Mooney Aircraft Pilots Association FEBRUARY 2017 MAPA LOG · 2 830-315-2222 [email protected] [email protected] AtDugosh Aviation we know you’d rather be flying. Everything we do

MAPA LOGFEBRUARY 2017

www.mooneypilots.com

Mooney Aircraft Pilots Association


www.mooneypilots.com2

830-315-2222www.dugosh.com

[email protected]@dugosh.com

At Dugosh Aviation we know you’d rather be flying. Everything we do is designed to get you there quickly and keep you there safely.

We have extensive knowledge and experience working with all types of aircraft including Mooney, Beechcraft, Cessna and Piper.

Some of the services we provide are:

• 100 hr Inspections & Annuals• Pre-Purchase Evaluations• Top Overhaul• Engine Removal & Installation• Major & Minor Repairs• Sheet Metal & Structural

Repairs

• Precise Flight Speed Brake Installation

• Upgrades & Modifications• Corrosion Treatment• Windscreen & Window

Replacement• Fuel Tank Repair

Kerrville Municipal Airport – KERV; 1875 Airport Loop, Suite 105, Kerrville, TX 78028


MAPA LOG FEBRUARY 2017 3

CONTENTS

Columns6 Editorial by Trey Hughes Before Takeoff

12 Insurance by Barry Dowlen How is Your Premium Calculated?

16 Medical Matter by Dr. Bob Achtel When The Fizz Goes Out of the Pilot

18 Ask Jerry by Jerry Manthey Jerry Answers Members Maintenance Questions

24 Incidents & Accidents by Trey Hughes Accident During Take Off M20J

28 Shop Talk by Kerry McIntyre Aging Engine Instru- ments

32 Mental Status and the FAA by Dr. Larry Marshall AME

Departments14 New MAPA Members

30 Calendar of Events

34 Membership Applica-

tion

35 Fantastic Vacations

36 Classified Ads

40 MAPA SF Schedule

44 Mooney Merchandise

46 Advertisers Index

FEBRUARY 2017 • Volume 40 • Issue 2

Features8 Letters To The Editor 15 Santa Maria by Ted Corsones

20 Lake Aero Styling Announcement 21 PPP at Santa Maria, CA 45 Mooney Service Bulletin 17-01

ON THE COVER:

Joe Zuffoletto’s 2008 Mooney Acclaim Type S

Photo Courtesy of JoeZuffoletto

MAPA Merchandisepage 44


MAPA LOG Staff Trey Hughes [email protected] Lela Hughes [email protected] Jerry Manthey Peggy Walker

Volunteers Joe Schmerber Ethel Manthey

Contributing Editors Dr. Bob Achtel Ted Corsones Barry Dowlen Trey Hughes

Jerry Manthey Larry Marshall Kerry McIntyre & The MAPA Members

Design Lela Hughes [email protected] Peggy Walker [email protected]

Membership If you have a problem or question about your membership, please call 830-315-8008


Back Issues Back issues are available in

a limited quantity. To order, send $5* (domestic only) per issue to: MAPA 1885 Airport Loop Rd. Ste. 100 Kerrville, Texas 78028

*International orders will include an additional charge for postage and handling.

Printed in the U.S.A.

MAPA Purpose“To promote education and pilot professionalism in flying, operating and maintaining Mooney aircraft; to establish and develop an interchange of educational information and experience; to encourage professional growth, recurrent training and upgrading; to cultivate and promote friendship and sociability among members; and to do these activities on an international basis.”

The MAPA LOG (ISSN 199-5243) is the official publication of the Mooney Aircraft Pilots Association. Published monthly except October, by the Mooney Aircraft Pilots Association, 1885 Airport Loop Rd. Ste 100, Kerrville, Texas 78028. Contact MAPA by phone (830) 315-8008, Fax (830) 315-8011 or internet; http;//www.mooneypilots.com. The MAPA LOG is sent to each member of the Mooney Aircraft Pilots Association as one of the regular membership services. Membership in the U.S., its territories and possessions is $49.50, Canada $59.50, and $99.00 for international addresses. The electronic magazine, however is $39.50 for ALL members, U.S. and international. 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, 1885 Airport Loop Rd. Ste. 100, Kerrville, Texas 78028.


mailto:[email protected]






FROM THE EXECUTIVE DIRECTOR

by Trey Hughes, MAPA Staff

Editorial

Last month MAPA member Lee Fox wrote an excellent article on potential problems with a malfunction in the Mooney elevator trim system. We included a revised Service Instruction M20-88A “Stabilizer Trim Stop/Screw Modification” to the end of his article. While this is not a common problem, it is one that can and has occurred in our family and, in fact, can happen to any aircraft with an electric pitch trim system similar to a Mooney. MAPA suggests that any owner/operator with a Mooney affected by SI M20-88A accomplish it at the next scheduled maintenance.

