenance and effects of aging
aircraft. Safety Foundation clinics are
continually updated to help Mooney
owners everywhere make good choices
regarding the responsibilities of owning
and safely flying their airplanes. We all
know about the cost of flying, but being
able to recall that one bit of advice when
faced with a critical in-flight situation
could be priceless. All of us benefit from
learning from the experiences of others
as we’ll never fly long enough to make
all the mistakes on our own.
Insurance companies have recognized
the benefit of MAPA Safety Foundation
training
by
offering
meaningful
discounts. The FAA has also seen the
benefit and now provides credit through
their coveted Wings program.
It’s hard to believe that introduction of
the Mooney 201 was 33 years ago and
a majority of Mooney airplanes have
celebrated their 40th birthdays. Right
along with currency of our Mooney
pilots, the special needs of an aging
airplane fleet are addressed by the
Safety Foundation. Though we’re first
dedicated to pilot and passenger safety,
programs also add insight into how
to protect the value of our Mooney
airplanes and conservatively manage an
engine.
The Safety Foundation provides an
annual scholarship to a dedicated
applicant working toward a pilot or
aviation technician career. Scholarships
and affordable Safety Foundation
courses are only possible with volunteer
help and tax deductible contributions.
Check out our newly developed website
at www.mooneysafety.com for answers
to questions about flying or caring for
your Mooney. The website also lists
the dates and locations of future pilot
proficiency programs.
I ask you to consider making a tax
deductible contribution of $100.00 or
more. Every donation – whatever the
amount – will make a difference. It
will help us to continue to provide our
pilot proficiency programs at a very
affordable rate. With your donation,
you too can experience the rewarding
feeling of making flying safer. Make
your check payable to order of MAPA
Safety Foundation, Inc. and mail to:
Theodore Corsones, Treasurer
1 Nickwackett Street
Rutland, VT 05701
I look forward to the possibility of
seeing you at a future MAPA proficiency
course.
Bruce Jaeger
President
MAPA Safety Foundation
23
24
Charles C Bailey
M20J
Elizabeth Holloway
M20J
William Bayles
M20E
Michael King
M20J
Grant Besley
M20F
Yvonne Kress
Samuel Castillo
M20R
George Clark
M20C
Joe Labrie
M20S
Tom Lambert
M20TN
Robert Ponti
Greg Rex
M20J
Stephen Smith
M20C
Walter Lewis Smith Jr.
M20F
Sean Stevens
M20G
Ken Lovegreen
Brian Terrance
M20J
Arif Malik
M20J
Scott Thompson
M20E
Enrique Morcillo
M20E
George Waddington
David Colbert
David Doyle
M20E
George Galloway
M20C
Richard George
Michael Gill
M20C
David Halpenny
M20K
Rocky Mapes
M20E
Kermit L Walters Jr.
M20K
Shaune Maycock
Lodie Moore
M20F
Timothy R Murphy
M20J
25
Fort
Myers
by Ted Corsones
February in Florida.
Sunshine and
Flying. It doesn’t get any better! We
will return to Fort Myers, Florida (Page
Field) for our next pilot proficiency
program – February 4-6, 2011.
At this program many pilots take
advantage of the site by bringing their
families along to enjoy a midwinter
vacation. Our training airport is near
the massive ecosystem called the River
of Grass – better known to us as the
Everglades - a natural environment that
teems with countless species of birds,
animals, flora and fauna. It is also
located near Sanibel and Captiva islands
– known worldwide by shell collectors.
At the museum you will visit the Great
Hall of Shells and learn the role that
shells have played in ecology, medicine,
literature, religion, art, architecture, and
as a source of food. Then you may wish
to visit the Imaginarium. There you will
experience your world by touching a
cloud, or feeling the force of a hurricane
or encountering a thunderstorm, and
view the 60 interactive exhibits and
the live fish, sharks, turtles, swans and
iguanas.
Perhaps you will wish to be a bit more
active. Have you tried an airboat ride
through the Everglades? It is an event
to be remembered. Then, on the other
hand you may wish a more leisurely
pursuit.
Advertised as Southwest
Florida’s number one tourist stop is the
Giant Flea Market. There you can treat
yourself to a festive atmosphere as you
stroll through hundreds of bargainpacked booths. If not totally exhausted
you can move on to upscale shopping at
the Miramar Outlets and the Bell Tower
shops.
Remember, that this mid-winter
program is a favorite for our pilots.
The temperature in February in Florida
is ideal – daytimes in the 70s and
26
nighttimes in the 50s. As most of you
know, the Snow Birds are in residence
during the winter months and hotel
rooms are at a premium. On your behalf
we have planned ahead. We entered
into a contract with our headquarters
hotel two years in advance.
This
enabled us to negotiate fabulous rates
for you. However, the headquarters
hotel wants reservations in early as
the general public will be willing to
pay much higher rates for the rooms.
Our available slots will fill up quickly.
I urge you to make your reservations
early and avoid being disappointed.
Do it now! If another event preempts
your attendance at this program, it will
be much easier for you to cancel this
program than to try and make a hotel
reservation the days preceding the
program.
As all previous pilots who have trained
with us are aware, our instructors
are Mooney-specific instructors, and
many of them own their own Mooney
airplanes. It is no coincidence that we
love Mooneys as much as you do.
On my most recent application for
airplane insurance, I was required to
respond to the following questions: (1)
Last Instrument Proficiency Check; and
(2) Provide a Certificate verifying Annual
Recurrent Training in Your Airplane.
The program in Fort Myers will satisfy
these requirements. At the completion
of the program, each eligible pilot will
be endorsed for a biennial flight review,
instrument proficiency check, and will
receive FAA WINGS credits. Pilots will
also be awarded Certificates of Successful
Completion of a Mooney specific
recurrent training program, which
they can present to their insurance
agents prior to the anniversary dates
of their policies. These documents
should prove helpful as each of you
negotiate for a favorable premium
on your airplane renewal policies.
Another national aviation insurance
carrier states “If all pilots approved to
pilot their aircraft take annual refresher
training – or participate in the FAA pilot
proficiency award program – please
make sure that their insurance agents or
brokers know of this and tell us about
it when renewing their policies.” Your
reward will likely be a reduction in your
insurance premium.
Once again, I encourage you to make
your reservations early. Shake away
the Winter Blues.
Complete the
registration form in this magazine and
mail it, together with your check to:
MAPA Safety Foundation, Inc., PO Box
460607, San Antonio, TX 78246-0607.
If you have any questions, you may call
MAPA at 210-525-8008 or send a fax at
210-525-8085.
Safety Is No Accident
27
28
29
Cargo Door Incident in
a Mooney (N-98184)
Akbar (AK) Tahiry
MAPA Member
It was Sunday, September 12, 2010. My
wife and I along with another friend,
who also had flown his own Mooney,
had finished a great 2-night stay in Bar
Harbor. It was time to leave Maine. I
filed my IFR flight plan from Bar Harbor
(BHB) to Morristown, NJ (MMU) for
an 11:00 AM departure. The Mooney
was fueled up by the FBO and I checked
the oil. We loaded up the baggage and
then it was time to do the pre-flight
inspection. I proceeded with my preflight inspection, as I had done over
the years, going around the plane in a
clockwise direction, starting and ending
at the cargo door location with securing
and locking the cargo door.
It was shortly after 11 AM local that
Bangor Approach cleared me for take
off and climb to 2,000 feet. The take
off roll from Runway 4 was normal and
upon approaching 2,000 feet, Bangor
approach cleared me to 10,000 feet
and direct Kennebunk Port (ENE). As
I was climbing from 2,000 feet and
turning towards ENE, we heard a loud
boom noise. My wife looked and said
that the cargo door had blown open. I
reduce speed from about 130 to about
100 and extended the landing gear in
hope of reducing additional damage. I
informed Bangor approach of the open
cargo door and asked for vectors back
to BHB. The landing was a little rough
due to the open cargo door. I taxied
to the ramp and got out to inspect the
damaged cargo door. The cargo door
had bent, but still on the hinges. I
suppose, if the incident had happened
at higher altitude and speed, the door
would have blown off the hinges with
possible impact to the tail cone flight
controls.
Closer inspection of the door indicates
that the safety cotter pin in the interior
handle of the cargo door had come off.
Locking the cargo door was part of my
pre-flight inspection with no inspection
30
of the interior handle of the door that
had a cover on it. After replacing the
cargo door with a new fabricated door
by the Mooney Factory, I have added
inspection of the interior handle and
the safety mechanism of the cargo door
to my pre-flight checklist.
Please see attached image of interior
safety handle of my damaged cargo
door.
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.
Sub-total
Total
Texas tax (8.125%)
Shipping & Handling
Total $
$10
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
M O ON EY M AR KET
Pre-201 Mooneys
by Jimmy Garrison
art plastic overlay. And as a result, you
enjoy your flying more. What is that
worth? Probably more than $1000.
What are modifications really worth?
For years, you have been reading my
interpretation of what certain mods
mean to the market, but the market is
only part of what value may lie in an
improvement to a plane. Let’s look at
some examples of modifications that
can be installed on a pre-201.
201 Style Windsheild – In my opinion,
it is the best of the airframe mods that
you can install on your plane. Cost,
if I recall correctly, will run you from
$3,000 to $5,000 installed, depending
on your labor rate and how much work
you do to make the cosmetics (i.e. paint)
match. That is a lot of money. What
does it mean in terms of value? A peek
down below in this column will suggest
that I suggest that the market puts
$2,000 in value on the mod. About half
in return when you resale the plane. But
what happens when you factor in the
following? The plane will be faster, the
cabin will be quieter and you will have
better visibility. How about considering
that you will have a better looking
airplane?
How about considering
that you will be happier when you fly
the plane. What is the value in those
34
benefits? For me, it is a lot more than
the $2,000 that you will get back when
you sell the plane. Although you can’t
quantify anything but the cost and the
resale return, my suggestion to you is
that if you are going to fly your plane
for at least a couple hundred hours
more, the benefits of this particular
modification are at least worth the price
and probably a whole lot more. So
order your windshield today from your
favorite Mooney Service Center or Mod
Shop!
What about a modification of the pilots
side instrument panel? Costs are going
to run from $1,000 to $2,500, depending
on how extensive you get. The result?
A modern layout of the standard six
instruments plus the movement of
some navigation equipment closer to
the pilot’s field of vision. What will
that get you in value? Again, if you look
below, I suggest a value enhancement of
$1,000 for resale. But, what do you get
in the way of non-economic benefits.