While there is no easy way for a pilot to predict a future elevator trim problem, there are some ways that a pilot can prepare for trim issues. The first step is a thorough understanding of the trim system both manual and electric. I’m sure that there aren’t many Mooney pilots that don’t know what control surface is actually accomplishing the pitch trim function when they make a pitch trim change. Unlike most other General Aviation piston aircraft, pitch trim adjustments are made by changing the angle of attack of the horizontal stabilizer. The system consists of a manually operated actuator that operates a series of torque tubes and universal joints connected to a jack screw on the aft tailcone bulkhead. A trim control wheel is located between the pilot and co-pilot seats and allows the pilot to set stabilizer angle relative to the thrust line.

The electric pitch trim, standard on late-model Mooneys but optional on the

earlier versions, is actuated by a switch on the pilots control wheel. Different styles of switches are used depending on the autopilot and year of the aircraft. These switches have two electrical functions. One function is power to an electric servo located in the tailcone and the other function is to activate a pully/clutch assembly mounted on the servo. I have seen two styles of trim switches used in Mooneys. Later model aircraft have a split switch, two co-operated switches with each switch-half accomplishing the aforementioned functions of servo operation and clutch engagement. The other style of electric trim switch I have seen is a single switch with a fore/aft operation as well as a press-type of engagement that also splits the operation of the servo and clutch into two separate acts. In either case, it takes two different acts to actuate the electric trim servo, greatly reducing the possibility of an accidental trim operation. It should be noted that whenever the electric trim servo is in operation the manual trim wheel will rotate.

It should also be noted that the autopilot or AFCS and electric trim systems must work together because the pitch trim servo is what the A/P uses for pitch operations and corrections. In fact, should the electric trim system fail, most portions of the A/P will also fail. Should there be a malfunction with the pitch operations of the autopilot, or a malfunction of the electric trim servo causing uncommanded pitch inputs, the pilot has a “Trim Interrupt/Autopilot Disconnect” switch on the control wheel. When this switch is pressed, the power to the electric trim servo is interrupted and the A/P automatically disconnects. Depending on the model of Mooney, and the model of autopilot installed, there may also be a trim or A/P master switch located on the instrument panel.

BEFORE TAKEOFF



So, that’s how the manual and electric pitch trim system works, but what is the pilot’s responsibility as it relates to proper operation and preflight? Operational checks of the electric portion of the pitch trim system are described in the appropriate Pilot’s Operating Handbook Supplement for the specific autopilot installed. But to basically summarize them – check the electric trim system for normal operation.

However, for most pilots including myself, that is not enough. The relationship between the autopilot/AFCS and the electric trim system should not be over simplified. Since the autopilot uses the pitch trim servos for up and down stuff, a check of one should also include a check of the other. This check of the trim should include:

1. Manual operation of the trim wheel in both directions while noting a change in trim position indication.

2. Electric operation of the trim servo in both directions while noting a change in trim position indication and proper rotation of the manual trim wheel.

3. Independent check of each half of the electric trim switch in up and down direction while noting no rotation of the manual trim wheel or trim indicator movement.

4. While operating the electric trim servo, pressing the “Trim Inter/AP Disc” switch on the control wheel causes trim servo operation to stop.

5. While operating the electric trim servo, check that the trim operation can be stopped by holding the manual trim wheel.

After completing these checks the trim should be reset to the takeoff position. It should also be noted that when the autopilot/AFCS is in operation, the control wheel or manual trim wheel should not be used for pitch or altitude changes or corrections. Pilot movement of the control wheel will be sensed by the autopilot as an uncommanded change in pitch and will cause a trim change in the opposite direction to wheel movement. In other words, pulling back on the control wheel will cause the autopilot to run the trim servo in a down direction. Continued backward movement will cause the trim servo to move in the opposite direction until the servo reaches a pre-set torque or position limit (perhaps completely against a mechanical trim stop) at which point the autopilot will disconnect and the result is a very out of trim aircraft. Things will get quite exciting at that point.

If at any time during flight when the autopilot is not in operation, the pilot feels a change in control wheel pressure either up or down, a trim runaway should

be suspected and the “Trim Inter/AP Disc” switch on the control wheel should be pressed and the aircraft retrimmed before disconnecting the Trim Master switch or the Trim circuit breaker. As was mentioned in last month’s LOG, if a complete trim runaway occurs and the trim is completely on the up or down stop, the aircraft is still controllable in pitch by the pilot. It has been (and must be) demonstrated during certification that the aircraft is controllable with the trim set to either stop.

GO-NO GO DECISION

In thinking about our pre-takeoff procedures and checks it might also be important to consider when it might be best not to fly. An old instructor once told me that it is best not to take a sick airplane into the air…a concept with which I whole heartedly agree. But what things will prompt an abort and where will it occur during a departure? For this we are not considering a decision to abort prior to engine start as in a weather delay or abort. This discussion is about what might cause an aborted takeoff which occurs after brake release on the runway.

There are things that almost go unsaid that will – or should – cause a decision to abort the takeoff. Anything…I mean ANYTHING having to do with the engine or engine power is a no brainer. If there is any question about the engine’s operation, it should be checked on the ground and not in the air. Aborting the takeoff early and diagnosing a possible engine issue on the ground should be an automatic response. Of course, this also means that early detection of a power issue is necessary which is why a quick but thorough check of the engine instruments, including the engine analyzer is required. In this day and time, if you don’t have a digital engine monitor you should. Once safely parked on the ground, if a detailed check of the engine’s ability to generate full power shows no problems then another takeoff can be attempted.

There are a variety of other potential problems that might make me abort a takeoff such as a RED warning light. Any issue with directional control should prompt an immediate abort. This could be caused by a dragging brake, flat tire or


binding flight control all of which should be attended to while on the ground. Any unusual feel in the control wheel should create the need to check further and result in an aborted takeoff. I once forgot to reset the trim after landing – yes, I didn’t make a complete pre-takeoff check before the next departure. With the trim set to full nose up, the Mooney became very sensitive in pitch as airspeed increased. The abort was initiated and (after a period of embarrassed reflection) the trim was reset to its proper position, a correct pre-takeoff check was accomplished, and a successful though much more humble flight was completed.

These are just a sample of the things I think about before leaving the ground on takeoff. I’m sure that you can think of others, but the important thing is to think about and be ready to reject a takeoff if possible while on the ground when a question about flight safety is present.

Of course, there is a point during departure where a safe abort is not possible and this point should also be part of the pre-takeoff preparations. While it still might be preferable to go off the

end of the runway rather than try to fly an ill performing airplane, that is a decision that must be made on the “fly”, no pun intended. The airport environment will determine whether an off-airport excursion is the best choice to make, and each departure is unique. The important thing to consider is where the “abort on the ground” point ends and the “we’re going into the air” point begins. Before entering the runway proper, it is also necessary to think about where the best place or direction to “crash” is located in case that is the only option. As I have stated before, this is something that every pilot of a multi-engine airplane thinks about before every departure. I call it the “what if” game where the pilot considers an engine failure at various points on takeoff and says, “what if it happens here?” While you may not have the options that someone with a spare engine has, you do have some choices about how you handle a situation where continued flight is not possible. Knowing ahead of time that a slight left turn will align you with a field could make a successful off airport landing much more likely.

HOMECOMING 2017

The 42nd MAPA Homecoming has been rescheduled for September 27 – October 1 from its original dates in early November. This was necessitated because of the beginning of hunting season in Texas which creates an influx of transient aircraft at the Kerrville airport and travelers utilizing local hotels. With the increased traffic and congestion in and around Kerrville and the airport, the MAPA Staff, in conjunction with the Kerrville airport folks decided on a date change to September.

We will again use the facilities of the Inn of the Hills Hotel and Conference Center for all the convention activities and are already compiling a list of exhibitors and speakers so the we can again provide an entertaining and educational event for our members and guests. Look for additional information in upcoming issues of the MAPA LOG, but mark your calendars now and plan to attend the oldest and largest gathering of Mooneys anywhere in the world.

LETTERS TO THE EDITORDear Sir;

A short note to thank you for the MAPA LOG’s efforts in keeping we of the Mooney tribe up to speed, and to add a comment/correction to the “stabilizer trim” article as relates to pilot actions.