One, you don’t have to look at a panel
that only a pre-201 Mooney owner
could love. Additionally, you get rid
of the cheesy 1960’s-was-state-of-the-
How about one more? How about
modding the panel with a Garmin
430W. That is going to cost you between
$10,000 and $13,000 depending on
several factors, like which indicator
head you have in the panel to start
with. What do you get? 1) A value
enhancement of about $7,500 (for the
WAAS version). 2) Speed – a GPS is the
best speed mod you can put on a plane
because it allows you to fly straight
line in most cases. My favorite part of
a 430 is that I can precisely plan my
descents so as not to get there too early
and have to bounce around in higher
temperatures. 3) Entertainment! Yes,
you will be entertained and you will
entertain others with your vast ability
to identify the smallest of airports,
towns, lakes and rivers. Every landmark
has a story. That has to be priceless.
So, are you seeing a theme here? Price
(cost) is what it is. But value may not
be. Value enhancement for the purpose
or resale should be considered. But
value enhancement that includes
the quality of your flying may mean
ultimately that your investment in a
modification actually equals or exceeds
the cost of the modification, whether it
be airframe, panel or avionics (or you
can include paint, interior, autopilot
and a number of other things and come
to the same conclusion). You CANNOT
always look only at what overall value
is added to the airplane (unless you
are a dealer, like me). The value in the
addition of modifications is oftentimes
more than the traditional value guid-es
or what the ‘
Mooney Market’ guy
from MAPA tells you it is.
Email me at
jimmy@allamericanaircraft(dot)com if
you ever want to ask some questions
or point out the error of my thought
processes (you won’t be the first).
Base Price Chart for Pre-201 Mooneys:
M20CM20EM20FM20G
1962
30,000
1963
31,000
196432,00036,000
196535,00039,000
1966
37,00041,000
1967
39,00043,00048,000
1968
42,000None Produced50,00042,000
1969
44,00048,00052,00044,000
1970
46,00050,00054,00046,000
1971
47,00051,00055,000
197450,00054,00058,000
1975
52,00056,00059,000
197654,00061,000
197758,00063,000
Equipment Represented in the Base Price of a Pre-201 Mooney
Engine Average Time:
900 hrs.
Airframe Average Time:
90 hrs. per year, Plus or Minus 300 Hours (Multiply the number of
years since manufacture by 90. If the subject aircraft is within 300
of the result, there is no add or subtract for time. If the number is
outside of the range, there is an add or subtract for ONLY those
hours outside of the range).
Base Equipment:
Digital King Nav-Coms (ex. KX-155 or KY-197/KNS-80 or equivalent),
Good Transponder, Positive Control, Original Panel Configuration
(No Mods).
Cosmetics:
Serviceable Paint and Interior.
Maintenance:
6 months since annual inspection. If the
plane is maintained by a known Mooney
specific shop on a regular basis, there may
be a healthy value addition (+/- $3,000)
Typical Adds and Deducts on the Pre-201 Mooney:
Engine Time:
Add/Subtract $12.00 per hour Below/Over 900 hrs on C/G.
Add/Subtract $14.00 per hour Below/Over 900 hrs on E/F.
Note: Add a little more/hr. for SNEW or SFREM.
Note: Add a little less for Questionable Overhaul.
Once Past Mid-time, no value is added for SNEW or SFREM
Airframe Time:
Add/Subtract $2.00/hr for hours below or above average (plus or minus 250 hours) on
‘62-’67 models.
‘68-’71 models.
‘74-’78 models.
Radios:
Subtract $500 to $2000 Non-King Digitals (Terra Digitals, Narco 12-Ds, Collins, McCoy
and TKM Replacements).
Subtract $2000 for each KX-170B or equivalent.
Subtract $5000 for only one radio or 360 Ch. Radio.
Subtract $5000 for no Glide Slope.
Autopilot:
Add $4000 to $6000 For Full Alt/Nav/Hdg. AP (ex STEC).
DME:
Add $500 for King KN-64 or -62A.
HSI:
Min of $500 for Narco, to Max of $4000 for King.
GPS:
Min. of $500 (Early VFR) to Max of $2000 (Approach IFR like a KLN-89B).
Add $5,000 for a Garmin GNS-430.
Add $7,500 for a Garmin GNS-530.
Add $2,500 for WAAS Upgrade on 430 or 530
Propellor
Subtract $1,500 for Hartzell with Eddy Current Insp Only.
Add $1,500 for Hartzell with new hub (B Serial Number).
Add $1,500 for 3-blade Replacement.
Add $4,000 for New 2-Blade Hartzell Blended Airfoil.
Other Equipment:
Stormscope, $500 for WX-8 to $2000 for WX-900.
35
Mods:
Cosmetics:
Maintenance:
Damage History:
36
GEM, $750 for GEM-602 to $1,250 for JPI.
Shadin Fuel System, $500
201-Windshield $2000
201-Instrument panel, $1000
201-Complete Instrument Panel/Glareshield, $2,000
201-Cowling, $2000
201-Wingtips, $750
One Piece Belly, $1000
O & N Fuel Bladders, $1000 (Subjective Add – Some Like, Some Don’t).
Deduct $3000 for Original Shock Discs (5 on mains, 4 on nose – new style has 4 on
mains and 3 on nose).
Other Mods Add Marginally (ex, Flap Gap and Aileron Gap Seals, Wing Root Fairings,
etc…).
Some Mods increase Marketability only (ex. 201 Yokes).
Add $4000 for New Paint, Subtract $4000 for Poor Paint.
Add/Subtract fractionally for In Between New and Poor.
Add $4000 for New Leather Interior, Add $2000 for new Cloth Interior, Subtract $3000
for Poor Interior.
Add/Subtract fractionally for in between New and Poor.
Add $2000 for fresh Mooney Service Center or comparable Annual Inspection (All
annuals are not equal).
Subtract $2000 for annual due.
Subtract $2000-$4000 for past due annual (> than 6 mos).
Min $0 deduction for Gear Up older than 10 years ago. Non-Recent Gear Ups on Pre201s are more of a marketing issue than a value issue.
37
S H OP TALK
Flying a 360
by Kerry McIntyre
No, not flying a 360° turn. This month’s
Shop Talk will delve into the expensive
world of owning, operating and
maintaining a 500 hour to mid-time
TCM TSIO-360 series engine. TCM, of
course, stands for Teledyne Continental
Motors, located in Mobile, Alabama.
TCM was formed when Teledyne Inc.
purchased Continental Motors in 1969.
The TSIO-360 engine, first certified in
1966, has been used by many airframe
manufacturers. The Cessna T337 Sky
Master, Piper TurboArrow and Seneca II
- V, as well as the Mooney M20K, all used
some version of TSIO-360 engine. Over
the years this engine has been refined
to have an automatic wastegate system,
turbo intercooler, a second alternator
or a Freon air conditioning compressor
(belt driven).
History: The original TSIO-360 engine
was a 1400 hour TBO engine with light
crank cases and light connecting rods.
By now most have been converted to
1800 hour TBO engines or come from
the factory that way. The higher TBO is
identified by a “B” added to the variant
letter, i.e. a TSIO-360-F (Turbo Arrow)
would be a 1400 hour engine; a TSIO360-FB would be an 1800 hour engine.
The Mooney M20K started life in
November of 1978 as a 231 with the
TSIO-360-GB engine. Later versions
had the TSIO-360-LB engine which
ran cooler cylinder head temperatures
(CHT) due to fuel injection and
induction system changes. It also
added Slick pressurized magnetos. The
lower temperatures improved the -LB
engine longevity so much so that TCM,
when overhauling a -GB engine, would
upgrade it to a -LB. In 1986, the M20K
evolved into the 252 adding completely
enclosed landing gear, continuously
adjustable cowl flap and the TSIO-360MB engine.
38
The -MB engine was a big improvement
from previous TSIO-360s because it
came with an advanced air induction
system which alleviated most of the fuel
injection and high CHT problems. An
intercooler with a Garrett AiResearch
turbocharger and automatic wastegate
made this engine completely different
from most other TSIO-360 engines. The
-MB engine developed the same amount
of horsepower as the -LB but did so
at 36˝ of manifold pressure instead of
39.9˝.
The final Mooney evolution of the
TSIO-360 was the SB version in the
Encore. Not many of these aircraft were
produced but TCM upped the takeoff
horsepower (time limited) by increasing
the manifold pressure. The maximum
rpm was reduced to retain the 1800
hour TBO.
Turbocharged
TCM
engines
are
typically boosted above 29.92˝ of
manifold pressure to obtain 100% rated
horsepower. Turbochargers compress
engine inlet air raising its temperature.
This in itself leads to higher cylinder
head temperatures (CHT) and oil
temperatures. The back pressure in
the exhaust system required to spin
the turbocharger up to speeds to get
higher manifold pressures also raises
temperature and traps heat in the
exhaust system leading to even higher
CHTs. An intercooler helps to lower
the compressor discharge temperatures
as will an automatic wastegate which
allows exhaust gases to bypass the
turbocharger turbine. The wastegate
automatically modulates to run the
turbocharger at maximum efficiency,
resulting in lower turbocharger RPM
and exhaust back pressure. Maximum
efficiency means increased critical
altitude, the maximum altitude where
the engine will still develop 100% rated
horsepower at full throttle.
Mooney, like other aircraft manufacturers publishes in the POH maximum
never-exceed oil temperature, CHT and
TIT numbers. However, in reality the
airplane owner wants to go fast without
adversely affecting the longevity and
reliability the engine. If you operate
your engine one needle width from redline on oil temperature, CHT or TIT, do
not be surprised when your mechanic
gives you a bill for a complete top
overhaul at 300 hours or less. Another
consideration with any (older) aircraft
is that gauges, especially analog gauges,
may be highly inaccurate. So what are
real-world operating procedures for a
TSIO-360 to make it to mid-life before
needing a top overhaul while not
flying around at Mooney 201 speeds?
A good rule-of-thumb is to stay about
1/8” below red line on CHT, TIT and oil
temperature. For longevity, the lower
the better.
Cylinders:
Unlike most Lycoming
cylinders, the TSIO-360 cylinders are not
nitride surface hardened. Comparing
nitrided Lycoming cylinders to TCM
cylinders is like comparing apples to
oranges, they are both cylinders and
both round but their use in an engine
is subject to differing operational
constraints (orange pie ala mode?).
Manufacturers set ring tension and
cylinder hardness of the piston ringcylinder assembly to achieve the desired
horsepower with least amount of blowby and minimal oil consumption while
providing long service life (hopefully)..
The higher continuous (such as during
climbout to altitude) power settings
concentrate heat in the exhaust valve
area of the cylinder wall; over time, this
causes the cylinder wall to wear into the
shape of a football instead of a round
cylinder. Then the piston rings migrate
(they are free rotating) so that the ring
gaps line up at this worn section near
the exhaust valve. This allows the
compressed and combusted air mixture
to blow-by into the crankcase. This
pressurizes the crankcase, pumping
the oil out the breather tube and onto
the belly of the aircraft. Compression
is continuously lost out the breather
instead of at the proper time out the
exhaust valve where it would have
made horsepower.
With Continental engines you will see
this on an oil analysis. It shows up as
high iron and it’s indicating wear of
the cylinder wall. I have seen TSIO-360
engines with as little as 200 hours with
this condition that now need to have
cylinders changed, yet in this same
paragraph I can say one of my customers
has an -MB engine that has over 1100
hours with the original cylinders on it.
It’s all in the power you chose to use,
the TIT and CHT temps that you chose
to use. Lower power settings, lower
temperatures. Of course your plane
would be slower and most Mooney
owners want to go fast! You can see it’s
a trade off, speed or engine longevity,
the choice is yours as the operator.
What are my options when a top
overhaul is needed?
Option one: Buy six new TCM cylinder
kits (which it’s the best way to go) and
you must budget $8,000 to $9,000.00
for parts and $2,500 to $3,500 in labor
with about one week of down time.
Option two: Have your mechanic pull
all your cylinders and send them out to
be bored 0.015” oversize and to overhaul
the heads. Budget $7,000 to $8,000 for
parts and again $2,500 to $3,500 labor;
three to four weeks of down time.
Option three: Exchange your cylinders
for chrome, Cerminil or steel and
replace the pistons and rings. Any
more, I don’t really consider this a
viable option because the cylinders you
may be getting in exchange may have
been overhauled five or more times.
No one keeps total time of these parts.
This option is only used on high time
engines that you don’t want to put a lot
of money into. And don’t waste your
money doing a complete top overhaul
on a worn-out engine even when it’s
near TBO!
Alternator:
All M20Ks came with a
gear-driven Prestolite alternator with
a rubber shock drive. This alternator
tends to run hot as it is located at the
bottom of the accessory case on the
back of the engine so a cooling shroud
is desired. Most K models came with
one. These alternators reliably last
about 500 hours. The 231 has only one
alternator so be sure to complete its 500
hour service on schedule. A new shock
drive for this alternator is over $1,800;
a rebuilt, around $800. A new one will
typically last 1,000 to 1500 hours. If
your engine is involved in a prop strike,
make sure this shock drive is replaced.
The alternator itself will cost around
$300 to $500 to service plus the labor to
remove and reinstall if the shock drive
passes the torque test.
The 252 and Encore came with a second
belt-driven alternator along with the
standard gear-driven alternator that
the 231 has. The pulley in the back of
the engine comes off of a T-drive starter
drive assembly. The second Prestolite
alternator that the T-drive pulley turns
via a belt-drive has very good reliability
and should easily go 800 hours before
needing any repair. The 252 and Encore
both came with cooling shrouds on the
back of the second alternator. The cost
for this belt-driven alternator for 500
hour service is around $300 plus the
labor to remove and replace (R & R) it.
No shock drive to worry about.
T-Drive: The next accessory on the
back of -MB engines is the starter drive
scavenge pump T-drive assembly; a very
expensive part to repair or overhaul. The
231 did not have the T-drive on the end
of the scavenge pump and was much
more reliable. The vacuum pump comes
directly off the back. The starter drive
and scavenge pump on the 231 would
typically go to TBO, but that may not
be the case on the 252 or the Encore.
With the T-drive, it’s not uncommon to
see the vacuum pump drive seal leaking
at 700 to 800 hours, making a mess in
the back of the engine compartment,
spraying oil on everything.
Inside the T-drive, at midlife, it is not
uncommon to find the bevel gears and
scavenge pump gears completely worn
beyond limits. Sometime around 2002,
Teledyne Continental decided to change
the Rockwell hardness on the T-drive
beveled gears from Rockwell hardness
#30 to # 65. These gears are close to $800
each and there are three of them. TCM
on the -520 and -550 engines upped the
hardness of the scavenge pump gears,
but left the gears on the -360 at #30.
Coupled to the T-drive beveled gears
and under load, they prematurely wear
out. The two scavenge pump gears are
$700 each! Off the T-drive is also the
vacuum pump and the starter motor.
The T-drive is a very complicated subassembly and very expensive to repair.
A new drive may make it to TBO, but
an overhauled drive with any used
serviceable gear probably won’t. Also an
overhauled drive may contain some old
softer bevel gears.
Starter Motor System: The starter
system on the TSIO-360 is typical for
TCM but unique compared to Lycoming.
The starter motor winds up a spring that
acts like a Chinese finger-torture toy
which grips a special shaft that looks
similar to a commutator on a generator.
The starter motor drives a worm-gear
reduction to the finger-torture spring.
When the starter is cranked, the spring
grabs the commutator type shaft which
is reduction geared to the crankshaft.
When the engine has started and the
starter motor torque ceases, the spring
loses its grip and the commutator type
shaft spins freely inside the expanded
spring. This has been a fairly reliable
system for Continental. The spring that
winds around the shaft is affordable
but the reduction gear and worm-gear
are very expensive. Therefore, getting
a good starter drive is really important
on an overhauled engine. Again,
overhauled means possibly used parts.
Turbocharger Scavenge Pump:
The turbocharger scavenge pump gears
we talked about earlier draw oil out of
the turbocharger and lift it up to the
top of the engine where it is dumped
back into the crankcase. If the oil is
not scavenged from the turbocharger it
will fill up the bearing housing cavities
and flood the turbocharger with engine
oil. This results in oil entering both
the intake and exhaust systems. Worn
scavenge pump gears that can’t draw
a suction, can’t scavenge oil from the
housing cavity. Also turbocharger check
valves that are improperly installed or
worn can flood the housing cavity.
All the M20K aircraft have two
turbocharger check valves which allow
oil to flow through the housing but
prevent oil in the scavenge pump line
from draining back into the housing
after engine shutdown. An air leak
below the scavenge pump can also cause
an oil-flooded housing. The inlet check
valve opens when there is oil pressure
and at a higher pressure than the outlet
39
check valve. At idle (low oil pressure) the
outlet valve will be open allowing the
scavenge pump to draw all the oil from
the inlet valve out into the scavenge
pump and back into the engine. This
is one of the reasons why you should
always allow the turbocharger to spin
down and cool off at idle for four
minutes after landing. This gives the
scavenge pump enough time to draw all
the oil out of the lines. Assuming the
valves are not leaking, the turbocharger
will not fill back up with oil. Because
the turbocharger is on the low point
of the engine, oil will drain back to
the turbocharger if the outlet valve is
leaking or installed incorrectly. At the
next engine start, the oil is sprayed
out the tail pipe. The two turbocharger
check valves frequently leak as they get
hours on them or if they get held open
with debris. Two new check valves can
cost as much as $1,500 not including
the labor to trouble-shoot and R & R.
Magnetos:
The TSIO-360-GB series
engine in the early 231 came with
unpressurized
Bendix
magnetos.
Critical altitude for this engine is only
15,000 feet and as long as you didn’t
fly regularly above this you would get
good reliability from this magneto.
Unfortunately the Bendix magneto has
an AD against the impulse coupling and
must be removed every 500 hours for an
inspection. Since the magneto probably
won’t make it to 1,000 hours you might
as well do a complete 500 hour service
to the magneto while it is removed for
the coupling AD.
Later TSIO 360 engines came with
a magneto pressurization kit on
them with Slick or Bendix magnetos.
Pressurization suppresses high altitude
misfires (arcing) in the magneto when
flying above 15,000 feet. A Bendix
magneto will cost $300 to $500 for 500
hour service if the coil is not cracked
(they are prone to this problem). The
impulse coupling should pass two,
maybe three inspections before needing
replacement. Budget for $150 for a
coupling.
The Slick magneto is not as robust as
the Bendix magneto and for reliability
500 hour service must be accomplished
on schedule. I have seen new Slick
magnetos fail with less than 500 hours!
The Slick magneto will cost $300 to
$400 for 500 hour service. It rarely needs
a coupling and has no AD against it.
An after-market intercooler or an extra
alternator and intercooler on the -MB
40
engine adds to the difficulty of working
on the magneto. Plan 5 to10 hours for
the R&R.
Don’t cut corners with the magnetos.
They keep your engine making
horsepower and your propeller turning.
Vacuum Pump:
A new dry-vacuum
pump is a very reliable part, but it
should be replaced every 800 hours if
you fly IFR or if your autopilot operates
using vacuum. Never use a rebuilt
pump or install a rebuilt pump as these
are not reliable and may not last even
100 hours. After a pump failure, always
remove and blow out the line from
the firewall to the pump as it may be
contaminated from debris which will
be sucked into your brand new vacuum
pump when you start the engine. There
are now a couple of manufacturers of
new vacuum pumps which will cost
$300 to $500, plus installation.
Push Rod Tubes: The last item on the
TSIO-360 series that can be a nuisance
is the push rod tube seal. The push rod
tubes are located beneath the cylinders
and run between the crankcase and the
cylinder head. There is a seal at each
end. As the engine heats up, it expands
and the push rod tubes must be able to
keep the seal as oil drains back through
them from the cylinder head. A gap in
the seal results in messy oil leaks. Each
tube has a seal at each end and a spring
on the tube keeps the seals seated on
the case and cylinder head. The cylinder
head seal is an o-ring that rarely leaks,
but the case seal is another story. Some
TSIO-360 engines I service never leak at
the push rod tubes but others leak fairly
often. TCM puts Dow Corning DC-4 on
the seals and installs a new spring when
they rebuild an engine. This sometimes
works. There is no oil pressure at these
points so it not a serious leak that needs
fixing right away, but having a messy
engine is annoying.
Flight operations for Engine
Reliability: Most injected engines
are set too rich at idle. After start,
adjust the mixture for smooth idling.
Just be sure to enrichen the mixture
for runup and takeoff. During takeoff,
smoothly advance the power to about
5” below maximum takeoff (TO)
manifold pressure. After a few seconds
the engine will stabilize. With the
aircraft rolling continue the smooth
throttle advancement to maximum TO
manifold pressure. Too rapid throttle
advancement on the -GB or -LB engine
will cause over-boosting. Adjust the
mixture for about 1400° TIT. Fuel flow
should be 22 to 24 GPH. Initially climb
about 110 IAS, then enroute climb at
120 - 130 IAS. Keep the engine at 2700
RPM, maximum TO manifold pressure
and mixture set for 1400° TIT (22 – 24
GPH) all during the climb. Of course,
once at or above critical altitude, the
maximum attainable manifold pressure
will require full throttle. For the 231,
cowl flaps open. For the 252, close the
cowl flaps slightly during cruise climb.