The aircrew actions the Captain and First Officer took during the Alaska Airlines tragic accident in responding to a never experienced before trim catastrophic failure, was 100% correct and done to avert compounding the disaster. They were checking aircraft controllability over the ocean rather than on the LAX arrival

path...so if there was a control problem, no one on the ground would be effected.

A controllability check over a safe area is a good procedure to underscore for us all, and hopefully a reminder to not be hasty in condemning fellow pilots who died trying to protect both passengers and those on the ground.

Cliff Tatum Captain MD-80 Alaska Airlines (Retired) Mooney Mite N4055

Cliff, thank you for your letter and clarification of the Alaska

Airlines tragedy. While the Pilot-in-Command is the ultimate responsibility for the aircraft and passengers, it is important to understand a pilot, when faced with an unexpected event, must make in-flight decisions that may not be apparent to those outside the cockpit.



LETTERSTO THE EDITOR

Letter to Editor:

Just a quick word about “Mooney Maintenance” guru Jerry Manthey: FANTASTIC!

As you can see from my MAPA membership number, I’m a long-time member who’s always appreciated the magazine. But, just one experience with Jerry additionally repaid the dues for a lot of those years.

My ’63 “C” had a worrisome problem that my usual excellent mechanic couldn’t solve. Illogically, indicated oil pressure fell when climbing at full power to overlap the red line. And, leveling out at 75 percent power cruise it went up some although not all that much, while oil pressure climbed even more at 65 percent.

I sent a letter detailing the problem to Jerry via MAPA on a Monday. Saturday, he called me. Not counting some phone conversations with several ladies ‘way back in the distant past, this was my most intriguing and interesting phone call ever. Did you know that in the early days of the Korean War that Jerry was shot down in a B-29, that he was the Chief Master Sergeant of Maintenance for the Thunderbirds, has solved A/C problems all over the world….?

Jerry made two suggestions. One was to check the accessory case installation. The second was to have a temporary calibrated oil pressure gauge installed. (It took my FBO more than a month get their gauge calibrated and put in.) Bottom line: The oil pressure it indicated was easily within normal limits-the panel gauge was the problem.

Knowing that, my mechanic said before sending it off to a shop Jerry recommended, he’d first try to blow some lubricating oil through the line. He did, and it worked. Everything is now comfortably normal, and I’ve ceased sweating while climbing out nowadays.

Cordially,Chester Peterson, Jr.


A MOONEY THOUGHT FOR THE DAY:

MOONEY PLANES MAKE US SMILE AS SOON AS WE SEE THEM.

THEY LIGHTEN OUR HEARTS WITHOUT EVEN TRYING

SO THAT TIME SPENT IN THE SKIES IS LIKE A LITTLE SLICE OF

CHRISTMAS



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INSURANCE

BY BARRY DOWLEN, President of Falcon Insurance Agency

HOW IS YOUR

PREMIUM CALCULATED?

We all want to get the best available product for the best available price and insurance is no different. Many of you may talk with other aircraft owners comparing premiums, agents, service, and coverage. That will sometimes prompt one of our customers to call and ask “why is another aircraft owner paying less for their insurance?” Often, we discover that the other owner was not giving the full story or they were mistaken about their coverage or premium amount. After some investigation, we usually find there is a reasonable explanation. Insurance carriers are fairly consistent in the premiums they charge. But there are some reasons why two different owners might pay a higher or lower amount for insurance. Here are a few to consider.

Aircraft Information: Aircraft year of manufacture; Make and Model; Seating Capacity; Have there been any modifications to the engine / airframe, etc.? All of these factors could have a direct impact on premiums. For example, an underwriter might surcharge for an older model or give a discount for a newer one.

Aircraft Insured Value: Aircraft insurance policies are written on an agreed value basis, meaning that the amount stated on the policy is the amount that is paid in the event of a covered total loss, less any applicable deductible. Your agent should verify current insured value against Blue Book or V Ref values and discuss the variances with you. Remember, the hull rate goes down as the stated value increases, so there could be a rate break for every $10,000 in value or so.