If CHT is getting too high, increase
speed (252, option - open cowl flaps
more). It’s best to keep the CHT needle
away from maximum (460°) even if you
lose some climb performance by going
faster. Use 410° as a target maximum.
In the summertime, high OAT may
necessitate reducing manifold pressure
to keep CHT under control. Consider
using cruise-climb power settings (see
POH performance charts) to assist in
temperature control. The cylinder life
you save, may be your own.
Once at altitude, let the aircraft
accelerate before adjusting power. Make
all adjustments to the engine slowly and
smoothly. Reduce the power to slightly
above the desired manifold pressure
and then set the desired RPM. Close the
cowl flaps. Adjust the mixture control.
In cruise, the TIT should be kept no
higher than around 1600˚. The airspeed
should be stabilized by now. Readjust
the manifold pressure as it changed
when the RPM and mixture changed.
After a few minutes for stabilization,
check (and adjust if necessary) RPM,
manifold pressure and mixture (fuel
flow/TIT). The CHT should be 375˚ to
410˚ in cruise and oil temperature 180°
to 205°. It may be difficult to maintain
these numbers when the OAT is much
above standard day, especially above
15,000 MSL (231) or FL210 (252).
This is due to the reduced efficiency
of the engine caused by having to
greatly compress intake air to maintain
required horsepower. That reduced
efficiency means that more heat is being
produced at high altitudes to obtain a
given IAS, i.e. cooling air. On the 252,
cowl flaps may be opened partially
to help cool the engine. On the 231
try the TRAIL setting; full OPEN may
cause too much drag. On either model,
reducing power may be the best option.
In cruise, higher rpm (e.g. 2600 vs.
2500) and higher horsepower (e.g. 75%
vs. 65%) shorten cylinder life, it’s just
that simple. Unfortunately, at higher
altitudes, higher RPMs are needed to
develop higher power output. Think
of the engine as an air pump to supply
high pressure exhaust “air” to drive
the turbocharger exhaust turbine. Of
course, the huge trade-off for going up
is higher TAS and, with luck, significant
tailwinds..
What are good EGT numbers to use?
Neither TCM nor Lycoming publish
EGT numbers for their turbocharged
engines, so this number is anyone’s
best guess. Both manufacturers use TIT
numbers and only provide never-exceed
numbers, not reliability numbers. For
turbocharged engines, use TIT and
disregard EGT. Use individual cylinder
EGT to troubleshoot erratic running
engines.
So far, for piloted vehicles, what goes
up must come down. Proper engine
operation during descent can go a long
way toward good engine health. Two
basic rules: keep the engine warm (avoid
shock cooling) and keep the propeller
pulling (positive torque). If you have
the luxury of a long gradual descent,
plan for 500 fpm and an increased
IAS. If under ATC positive control,
coordinate with ATC (request a descent
a few minutes early). Adjust for wind
and turbulence. The ideal is to remain
at near cruise power and use the descent
to increase speed. Once started down, if
applicable, fully close cowl flaps. Don’t
allow the manifold pressure to increase.
As you descend and once in warmer air,
gradually reduce the manifold pressure.
A good target is about 20” by pattern/
initial approach altitude. At no time
(except an emergency), reduce power
below 15” until final descent to land.
Instrument approaches often require
engine power changes, so have the
engine temperatures a bit lower than
peak to avoid cooling stress when ATC
requests an expedited descent and/
or slow-down. Gear down at 150 IAS
helps to avoid pulling the power back
too far. If your aircraft has speed brakes
installed, you have an excellent tool
(in lieu of the landing gear) to allow
power to be kept on the engine and still
descend rapidly, at any altitude. Once
on the ground and clear of the runway,
remember earlier that the idle mixture
may be too rich – adjust the mixture
control accordingly. Start the clock
on providing engine and turbocharger
cooling down time. That cooling time
will also allow for turbocharger oil
scavenging.
41
Current Outlook:
When the M20K
was new, these engines were very
affordable and leak free. But it you
evaluate , for instance, a 1986 252, now
25 years old with an engine that has
been overhauled and/or has overhauled
parts in it, that affordability has been
compromised
When Superior Air Parts was in business,
TCM had some competition for part
prices. That competition kept prices
down. With Superior Air Parts bankrupt
for the last three years, the parts
inventories have dried up. TCM is now
the only game in town for parts like
T-drive gears and turbocharger check
valves; they can charge whatever they
want. Combine this with a shrinking
marketplace, fewer pilots and aircraft
owners; soon you will find parts are
not available out of stock but are being
made to order.
This method of making parts piecemeal
is very expensive and the affordability
equation is badly skewed. The engine
overhaul shops are also being squeezed
because they are competing with the
TCM factory for sales. To offer new parts
42
they must buy from TCM; not all shops
can do this and those that can operate
with narrow markup. This is why they
put overhauled gears in your engine
instead of new parts. No scam here; an
ethical shop will discuss all available
options with you, up front.
Ten years ago I wrote an article for MAPA
about engine overhauls and at that
time overhauled cylinder assemblies
were the parts to be wary of, but now
every part in your vintage engine is
potentially overhauled. Some parts
have been overhauled so many times
that they are just no good anymore and
have no reliability (such as T-drives). So
what is an owner to do when it’s engine
overhaul time? The surest way to get
back the reliability of your 25 or 30 yr
old engine is to dump it and buy a new
one.
Most of us just can’t afford this
option so the next step is a factory remanufactured engine. Ten years ago,
I would not have recommended this
but today’s reality is that these parts
and these accessories have been in
service too long and overhauled too
many times, it’s not just about cylinder
assemblies any more. Don’t get me
wrong, there are some good engine
overhaul shops in the US. But, to get an
engine with new parts in it instead of
overhauled parts you’ll probably have
to go with the TCM factory for the best
price, and that’s the sad truth.
As always, if you have any questions
about this article, feel free to e-mail
me at shoptalk@knr-inc.com or call my
aircraft repair shop at 307-789-6866.
And if you’re running an engine shop
and trying to make a living, I won’t
be surprised if you call and scream at
me. I’m just trying to tell it like it is,
please don’t shoot the messenger. Until
the next Shop Talk, enjoy flying your
Mooney.
Human Factors
The NTSB determines the probable cause of this accident as
follows: The pilot’s failure to…
by Chuck Ebbecke,
For the past 20 years or so aviation
journals and safety articles have been
peppered with buzz words to describe
what a pilot had failed to do that caused
an accident.
Was the contributing
factor, pilot error, distraction, complacency, bad habits or just plain
“Human Factor?” We humans are prone
to make mistakes. If you don’t believe
me just ask my wife.
On April 19, 2006 a national hero and
NASA test pilot flew his aircraft into a
widespread area of severe thunderstorms
and crashed. On November 8, 2007
two very high time pilots flew into a
mountain in night VFR conditions. As
pilots we ask how could this happen.
One of my first flight instructors was a
WWII Army Air Corps. Flight instructor,
he said to me “If you Fly Long Enough
Everything Happens to You.” Well,
here we are many years later and I am
beginning to see the wisdom of his
advise. It matters very little the number
of hours in your logbook, your next
flight might just be the most important
of them all. As pilots we all want to learn
from the mistakes of others. When the
monthly magazines come in the mail
we always turn to “Never Again” and “I
Learned About Flying from That!”
What Research Says
Back in the 1980’s a study was
conducted on “Private Pilot Flight
Skill Retention 8, 16, and 24 Months
Following Certification.” (Childs, Spears
and Prophet, 1983):
Flight skills will degrade over
time if not exercised sufficiently
for the pilot to be able to retain or
improve them. Thus, pilots who
do not fly for extended periods
of time, or who fail to practice
certain critical task when they
do fly, may be expected to make
errors. These errors can in turn
contribute to a variety of safety
problems from which accidents
and incidents may be the end
result.
Flying an airplane is not unlike playing
most sports it is a psychomotor skill.
It is hard to believe that a golf pro or a
baseball player would dare play a game
without practicing to stay in shape. It
takes eye hand coordination to make
good landings. Our cognitive skills are
needed to plan our flights, navigate
and provide situational awareness.
Because flying also puts us in the third
dimension, kinesthetic and physiology
play a very important part in our
judgment and enhancing these skills.
Not to mention the aging process and
the loss of long term memory. One of
the best way to retain these skills is to
fly a lot and practice, practice, practice
and by developing your own personal
checklist. Your personal checklist might
include some if not all of the following
items. We are after all, the system
specialist who is in control, you might
say the PIC!
Your Personal Checklist
There are four basic areas that come
into play, in developing your own
personal checklist, you the pilot, your
aircraft, the environment and external
pressures.
You the Pilot
• Recent experience: Takeoffs and
Landings
• Hours in make and model
• Instrument approaches
• Instrument flight hours
• Familiar with terrain and airspace
Your Physical Condition
• Amount of sleep in the past 24 hours
• Food and water
• Alcohol
• Drugs or medication
• Stressful events
• Personal illness
Your Aircraft
• Experience in type
• Fuel reserves
• VFR/IFR, day/night
• Aircraft performance POH
• Weight and Balance
•
•
•
•
•
Aircraft equipment
Familiarization with Avionics
Charts and plates
Your clothing
Survival gear
Your Environment
• Legal briefing
• Airport diagram
• Airport conditions
• Crosswind
• Runway length
• Weather, METAR’s, TAF’s, NOTAMS,
TFR’s
• IFR/VFR
approaches,
takeoff
minimums
External Pressures
• Allow for delays
• Make alternate plans for diversion or
cancellation
• Personal equipment, glasses, wallet
and credit cards
Recent flight experience
The regulations are fairly liberal when
it comes to recent flight experience.
If you fly more then 100 hours a year
they seem about right for the average
pilot. Every two years you need a Flight
Review with a CFI unless you received
a new rating or participated in a FAA
Wings program. To maintain PIC you
must have completed 3 takeoffs and
landings in the preceding 90 days to
carry passengers and for night 3 takeoffs
and landings to a full stop at night.
Recent instrument experience requires
that within the preceding 6 months an
instrument rated pilot must complete
at least 6 instrument approaches,
holding procedures and intercepting
and tracking courses through the
use of navigation systems. Some of
this requirement may be satisfied in
a simulator. You may want to refer
to CFR 61.56 Flight Review and CFR
61.57 Recent Flight Experience for more
details. These regulations are available
on www.faa.gov free of charge.
43
If you do not meet the instrument
experience requirements then you must
undergo an Instrument Proficiency
Check.
As I have said in the past, let us return
to the real world and think about what
we know about flying in instrument
flight conditions. If you meet the basic
requirements for these regulations your
skills are marginal at best and you really
need to consider getting together with a
qualified safety pilot or a flight instructor
and doing some serious instrument
flying practice. Single pilot instrument
flying is hard work. It requires skill
experience and detailed planning. You
must set limits for yourself based on
your experience. The regulations will
allow you to fly approaches down to
minimums anytime you want to, in
any kind of foul weather. If you do
that based solely by compliance with
the regulations, you are only kidding
yourself.
The New WINGS Program
The new FAA WINGS program as many
of you are aware, changed several years
ago it was titled an awards program in
44
the past. When the new program began
it appeared it might just be a play on
words, it was dubbed a “Pilot Proficiency
Program,” Having worked with it for the
past two years I am very impressed. The
way the program is set up it has three
categories that a pilot can earn credit;
Wings, Advanced and Master. When
you earn credit by taking a course like
our MAPASF PPP you can earn enough
credits to satisfy the requirements for
a “Flight Review.” Except for earning
the Flight Review, other credits only
last a year and then expire. That means
you have to keep taking courses to
remain proficient. Not only can you
take our PPP course but, you can take
other online courses at AOPA or online
courses on the FAA Safety website. Its easy to sign up all you need is three
pieces of information: Your certificate
number; the date of your last flight
review and an email address. Go to
www.faasafety.gov and sign up. If you
don’t have an email address the site will
direct you to links that will provide you
a free email address.
My main purpose in writing this article
was to discuss with you the importance
of recurrent training and the retention
of our piloting skills. We as pilots have
all the rights and privileges of an airline
captain except: we don’t have company
or dispatch to assist in weather and
planning or do we have a co-pilot or
do we have simulator or recurrent
training programs or do we fly the same
route most of the time. So, we need
to force ourselves to practice and train
well beyond the requirements of the
regulations to maintain our skills. The
new WINGS program is great, try it for
yourself.
“Safety is a Learned Behavior”
Fly Safe, Fly Fast, Fly Mooney
Chuck Ebbecke
IN C ID EN T S & AC C I D E NTS
M20C
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.
IFR altitude was 6,200 feet and that he
did not see any precipitation depicted
on the radar in the airplane’s area, but
then cleared the pilot to deviate left
or right but maintain the 6,200 feet.
At 1028, the controller directed the pilot
to turn left 30 degrees due to higher
terrain at 7,500 feet, 12 o’clock and 5
miles, which the pilot acknowledged.
At 1030, the controller advised the
pilot that another pilot, in an airplane
about 30 miles to the east at 8,000 feet,
reported estimated cloud tops at 7,500
feet, which the pilot acknowledged.
The controller subsequently asked the
pilot if he’d like to climb to 8,000 feet,
and the pilot responded, “affirmative.”
DATE:
03/16/2009
LOCATION: Atkins, VA
WEATHER:Day/IFR
INJURIES: 2 Fatal
On March 16, 2008, at 1034 Eastern
Daylight Time, a Mooney M20C was
destroyed when it impacted terrain in the
Jefferson National Forest, near Atkins,
Virginia.
The Canadian-certificated
private pilot and the passenger were
fatally injured. Visual Meteorological
Conditions prevailed at the site;
however, initiation of the event likely
occurred in Instrument Meteorological
Conditions. The airplane was operating
on an Instrument Flight Rules (IFR)
flight plan from Yeager Airport (CRW),
Charleston, West Virginia, to Craig
Municipal Airport (CRG), Jacksonville,
Florida.
The personal flight was
conducted under the provisions of 14
Code of Federal Regulations Part 91.
According to information contained
in the Federal Aviation Administration
(FAA) Air Traffic Control accident
package, the airplane departed Yeager
Airport about 0950, and the pilot
contacted Indianapolis Center at 1007.
At 1011, the pilot was cleared to 7,000
feet, and reported level at that altitude
at 1014. At 1022, the pilot requested
a lower altitude due to icing, and the
controller cleared him to 6,200 feet,
stating, “That’s as low as I can go.”
About 1024, the pilot advised the
controller that the airplane was at
6,200 feet, and the controller directed
the pilot to contact Atlanta Center and
maintain that altitude, which the pilot
acknowledged.
About 1026, the pilot advised Atlanta
Center, “we’re picking up quite a bit of
ice, any way we can get out of it?” The
controller responded that the lowest
At 1030:36, the controller advised the
pilot to climb and maintain 8,000 feet,
which the pilot acknowledged.
At 1033:23, the controller cleared the
airplane direct to Craig, which the pilot
acknowledged.
At 1033:48, the pilot stated, “…we’re
going down.” The controller asked the
pilot if he was picking up ice again, and
the pilot responded, “affirmative.”
At 1034:02, the controller told the pilot
to maintain whatever altitude he could,
“my lowest in that area is six thousand
feet,” and advised the pilot that there
was an airport 2 miles to his right, “can
you see that?”
There were no further transmissions
from the airplane
At 1034:38, the controller stated,
“Charlie fox romeo sierra kilo radar
contact lost.”
45
Radar data indicated that the airplane
climbed to 6,500 feet, then descended
to 6,400 feet for one “hit” before losing
altitude reporting. The last radar contact
with altitude reporting occurred in the
vicinity of 36 degrees, 55.9 minutes
north latitude, 81 degrees, 23.1 minutes
west longitude.
PILOT INFORMATION
The pilot, age 36, held a Canadian
private pilot license which did not
include an instrument rating.
The
pilot’s logbook indicated 327 hours
of total flight time, with 10 hours of
actual instrument time, and 10 hours
of simulated instrument time flown
in 1996. The pilot’s latest Canadian
Medical Certificate was issued on May
24, 2005.
The pilot’s logbook did not reflect a
recent flight review; however, according
to Canadian Aviation Regulations
paragraph 401.05(1), a periodic flight
review would not have been required of
the pilot if he exercised the privileges of
his license as pilot-in-command within
the previous 5 years.
According to records found in the
airplane, on March 14, 2008, the pilot
flew it from Buttonville Municipal
Airport (CYKZ), Buttonville, Ontario,
to
Buffalo
International
Airport
(BUF), Buffalo, New York. On March
15, 2008, the pilot flew the airplane
from Buffalo to Charleston.
The
previous flight before those two
flights occurred on January 16, 2008.
AIRPLANE INFORMATION
The airplane was not approved for
known icing conditions.
According to the Aircraft Journey
Log, the latest annual inspection was
performed on the airplane on September
20, 2007, at 4,249 hours of operation.
WRECKAGE INFORMATION
The wreckage was located in a heavily
forested area, at 36 degrees, 55.9
minutes north latitude, 81 degrees, 22.9
minutes west longitude. Broken tree
branches indicated an almost vertical
descent. The engine and propeller were
mostly buried in the ground. After
recovery, examination of engine and
propeller spinner exhibited forwardto-aft crushing damage. One propeller
blade exhibited chordwise scratching
and blade tip s-bending. The other
propeller blade exhibited no leading
46
edge damage, and was bent, near the
hub, under the engine.
All flight control surfaces were accounted
for at the accident scene. The leading
edges of both wings were compressed
aft. Flight control continuity could not
be confirmed due to extensive push rod
fracturing. The landing gear was up,
and the position of the flap actuator
correlated to the flaps being up. The
cockpit was destroyed.
METEOROLOGICAL
INFORMATION
Weather, recorded at 1040, at an airport
about 5 nautical miles to the south, and
approximately the same elevation as
the accident site, included an overcast
cloud layer at 1,400 feet, winds from 300
degrees true at 9 knots, 10 statute miles
visibility, temperature 4 degrees Celsius,
dew point not reported, and an altimeter
setting of 30.15 inches of mercury.
The pilot first contacted Raleigh
Automated Flight Service Station (AFSS)
on March 15, 2008, at 1956, in order
to obtain a weather briefing and file a
flight plan. After discussing the en route
weather conditions with the specialist,
the pilot opted to remain in Charleston
overnight.
On March 16, 2008, at 0627, the pilot
again contacted Raleigh AFSS for a
weather briefing and to file a flight
plan. The conversation lasted about
35 minutes, and during that time,
the specialist advised the pilot of IFR
conditions in Bluefield, West Virginia,
and marginal VFR conditions at
Wytheville, Virginia, with mountain
obscuration en route. The pilot noted
that he could depart IFR, although, “I’m
a low time IFR pilot so I don’t want
to get into any icing or anything…”
The forecast freezing level was 2,000
feet. Cloud tops, about the time of the
briefing, were indicated about 8,000 feet
at Charleston, and at Roanoke, Virginia,
cloud tops were estimated to be “about
fourteen fifteen thousand feet.” At
Bristol, Tennessee, a lower cloud layer
topped out at 8000 to 9,000 feet with
a second layer beginning at 14,000 to
15,000 feet, topping out at 18,000 feet.
There was also an advisory for moderate
turbulence over North Carolina.
The pilot subsequently filed an IFR
flight plan, at 6,000 feet, direct to Craig
Field.
MEDICAL AND TOXICOLOGICAL
INFORMATION
An autopsy was performed on the
pilot at the Virginia Department of
Health, Office of the Chief Medical
Examiner, Roanoke, Virginia, and
the cause of death was determined
to be “massive head, chest and
abdominal
blunt
force
trauma.”
Toxicological testing was subsequently
performed, both at the Medical
Examiner’s Office and by the FAA
Forensic Toxicology Research Team,
Oklahoma City, Oklahoma, with no
anomalies noted.
ADDITIONAL INFORMATION
In a letter response on another matter
to the Aircraft Owners and Pilots
Association, dated January 16, 2009,
the FAA provided an interpretation
of “known ice” as it related to
general aviation. Among the points
made in the letter, “’known icing
conditions”
involve…circumstances
where a reasonable pilot would
expect a substantial likelihood of ice
formation on the aircraft based upon all
information available to that pilot. The
letter also noted that the Safety Board
“has held on a number of occasions that
known icing conditions exist when a
pilot knows or reasonably should know
about weather reports in which icing
conditions are reported or forecast. In
those cases, the pilots chose to continue
their flights without implementing an
icing exit strategy or an alternate course
of action….”
The FAA letter also stated that “area
forecasts alone are generally too broad
to adequately inform a pilot of known
icing conditions,” and “may cover a
large geographic area or represent too
long a span of time to be particularly
useful to a pilot.”
The letter further noted that, “pilots
should not expose themselves or others
to the risk associated with flying into
conditions in which ice is likely to
adhere to an aircraft. If ice is detected
or observed along the route of flight,
the pilot should have a viable exit
strategy….”
The
National
Transportation
Safety Board determines the
probable cause(s) of this accident
as follows: The pilot’s improper
decision to takeoff in conditions
conducive to icing, and his
inability to maintain control of
the airplane during an in-flight
accumulation of structural ice.