Limits of Liability: Many times when two aircraft owners compare price, they forget to look for the differences in the limit of liability or forget there is a passenger sublimit involved. Policy limits can vary dramatically. This is something that every insured should evaluate with their agent. There are many factors to consider when deciding which limit of liability to purchase. In our opinion, this is one area where it is not wise to lower coverage to save premium. Discuss this with your agent and know what coverage you have. Have them

explain the differences and coverage limits that are available.

Airport Location: Where is the aircraft based? Is the aircraft hangared or tied out? Is this a public, or a private airport, are the runways lighted / paved? Is the runway length adequate for the insured aircraft? Are there any obstructions at this airport? These all are factors for the underwriters to consider when rating a particular risk. A tied-out aircraft at a short field with obstructions nearby may warrant a higher rating or prohibit some companies from quoting.

Pilot Information: This is the number one factor in rating a policy. The underwriter looks at many factors including: Certificate(s), rating(s), total flying hours, retractable gear hours, hours in make and model, any additional training received?, any pilot losses, violations, waivers, dui’s/dwi’s? Most companies have rate breaks once a pilot achieves a certain level of proficiency. If a pilot falls just short of the hours required where the rate goes down, he or she may not get



as low of a rate as the pilot who has hit that plateau. Also, recurrent training in the make and model makes a huge difference. The insurance companies offer discounts for annual recurrent training plus, most companies will require this training before offering higher limits of liability.

Account Loss History: Most underwriters have an automatic credit built in to their rating programs for loss free applicants. Insureds who have had losses in the past few years will not see these discounts.

In summary

Currently there are over 20 Aviation Insurance Markets writing aviation insurance in the US, so there is good bit of competition and variance in pricing.

However, that being said, if all of the above variables are equal, including the carrier selected, you and your fellow aircraft owner should see a similar pricing level. However, it is very rare that every risk is completely identical in every aspect. Each aviation insurance risk while being underwritten as a particular class of business and subject to the underwriting companies rating guidelines, is still evaluated on its individual underwriting information and merits. The aviation insurance landscape is always changing so it is important find an agent who knows the market and who will do their homework on the coverage and financial stability of each company.

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Our Mooney pilots have many favorite sites for their pilot proficiency programs. Santa Maria, California is high on their list. For this reason, we will return to the Santa Maria Valley, nestled in the foothills of the Santa Barbara County wine country, on the weekend of April 7-9, 2017. We will stay at the recently renovated Radisson Santa Maria Hotel. It is a full-service hotel with abundant amenities and, as usual, we have negotiated an excellent rate for your accommodations. Our airport will be the Santa Maria-Hancock Field (SMX). It is a tower-controlled field and it shares a common boundary with our hotel, enabling us to exit our hotel and walk directly to our airplanes. It features GPS, RNAV, ILS, LOC/DME BC and VOR approaches. Our FBO host, Central Coast Jet Center, will be offering us discounts on the fuel and all services.

Santa Maria is blessed with a temperate climate – ideal for flying as well as vacationing. You may wish to allow yourselves a few extra days and visit some of its public offerings, such as the Museum of Flight; the Natural History Museum; Historical Society Museum; Railroad Museum; and a Motorcycle Museum. Nearby, is the quaint town of Los Alamos and its Union Hotel – built as a stagecoach stop in 1880. Thereafter take the scenic 20-mile drive that winds through gentle rolling hillsides and

vineyards. It will take you to 13 local wineries ranging from the small, rustic family-owned operations to large, modern facilities. Be sure to have a designated driver behind the wheel. Then return to Santa Maria and experience a sumptuous Santa Maria Style Barbecue – barbecued sirloin, salsa, pinquito beans, toasted French bread and green salad.

Vandenberg Air Force Base in nearby Lompoc welcomes visitors to its Space Endeavor Center and Space and Missile Heritage Center and, with prior reservations, it offers free tours of the entire base every Wednesday.

A walk through the Rancho Guadalupe – Nipomo Dunes Preserve, located in Guadalupe, is high on all tourists’ itinerary. This spectacular ecological preserve boasts the highest beach dunes in the Western United States – some towering to 500 feet.

One of my favorite stops is the authentic Danish Village of Solvang. The architecture mirrors the architecture of many villages in Denmark and the restaurants and bakeries emulate the magic tastes of the home country.

At the completion of the program, each eligible pilot will be endorsed for a flight review, instrument proficiency check, and will receive FAA WINGS credits. Pilots will also be awarded Certificates of Successful

SANTA MARIABY TED CORSONES

Completion of a Mooney specific recurrent training program. Many insurance carriers are now asking pilots on their renewal applications whether they have received recurrent flight training during the year. So, be sure to send your agent a copy of the completion certificate that we will provide to you. This should have a beneficial effect on the insurance premium.