Trey’s Rule #6 – Again
“If ice is detected or observed
along the route of flight, the
pilot should have a viable exit
strategy….,” I like that statement. I
especially like the exit strategy part. As
has been talked about before, flying is
all about risk management. All airplane
flights carry some amount of risk that
the PIC must manage correctly to
ensure flight safety. There are situations
that by their very nature increase this
risk. Night flight is an area where the
risk level rises as the sun goes down.
Instrument flight also increases the risk
level. When the risk level increases past
the pilot’s or airplane’s capabilities, a
flight should be abandoned.
In studying this accident report I was
struck by how very short the actual
critical situation was.
From first
notification of in-flight icing to loss of
radar contact was a total of 12 minutes.
In just 12 minutes this pilot went
from level flight to probably a loss of
control followed by the crash. While
12 minutes seems like a long time to
evaluate a deteriorating situation and
form an exit strategy for a qualified
and proficient pilot, for a novice or less
skillful pilot it is not nearly enough.
And of course there is the factor that he
didn’t even posses an Instrument Rating
in the first place and thus shouldn’t
have even been exposing himself and
his passenger to this risk.
I’m reminded again about why it
is so hard for a low time pilot to
get a professional pilot job. Flight
departments want experience in the
front seats of their aircraft. Experience
means that a particular pilot brings
something to the flight that a rookie
would not. Most obviously, the pilot
with experience has had a greater
amount of practice honing his or
her skills in the art of aviating. More
practice is always good when skillful
actions are required. Also, experience
means that one has had more chances to
witness things often encountered while
flying, and would also imply that after
witnessing these events some amount
of knowledge was gained to ensure the
longevity of the pilot. In other words,
“Been there, done that and have the
T-shirt to prove it” applies. Experience
for me also means that I’ve had enough
shots of adrenalin course through my
body to make an impression on my
brain that I don’t want to “experience”
something again – like airframe ice on
a non-deiced aircraft. However, pilots
are faced with the inevitable “chicken
or egg” dilemma. How do you get
experience without experiences?
The best way to gain experience is
through practice and as it applies to IFR
flight, in small and controlled doses. By
setting some limiting parameters, like
minimum weather criteria, a pilot can
exercise his or her instrument rating
in cautious “baby steps” gradually
increasing the step and lowering the
weather limits as skills and knowledge
are improved. As an example, a low
time, less experienced IFR pilot should
explore actual IMC with a critical eye
toward situations that could lead to
airframe ice – visible moisture and
OAT at or below 0-degrees C. Forecast
or not, with 0-degrees temperature
and visible moisture (a cloud), ice will
form on the wing and propeller. If the
airplane is not equipped and approved
for flight into known icing conditions,
an exit strategy should be available and
executed immediately. Remember, it
only took 12 minutes for tragedy to
strike costing two lives.
47
PILOT REPORT MOONEY
FLY-IN TO OXFORD
by Birgit Vogelbruch
The last EMPOA meeting of this year on
the first weekend of October brought us
to England. Our English members Kate
and Pete Williams organized a weekend
with an astonishing Gala Dinner in
Oxford.
Saturday morning we already had
English weather in central Europe with
low ceilings and some fog. Four Mooneys
from Germany, three from France and
one Mooney from Belgium flew IFR to
Oxford. Two other German Mooneys
decided to stay at home because of the
weather. The English ATC let us fly a
48
big deviation around London so we
flew a long time along the southern
coast of Great Britain before we could
finally turn north-direction Oxford. We
were happy to hear Thomas and Bernd
Hamacher with their M20J on the radio
who had to fly the same route.
Oxford welcomed us with sunny
weather and blue skies. Pete was
waiting for us at the airport and gave us
parking instructions. In his yellow vest
I first thought he was one of the people
working at the airport. We waited for
Thomas and Bernd and then went to
Blenheim Palace, a very impressive royal
building where Winston Churchill lived
in his young years. There we met the
other Mooniacs who had arrived earlier
and were on a guided tour through the
palace. The park of Blenheim Palace has
such beautiful grass that you could play
golf on the green-others thought about
building a nice little airfield in the park.
In the evening we dressed up for our
black tie dinner at the stunning Oxford
Union. The Union was founded in 1823
and continues to this day to be a premier
forum for debate. Five former British
Prime Ministers have been officers of
the Union and has hosted many world
figures including US Presidents Regan,
Nixon and Carter, Winston Churchill
and Albert Einstein to name just a few!
We had a very nice evening in this
historic building and enjoyed talking,
drinking and eating British food.
On Sunday we had typical English
weather again: it was raining cats and
dogs. But that did not stop us from
visiting the historic university city of
Oxford and see some of the old buildings
and colleges- Kate was a wonderful
guide for us and showed us all the secret
places. It must be impressive to study in
one of these old colleges.
In the afternoon we all had to fly back
home and our friends with the Acclaim
pretty quickly came unglued when
they heard that they had to expect
100kt headwinds on their way back.
So what do other planes doe in those
situations? They probably have to fly
home backwards!
All together it was once again a
wonderful event among friends. We
would like to thank everybody for
coming and especially we thank Kate
and Pete for welcoming us to Oxford
and making the first Mooney EMPOA
Fly-In to Great Britain come true!
More pictures of Oxford can be found in
the EMPOA gallery:
http://www.mooney.de/gallery2/main.
php?g2_itemId=1122985
Bernd Hamacher, Kate Williams, Birgit Vogelbruch, Thomas
Hamacher, Pete Williams adn Rainer Hutz
49
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50
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.
Rborchert@roadrunner.com
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, 610767-1699, Howard Slugocki
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 a half-an-hour drive to Corpus Christi. 361749-6257 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
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: greggschneider@ymail.com or call Gregg at
504-782-8802 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.
Advertise Your Vacation Spot!
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
51
C L AS 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.
52
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
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
CLASSIFIED
MOONEY SPECIALISTS
A combined maintenance and new
flight training facility located at the
Trenton-Robbinsville Airport (N87)
in Central Jersey. Factory trained
mechanics with over 100 years
combined experience in performing
speed mods, annuals, PC repair,
major airframe structural repair,
and general airframe upgrades,
instrument panels. Dave Mathiesen
at Air-Mods Flight Center (609)
259-2400.
Website
is
www.
airmodsflightcenter.com and email
airmods1191@aol.com .
WANTED
Glareshield for 1969 M20F with
201 retrofit panel and windshield.
Contact Sam Chiodo at 813-7484139 or email: samchiodo@verizon.
net
FOR SALE
Mooney Prestolite Starter, Part
#MHB4016, S/NA503016, 24V.
This unit was repaired by Aerotech
of Louisville, KY and hasn’t been
used since. Before repair, it had
been used 112 hours total since
major overhaul. Have all the legal
paperwork for the overhaul and
repair $300 + shipping. David
Lincoln GA 770-365-6464 or email
dclincoln@bellsouth.net
GARMIN FOR SALE
GNC 300XL $2695. Like new.
Upgraded my aircraft to a Garmin
530. Also a King N53TSO COM
radio $795. Walter Shumacher OK
580-445-3555
1967 M20F
SFRM525, TTAF 5084, prop SOH
373, Garmin 530W, 340 audio
panel, GTX340 trans, Century
2000 AP 3 axis, HSI slaved, back
up electric A/I, VM1000 engine
instruments, PowerFlow exhaust,
clean wing, manual gear, hydraulic
flaps, 64 gal fuel, LASAR ignition,
alternator, paint new 2007, many
more upgrades, great IFR platform,
$78,500 James Gore 770-527-8183
2001 Ovation2
NDH, 1320TT, 200 on top, 3 blade
prop, Garmin 530W, Garmin
430W, King 225 autopilot, GDL469
weather, EDM700 eng monitor,
speed brakes, oxygen and much
more, beautiful airplane, fast and
dependable. $249,900 must sell.
Kenny Shipley 806-893-5215 email
bellmhks@door.net
HANGARS FOR RENT
GLENDALE, AZ
Located at Glendale Municipal
Airport, north side of the airport.
Northwest of Phoenix, easy access
off Loop 101 Freeway and Glendale
Ave., near the Cardinals and Coyotes
stadiums. Corporate Hangars: 80’x
80’, 70’ x 18’ bi-fold doors, flight
plan room, break room, restroom
w/shower, epoxy floor, convenient
parking. Standard Hangars: 60’x
80’ and 60’ x 40’, 60’ x 16’ bi-fold
doors, auto latch bi-fold doors,
energy efficient lighting, restrooms
and sealed floors. Built in 2007, steel
construction, Onsite management,
car rental, easy runway access,
aircraft fueling. MAPA member
Michael Ruiz, contact Karen Mozer
at 623-572-1330 ext. 3 or email
kmozer@arer.net for more info or to
schedule a walk-through.
53
C L AS SIFIE D
2006 M20M Bravo
G1000, TKS (known ice) S-TEC
autopilot, stormscope, XM weather
(and radio), traffic, original owner,
440 TT, like new. Beverly Fogle 360695-5512 or 503-702-5603.
LASAR ELECTRONIC IGNITION
REGULATOR
1 unit (used) limited Authority
Spark Advance Regulator without
the Magneto units, working when
removed. For use on Lyc IO-360 12
volt aircraft. P/N LC1011-02 Revision
E, Serial #97158-02. Includes main
wire harness and laptop diagnostic
hook up cable. Unison recently
changed ownership, parts/repair
on Lasar systems is now nearly or
completely unrealistic. If using the
Lasar system, consider buying a
spare. $200 OBO, delivered. Rick
Armellino 717-295-6800 or email
rarmellino@bakerballistics.com
FOR SALE
King KMA24 Audio Panel w/marker
beacons removed from my M20J
when I replaced w/PA Engineering
panel ($300). Also have JPI-450
Fuel Flow instrument replaced
by upgraded JPI 830 ($150). Both
worked fine when removed. Cal or
email Robert Owen 818-324-9172
or rowen0409@gmail.com
50% Partnership
1976 M20F, 4600 TT, 380 SMOH
Mattituck O/H. Hangared at
Ellington Field, TX, Garmin 430
GNS, Garmin 340 audio panel,
Garmin 327 transponder, Bendix
KX155
nav/com,
Bendix
KI
525A HSI (fresh O/H head and
remote gyro), S-TEC 30 autopilot
with GPSS, WX900 stormscope.
Partnership assets include: Garmin
560 with Nexrad and ground
support/maintenance equipment.
Annual due March 2011. $45,000.
Earl Phillips TX 281-844-2361 or
earlphil@verizon.net
FOR SALE
Garmin 195 Aviation GPS $125,
Software updates available from
Garmin. Includes: GPS w/carrying
case, yoke mount, docking cradle,
external antennae, 2nd battery
pack, wall charger and external
power cable for a cigar lighter. Don
Graminske 480-620-8420 or email
dgramil6@gmail.com
PARTING OUT M20C
Flight controls and etc. Call w/
requests.
Bill Harris NM 505-983-7966 or
505-690-7547
54
CLASSIFIED
1965 M20C
Hangared, 2178 TTAF 218 engine
since “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, SkyTec 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/attitude,
audio panel, 4 place intercom, push
to talk switches in yoke, PC w/
Brittain 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 approximately $63,000
per Nov. 2009 MAPA Mooney
Market. Price $55,000. Bob Moravek
NJ 908-309-3227 email bmoravek@
bellatlantic.net for photos.
with a Garmin 430W. Membership
available. $8500 investment, $100/
month dues. Approximately $100
hr wet based on tach time. Our
members live in NE Ohio www.
fultonflying.org gives info of the
club. Call Dale Young Club President
330-497-0997
M20K 231/252
S/N25-0785, TSIO 360 LB w/Merlyn
wastegate and intercooler, TTAF
2466, TT engine 1193, SMOH 909,
TT prop 2466, SPOH 49.7. King IFR
package, HSI flight director, Garmin
530 WAAS, electric artificial horizon,
standby vac, KLN 90B, stormscope,
JPI engine monitor, Gami injectors,
LRT, onboard 02, rosen visors,
tanis heater, speed brakes, NDH,
all leather interior w/leather yokes,
glareshield and side panels, paint
9.5 many extras, always hangared,
Mooney Service Center annual in
May 2010. David Connolly 412889-5485 or email dpconnollymd@
gmail.com
1988 M20K 252TSE
Airframe excellent with 1730 TT,
Engine: 0 SMOH with CermiNil cyl,
Prop: O SMOH, fresh annual, like
new IFR plane to TBO at Used Price,
2003 paint, JPI engine monitor,
GAMI injectors, Garmin 496 w/
weather, KY 196A COMM, KMA
24A, KFC 150 auto/flight director,
KT76A, KEA 130 encoding alt.,
KX165 Nav/Com, KNS80 Nav/
DME/RNAV, DR87 ADF, KASB alt
preselect, WX1000 stormscope
coupled Northstar M10, Hoskins
fuel counter, hot prop, standby
vac, oxygen, 4 place intercom,
speedbrakes, tow tug, battery saver,
head sets, $149,000 Dick Snyder
772-286-9319
1964 M20E
1503 SMOH, TTAF 7045, SPOH 200,
201 windshield, 201 spinner, other
speed mods, NARCO MK12, Garmin
GPS, IFR, fast, efficient airplane,
Call or email for pictures. $39,950
Carlos Larraz MD 301-509-0990
email: carlos@nationalartistscorp.
com
MEMBERSHIPS AVAILABLE
Mooney Flying Club based at
Akron-Canton Airport. Non-profit
50 year old club has 1980 M20J
M20E Parts For Sale
Standard Starter for IO-360-A1A $75.
Slick Mags -4347/series for IO-360
A1A less than 200 hrs $350 each, 64
cowl and dog house baffleing $100,
Champion Ignition harness for one
mag $50. Manifold press/fuel gauge
$50. Tachometer $50, 4” attitude
indicator-works as of removal 2008
$100, PS Engineering Aero Com II
intercom $75. 201 spinner-polished
55
C L AS SIFIE D
w/bulkhead $350, Entire, complete
airframe for 1965 M20E less engine,
prop and avionics – 201 windscreen
and many 201 mods. Parts or all.
Wing disassembled from fuselage.
Wing spar cap needs repair due to
corrosion – All for $5500 delivery
available. Ottis Cameron 210-3832805
www.ottiscameron@yahoo.
com
½ PARTNERSHIP
1969 M20F 9188V Oakland, CA
(Kaiser Air FBO), 4400TT, 400
SMOH, November 2010 lake Aero
Annual IFR King Radios, Lake Aero
speed mods, 4 place intercom, Bose
A20 headset, bendix King 80AV
Ace, good paint-interior. Greg Keller
510-459-5857 email: gjk94611@
yahoo.com
1965 M20E Parts
New-1 by-pass intake boot #1Q03600115-005, 2 bottom cowl braces.
56
Used 1 Dukes pressure switch for
electric gear and micro switch.all
for $125.00 Howard Chorsky 352375-1832 email hac51fmc@cox.net
1982 M20J
S/N24-1281, N1162G, 2491 TTAF,
566 SMOH, KMA24 audio panel,
KY 197A, KNS80 w/KI525A HSI/
GS, KX 165 w/KI 202 VOR/LOC,
KT76 transponder, Century 31
autopilot w/altitude hold, Telex 4
place intercom, Apollo 360 GPS/
MAP with XM weather, WX10A
stormscope, Standby VAC, always
hangared, maintained by Mooney
Service center, White with maroon
stripe, gray leather interior with
maroon trim. Excellent condition
with all maintenance records.
$93,500. Eli White email inquiries
to drelijr@aol.com
1984 M20J N5763Y
S/N24-1474, Engine IO360-A3B6,
TTAF 1996.1 hours, time since
engine overhaul 153.7 by Engine
Overhaul Inc., Butler, IN, annual
inspection performed July 1, 2010,
always hangared at MZZ (Marion,
IN), Avionics: King Silver PackageKX197 COM w/GS, KCS-55A HSI,
KNS80 RNAV, KAP autopilot w/
altitude hold, KX165 COM, KR 87
ADF w/timer, KT76A transponder
w/encoder, WX10A stormscope,
Precise Standby Vac system, Tanis
engine heater, Sigtronics (2) place
intercom, OAT-EGT gauge for
leaning fuel, Hoskins fuel flow, Sky
Tec high speed starter, (1) piece
bottom belly cowl, articulating
feature on both front seats, folddown rear seats, cargo restraints
with net, outside electric power
plug-in and cable, scalloped wing
tips w/NAV and Position lights,
Garmin GPS 196 and much more,
see aircraft at www.mooneypilots.
com Price: $116,000, Ron Puckett
IN 765-288-3767
2006 M20R Ovation III
457
TTAE,
Garmin
G1000,
Stormscope, Oxygen, Engine Preheat, Blue and White metallic
CLASSIFIED
paint and Interior like new, always
hangared, portable power supply,
canvas cover, sold with fresh annual.
Price $309,000 Bob Edmunds 609328-9852
FOR SALE
Garmin GNS530W with antenna,
manual and all other parts and
pieces. One year old. Price $9,000,
Dennis
Makielski
FL
email:
makhaven@comcast.net
FOR SALE
Side curtains for 1967 M20F.
Curtains were dry cleaned 19 years
ago and have been hangared in a
closet since. There are 10 curtains
in all, ivory colored. They are for
the pilot who wants to keep his
bird original. $20.00 buyer pays
shipping. David Garriott 423-2887013
1970 Monte Carlo Classic
2 door sport model. All original
equipment, dark green, vinyl
top, 350 hi perf. Engine, no rust,
97,000 actual miles, power steering,
brakes, air conditioner, stereo radio/
speakers, cruise auto transmission,
electric door locks, much more. In
storage the last 8 years. $4,950.00
Rondal Puckett 765-288-3767 or
email rondalepuckett@aol.com
1965 M20C
TT 2549, 1020 SMOH, 7 SPOH (new
hub), 5/10 annual, excellent paint
and glass, good interior, electric
gear, 4-place ICOM. $45,900 Carl
Hill WI 608-493-9459 or 608-6980535
1966 M20E
2062 TTAF, 1140 SMOH, Garmin
GTX 327 Transponder, King KX155
w/KI209 GS/Localizer, KR86 ADF,
KY97A, KN65 DME, Narco NAV 122
GS/Localizer, Narco CP 136 Audio
panel, remote transponder switch,
Apollo 604, Bonzer Radar Alt,
Brittain B6 Autopilot w/alt hold,
radio master switch, speed brakes,
new tires, light weight starter, vac
pump and fuel lines, 4 place voice
activated intercom, 3 place O2,
single piece 201 style windshield,
Whalen Strobes, manual gear and
flaps, post lights, spin on oil filter,
always hangared. This is a beautiful,
fast, economical, no damage history
Mooney that I have owned since
1986 and have always kept it in a
hangar. P&I are both 9. $46,000
Tom Groce 253-229-2376 email:
n2771w@wn42.com
1992 M20J MSE
2155TT, 310 SMOH, Zephyr, Full
King Panel, KAP 150, slaved KLN90B
IFR GPS, WX900, SP BKS, Shadin
F/F, Tanis heater, Nelson OX, always
hangared, red & white, $140,000 NJ
Jesse Poole 609-399-5534 or FL 239643-5641
1994 M20J 201
1238 hrs TT since new airframe and
engine, Lycoming IO-360-A3B6Ddual mags, McCauley Prop 310 hrs
since new, NDH with impeccable
Maintenance History (no corrosion)
All AD’s and SB’s complied with,
annual inspection and 100 hr
inspection-7/13/10, IFR certification
due 3/31/11, last compression
check 77, 78, 78, 79, Original paint
and interior-8, Avionics: King KMA
24 audio panel, KX165 digital NAV/
COM w/GS, KT 76A transponder,
Altitude Encoder, KG-102A Gyro, KI
525A HSI slaved, KFC 150 autopilot
w/altitude hold and GS coupling,
Garmin GNS 480 GPS/NAV/GS/
57
C L AS SIFIE D
COMM IFR w/WAAS capabilities
w/color map, MX20 moving map
multi function display with Jepp
Chartview, Garmin MD 200-306
VOR/LOC/GS/GPS CDI, GDC 31
GPSS roll steering converter 10642,
power and data cable for Garmin
496 GPS, Shadin Mini Flo digital
fuel management system w/GPS
interface, BFG WX900 Stormscope,
other equipment: electric trim,
electric speed brakes, co-pilot
brakes, electric standby vac system,
Rosen sunvisors, Airwolf Mini sep
Air/Oil separator, Challenger Air
Filter, 3.5 mm music jack stereo,
Bose Audio interface, 4 place voice
activated intercom.
$159,900 don’t be shy-make
an offer. This is an exceptional
airplane. Call for more details and
will consider trades. Joseph Kohn
TX 817-992-1035
1989 M20M TLS Bravo
1220+ TTAF&E, based and hangared
in dry North Texas since 1991,King
KFC150 Flight control w/KI525A
HSI, KAS 297B altitude selector,
KCS 55A compass, KY 195A COM1,
KNS81 RNAV, KN64 DME, KX155
w/2nd ILS, KR87 w/slaved KI227
indicator, KMA 24 audio, KT76A
transponder,
GEM603
engine
monitor, Apollo 820 GPS (VFR),
NAT 4 place intercom, 4 place built
in Oxygen w/oxymiser canulas
and masks, Shadi fuel flow FT101,
speed brakes, new vac pump w/
new Standby Vac, dual everything
but engines, all logs available for
review on pdf file. Purchased from
factory in 1992. I am second owner.