Please check our website for more information about our organization at Mooney Safety Foundation.

So, that you will not be disappointed, I encourage you to make your reservations without delay. Complete the registration form in this magazine and mail it, together with your check to: MAPA Safety Foundation, Inc., 1885 Airport Loop Road - Suite 100, Kerrville, TX 78028. This will ensure you a slot at the program. If you have any questions, you may call MAPA at 830-315-8008 and speak with Lela Hughes; or you may call me directly at 802-282-9820.

We look forward to seeing you in Santa Maria.

Safety Is No Accident

VIEW ADDITIONAL PICTURES ON PAGE 21


MEDICAL MATTERS

By: Bob Achtel, M.D., Former Major U.S.A.F.M.C., AOPA SAN to KSAC, EAA Member (LIFETIME and FIRST WING) SACRAMENTO FSDO FAAST MEMBER.

Tom departed Kerrville, Texas (ERV) for Tucson, Arizona (TUS) in his Mooney Acclaim. Tom climbed rapidly to FL 210 and leveled off. The Flight Director was engaged and Tom settled back for what should have been a routine flight. Tom was wearing a re-breather mask which had a built-in microphone. The oxygen flow was titrated using pulse oximetry to produce a blood oxygen saturation of 92%. Tom is retired Air Force, with over 10,000 hours in military aircraft. Now, following retirement Tom has become overweight and rarely exercises. When at home, his usual form of navigation is a round robin from his couch, to the refrigerator, and back.

After about 15 minutes at altitude, Tom noticed an increasing ache in his right shoulder and arm. Movement increased the pain. Soon thereafter, his breathing became labored. Tom was having trouble reading back ATC clearances. Tom suspected Decompression Sickness (DCS) and declared an emergency. He was given an immediate vector into El Paso Texas (ELP). Tom landed his Acclaim using his left arm only as it was too painful to use his right arm.

An ambulance was waiting for our Mooney driver. Tom was taken to the nearest emergency room. The attending physician was not educated regarding DCS. After Tom explained the disease, the non-scuba diving DCS toll free number (1-800-326-3822) was called and he was transferred to the nearest facility with a hyperbaric chamber. Tom made a complete recovery.

DECOMPRESSION SICKNESS

HENRY’S LAW:The amount of gas in a solution not chemically combined, varies directly with the partial pressure of that gas over the solution. As the partial pressure over the liquid decreases, the amount of gas in the solution decreases.

MY FRIEND HENRY:My friend Henry wanted to go for a ride in my Mooney. He brought along a sealed can of soda. He was very nervous and kept shaking the can as we climbed to 10,000 MSL. He then opened the can and soda sprayed all over my cockpit.

The air we breathe contains about 78% nitrogen. This gas is dissolved

in solution throughout our bodies. As we ascend to altitude the ambient barometric pressure falls. Much like the response of a semi inflated balloon placed upon the seat next to us. The barometric pressure inside the balloon equals that of the barometric pressure before takeoff. As we climb, and the barometric pressure declines, and the balloon swells. As we climb, the pressure which holds nitrogen in solution within our bodies declines and the gas forms bubbles as it tries to escape. These bubbles can lodge anywhere in our bodies producing the symptoms of DCS (Table 1).

TABLE 1SYMPTOMS OF DECOMPRES-SION SICKNESS

BENDS= CAUSING PAIN IN THELARGE JOINTS AGGREGATEDBY MOVEMENTNEUROLOGIC=HEADACHE,CONFUSION, BLURRED VISION, FATIGUE, NAUSEA, SEIZURESLUNGS=CHOKES=SHORTNESS OF BREATH, BURNING CHEST PAIN, COUGHSKIN=CREEPS=FEELS LIKEYOUR SKIN IS CREEPING

WHEN THE FIZZ GOES OUT

OF THE PILOT



PREDISPOSING FACTORS TO DCS

How high you fly, how long you stay there, and the rate of ascent affect the cause and severity of DCS.

Older, overweight individuals are more prone to develop DCS. A previously injured joint, may have increased vascularity due to scar tissue, and is more prone to the symptoms of DCS. Pre-flight scuba diving, and/or alcohol consumption, magnify the cause and severity of DCS. (TABLE 2).