Pictures and details available on
request. Robert Frischer TX 940691-3854 email: frobert@sw.rr.com
call for price.
PARTNER WANTED-DALLAS, TX
1/3 Equity share available in “fully
loaded” 1991 M20M Bravo. This
aircraft is a rare find with a “turnkey”
partnership based at KADS. AFTT
3015.6, SMOH 998.2, prop 998.2,
Lycoming reman TIO 540-AF1B, S/N
RL9894-61A, installed at Mooney
factory 10/20/04 along with new
interior and paint (01/2005), King40 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 preselect and alert, back up
electric attitude indicator, WX1000
stormscope w/check list, EDM 700
engine monitor, Shadin Minifl 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
gall fuel, digital timer/clock, wired
for Bose headsets in the front two
seats, 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 cash reserve
in bank. Complete website with
pictures and detailing partnership
at www.bravoairflite.info. Cost
$79,000 Marlon Lewinsky TX 214876-7169
FOR SALE
New in box spinner and bulkhead
for Hartzell 3 blade prop for M20R
Ovation2, Make Offer. W. Halstead
703-356-1397 or cell 703-888-7208
FOR SALE
2 Bose Noise canceling headsets. 3
years old. $800. Bruce Bartos 954524-1635 or 954-646-1310
1983 M20J
TTAF 3512, SMOH 298, New
Scimitar Prop 298, IO360A3B6 with
58
CLASSIFIED
Chrome Cylinders. PS Engineering
PMA8000B Audio Panel w/MP3
Player & 4-Place Intercom, Bendix
King KAP 150 A/P w/electric trim
and alt hold, KX165 & KX155
Nav/Coms,
KN64
DME,KT76A
transponder, KR87 ADF, KI525A
slaved HSI, Apollo/Garmin GX55
GPS w/ slave to A/P, JPI EDM830 w/RPM, MP, HP, Fuel Flow/
Totalizer, Engine Analyzer, OAT,
LoPresti cowling, Power Flow tuned
exhaust, Precise Flight speed brakes,
¼” thick windshield & windows,
Medeco locks, oil separator. Onepiece belly, articulating front
seats, split/reclining rear seats,
rudder pedal extensions, pulsing
wingtip recognition lights, boom
beam landing light, wingtip & tail
strobes, aux power port, standby
vac system, Lasar wiser visors, Zaon
PCAS XRX traffic avoidance unit
& portable oxygen tank/masks. All
Ads & SBs complied with. $109,000.
Robert Owen, CA 818-324-9172 or
rowen0409@gmail.com
CUSTOM FERRY TANKS
Used once, 120 gals./two 60 sides,
custom built by Telford Aviation.
All connections/access including
custom platform. Custom built for a
M20K; but will fit almost any model
Mooney. Email for pics: karolek@
sc.rr.com or call 843-448-9294
1965 M20C N3KM
4400 TT, 620 SMOH by Poplar
grove Airmotive, hangared at 681S
since 1975. NCS 812 w/DME &
glideslope & Com, Garmin GX 65
GPS/Comm, alternator, lightweight
starter, electric gear, spare Dukes
gear motor, good paint and interior,
NDH, all AD’s complete, prop hub
AD complied with a brand new
prop. Based at Casa de Aero, IL.
$51,000, Bob Markus 847-683-2046
or rkmarkus@netscape.com
BAGGAGE DOOR
Complete baggage door/frame and
hinge. $300. Numerous other M20J
(201) parts available at low cost.
Rich Lytle 239-595-9511 or email
richlytle727@gmail.com
1986 M20K 252 TSE
S/N 25-1048 N252TC, TTAF 1820,
Engine 500 SMOH, Prop 40 SMOH,
Hangared, complete logs, air
conditioning (If you’ve never had
one it is awesome). Garmin 480
digital Nav/Com, SL40 digital Nav/
com, dual glideslopes, HSI, M20
MFD, WX500 on MFD, Shadin fuel
analyzer/totalizer, EDM 700 engine
monitor, yaw damper, engine
preheater, standby electric vac, dual
alternators (both recently replaced),
long range fuel tanks, Rosen sun
visors, wired for Bose headsets,
KFD 150 autopilot w/alt, built in 4
place 02, Garmin 330 transponder,
GDL69 XM weather, Garmin 340
audio panel w/ 4-place, AM/FM CD
player, speed brakes, Gamijectors,
many more items, see airplane on
MAPA websire (www.mooneypilots.
com) Mark Hammonds TX 817-9920063 or 817-497-4958.
1965 M20E Super 21
4360 TT, 991 SFRM, Alternator,
manual gear and flaps, Metallic
silver w/blue trim, 201 wing tips,
new mags, new exhaust system, one
piece windshield, PS Engineering
1000 intercom, KX155, Apollo
GX55 moving map GPS, digital
tach. One owner since 1975, Tulsa
RVS, $41,000 annual 2/2010, Ad’s
complied with. GR Bailey, 918-4810316 email: gcbail@earthlink.net
1978 M20J
Recent overhauled engine by Penn
Yan, GAMI’s, recent overhauled
3-blade prop, Century III AP w/
Alt., IFR certified, GPS, recent
overhauled HSI, radar altimeter,
newly refurbished interior, new JPI
w/LOP mode, fresh annual, 3450
TT, Engine 5 hr SMOH (500 hr.
transferable warranty), Prop 5 hr.
SMOH, MAC 1700VTX Nav-Com,
KX 170B Nav-Com, KT76, KLN 89B
IFR GPS, KRA 10 Radar Alt., KMA20,
NAT 4 place intercom, KN 65A DME,
Edo-Air HSI, Precise Flight Standby
Vac, new digital clock, Tanis heater,
elec trim, digital volt-amp, strobe,
headrests, Push to Talk. $85,900
Bruce Rouw 815-505-4799 or email
at brouw55@gmail.com
1968 M20C
S/N20-68099, 5709 AFTT, 2031
TSMOH, KX155, KX175B, AT50,
Stormscope, Garmin 496 with “Air
Gizmo” panel mount. Installed
flap ap, aileron gap, and rudder &
59
C L AS SIFIE D
elevator hinge cover seals composite
wing tips, flap hinge covers, dorsal
fin and cuff, tail root horizontal
fairing, wing root leading edge
fairing, inboard flap fillet fairings,
brake wheel cylinder rotation, JPI
EDM 700, multipoint EGT CHT,
Sale price $33,000 Jim Crozier II
NV 775-720-1959 or post emails to
jimsaeroservices@hotmail.com
1966 M20E Super 21
2535 TT, 50 SMOH, 100 SPOH, new
paint, IFR, 201 mods, 165 kts at 9.5
gph. $60,000 call for more info.
Jerry Singleton 406-581-3025.
1966 M20C
N9281M, 4816TT, 908SFRM, IFR
with standby Vac, O & N Bladders,
good P & I, 3 blade prop, 201 style
windshield, Garmin 695, Garmin
GPS 155XL, King KX 175B/GS,
Narco M12D, 2 place intercom,
Narco AT 150, Brittain Accutrack
A/P w/wing leveler, OAT & Volt,
ELT, NDH except gear up in 60’s.
This is a clean, no corrosion, great
flying “C”. Just bought M20K and
My wife says “Only 1 airplane”.
Asking $47,500. Hangared at
KMGW. Mark Furfari 304-826-0816
email fishbowl@mountain.net
1995 M20R Ovation
N9161Z, 675 TTAF &E, 10 SPOH,
SNS430W, KLN90B IFR, KX165,
strikefinder, KAP150, EDM700, 4
place Bose mounts, engine heater,
white over navy with gold stripes
(8), gray leather (8), annual 11/09,
IFR 2/10. See MAPA website.
$209,000 Gary Lerch 920-235-9666
option #4, cell 920-585-2324.
Avionics For Sale
King KCS 55A heading indicator.
$3,495 or best offer. Being removed
for upgrade. Working fine now.
It comes with everything that is
removed from the place including
all connectors. Please contact me
with any questions. Chris Holliday
585-737-9557 or email chollida@
rochester.rr.com
1991 M20M TLS Bravo
2360 TT/265+/-on engine, new
annual, top shape, and very fast.
Bendix King KNS81, KX155/
Glideslope, KLN 90B IFR/GPS,
KFCAP/FD
preselect,
WX1000
stormscope,
new
Sandel
SN
60
3500
EHSI
w/Moving
Map,
dual alternators, dual batteries,
standby vac, Speedbrakes, wing
tip recognition lights, fuel flow
indicator, true airspeed indicator,
oxygen, hot prop. Will consider
trades and/or partners if you are in
Bozeman, MT area. Price: $175,000
OBO call Tom 406-284-6546 or
email langel@amerimont.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
PARTING OUT 1967 M20F
Check
http://www.retiredguy.
org for pictures and additional
information.
Jim Nelan at jim@retiredguy.org or
770-463-0662
FOR SALE
Garmin
GPSMAP
495
$950.
Includes: GPS w/yoke mount, auto
mount, external antennae, wall
charger, USB cable, owner’s manual,
quick reference guide and external
power cable for a cigar lighter. Ken
Knopp 609-703-7596 or email ken.
knopp@comcast.net
Visit the MAPA Web Site
Join MAPA
Downloadable
MAPA Log Magazine
Mooney Apparel
Aircraft &
Equipment Sales*
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& Instructions
Calendar of Events
Photo Album
E-mail Discussion
* As a member of MAPA you may place one free classified ad
each calendar year on the web site.
send ad to mapa@sbcglobal.net
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61
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Aero Comfort
18
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Aircraft Door Seals
2
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2
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Aviation Credit Corp31
Aviation Design Service, Inc.
8
Bruce’s Custom Covers31
Cole Aviation10
Don Maxwell Aviation Service
5
Dugosh Aircraft Service50
Falcon Insurance Agency64
First Pryority Bank27
Flight Training Inc.
2
Gamijectors 9
Hartzell Propellers37
Henry Weber Aircraft Dist. Inc. 47
JB Aircraft Engine Service
56
JED-Aire Aviation37
62
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Lake Aero Styling18
Lone Star Aero28
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M-20 Turbos37
Mena Aircraft Engines54
Midwest M20 Sales & Service Inc.
17
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27 & 62
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Power Flow
8
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Sky-Tec / Plane Power
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64

classified - Mooney Aircraft Pilots Association

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