TABLE 2PREDISPOSING FACTORS TO DCS

ALTITUDEDURATION AT ALTITUDERATE OF ASCENTOLDER AGEINCREASED BODY FATPREVIOUS JOINT INJURYALCOHOL CONSUMPTIONPREVIOUS SCUBA DIVING

PREVENTION OF DCS

Needless to say, one needs to avoid predisposing factors. As stated, the gas we inhale is 78% nitrogen. If we could reduce the amount of nitrogen in our bodies, to let’s say 50%, we could reduce the chances of developing DCS. We must do what the U-2 (Dragon Lady) pilots do before flights to FL 750. We must perform a nitrogen wash out. By breathing 100% oxygen for 30 minutes we will derive the majority of relief provided by this technique. I carry a small Kevlar tank connected to a tight-fitting mask during my pre-flight. After 30 minutes I switch to 100% oxygen from my cabin oxygen supply. Breathing 100% oxygen for more than 30 minutes does provide more protection. However, the benefit is not exponential and a 30-minute nitrogen wash out provides most of the protection this technique offers. Increased blood coagulation plays a role in DCS. I take one aspirin, 325mg, before flights into the flight levels. Aspirin decreases the stickiness of our platelets.

TREATMENT OF DCS

The hallmark of treatment is to return the affected pilot to high altitude while breathing pure oxygen. This is done in a hyperbaric chamber. The pilot is then brought back to ground level barometric pressures in gradual decrements.

Almost all Emergency Room Physi-cians are not AME’S, or even pilots. Perhaps a few more are SCUBA divers and understand DCS. (As we ascend, we reach half of one atmosphere at FL 180. As we descend into water we achieve 2 atmospheres by about 32 feet below the surface. This forces more nitrogen into the body. SCUBA divers must ascend slowly to prevent the BENDS). Regardless, we must assume that we know more than the doctor and help him/her with the correct diagnosis.


MOONEY MAINTENANCE

by Jerry Manthey, MAPA Maintenance Instructor

Ask Jerry

COMMENT:When you read this article, good weather should start appearing on the horizon! TIME TO FLY!

First of all, there are some maintenance items to attend to on your Mooney. With all the bad storms over the U.S., I am sure many of you either kept your Mooney’s in the hangar or the unfortunate ones had to be tied down outside on the ramp.

I am sure you all had the Mooney batteries on a slow charge so it should be ready to start after you check the oil first, of course. Run it up at least 15 minutes until the engine is warm, all the while checking the engine gauges for proper indications. Shut down and pull the engine cowling. Check the engine for oil and fuel leaks. Check all clamps for deterioration and chase out the critters that took up housekeeping during the winter. Look at the engine mount for sagging. Do the engine flexible cooling baffles look airworthy? Check intake and exhaust gaskets and connections for tightness. Check the entire engine compartment for anything not normal. Make sure any visible wiring is properly clamped and not deteriorated.

For those of you who are not mechanically inclined, get your favorite A/P to do this for you. After the cowling is reinstalled, make sure

all fasteners fit properly. Check the fuel caps. More than likely the big “O” ring on the cap might need replacing. Check the wheel wells for damage and again check for critters. Check the tail opening for critters. Check all the edges of your Mooney for hangar rash. This goes double for the Mooney’s tied down outside. Be sure to move all the flight controls with your hands on the walk around the outside. Check the pitot heat.

I am sure all you pilot owners had a pitot cover on during extended non-flying periods during the winter. Give all the accessible grease fittings a shot of grease.

Of course, the job is not done until you check the log books for due inspections and repeat Airworthy Directives that are reoccurring.

One last thing, if you didn’t have the plane jacked up enough so that the wheels were clear of the hangar floor, check the landing gear biscuits. If aircraft parked on the ramp, you should look for deterioration of the gear biscuits.

QUESTION:I am replacing my tires and I want to know if I have to replace any of the hardware when taking the wheel halves apart?

ANSWER:The first thing you should do after disassembling of wheel assemblies is to clean them thoroughly, including the hardware (nuts, bolts, bearings). Do a very close inspection of wheel halves for cracks, corrosion or unusual wear. Clean the wheel bearings and check them for wear. Don’t forget the bearing races in the wheel halves. They wear and will leave a small ridge when they are worn. If you are not sure whether the races are worn and should be replaced, check with your shop and get their opinion. It goes without saying that if the races are worn YOU MUST REPLACE the wheel bearings. You can purchase the bearings and races as a complete assembly. In order to change the races, you will need a small press. Be very careful that you do not damage the wheel halves when replacing the races. Before you take out the old races check to see how they fit in the halves.

Next, check the wheel bearings for wear--hot spots and looseness. Once you are finished with the bearing inspection, clean the bolts and check for corrosion, rust or cracks. I recommend replacing the bolts about every five years or every third tire replacement. Bolts are cheap compared to the damage they could cause if they break on landing. ALWAYS change the nuts and



washers. This is one area in which you must use a torque wrench. The torque is printed on a label that should be on one of the wheel halves. I would install a quality tire as our take-off weights really are quite heavy for a general aviation aircraft.

Most Mooney pilots make good landings because they know they are paying for the tires! A quality tire will be much less expensive in the long run over a recap or training tire! Now that you are satisfied that everything is ready for reassembly, put a small amount of baby powder inside the new tire, install your tube, air-up the tube without the valve installed. This will give the tube a chance to round itself out and will help you not to pinch it when putting the wheel halves together. Install the wheel halves on the tire and tube making sure to line up the valve stem with the red dot on the tire. Torque the wheel halves, air-up the tire again with the air valve NOT installed and bounce the tire all the way around. This will help the inner tube fit in evenly all the way around inside the tire. (Note-provided you didn’t pinch the tube!)

Install the air valve and air-up the tire in accordance with your Mooney Maintenance Manual. The good book tells us we must check 24 hours later for proper air pressure (no leaks). A little “spit” on the valve makes sure that valve is not leaking. ALWAYS install a valve cap!

Check the Maintenance Manual and grease the wheel bearings with the recommended grease for your model Mooney. According to the FAA, we, as pilots, are allowed to replace tires and even sign them off using our pilot’s license. The only thing I haven’t figured out, after all these years, is how do we get the wheels off without taking off the brakes? The “good book” does not have an entry for pilot maintenance on brakes. I really know what the answer is but let’s see if you can figure it out!

What is the first thing you do before you take your wheel off to change the tire? ANSWER: The first thing you do before starting to replace tires is to let the air out of the tire. If you don’t,

the wheel half could come apart rather suddenly whenever you start taking the nuts off the wheel halves. You could get seriously hurt.

There are three important things you must accomplish when replacing tires!

The answer to the three important things you must accomplish while reinstalling the wheel with your new tire is:

1) Make sure both spacers are installed on the axle.

2) Make sure you install the axle nut. It would be embarrassing if your wheel passes you up when landing!

3) Install a new cotter pin. This will keep the nut from coming off.

We, at MAPA, are always looking for pictures of our members Mooney’s or interesting stories about their Mooney’s and how they use them. If you have a good picture or an interesting story about

your Mooney, and are willing to share, please call either Lela or Peg-gy at 830-315-8008 or email either of us. Please make sure that any

picture you send us for the cover is in high resolution and in portrait format. We will give you recognition when we use your

picture or story.


LAKE AERO STYLINGANNOUNCEMENT

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well….. and available for purchase.

Owners, Paul & Shery Loewen are ready to retire and motivated to sell their business. LASAR has been a prosperous business for 42 years with 10 employees, is one of the world’s largest Mooney parts suppliers and one of the most profitable repair stations in the Mooney Aircraft field. Open to reasonable offers and ready to negotiate (707)263-0462


PPP AT SANTA MARIA, CALIFORNIA





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.

ACCIDENTS & INCIDENTS

ACCIDENT DURING TAKEOFF M20J

DATE 8/18/13LOCATION Kansas City, MOWEATHER Day VFRINJURIES 2 Fatal On August 18, 2013, about 1448 central daylight time, a Mooney M20J descended and impacted terrain after takeoff from Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri. The airplane sustained substantial damage to the wings and fuselage. The private pilot and a passenger were fatally injured. The airplane was registered to [a corporation] and operated by the pilot under 14 Code of Federal Regulations Part 91 as a personal flight that was not operating on a flight plan. Visual Meteorological Conditions prevailed at the time of the accident. The flight was originating at the time of the accident and was en route to Youngstown, Ohio. On August 15, 2013, the personal flight originated from Youngstown, Ohio and arrived at MKC. The airplane was parked on a ramp in front of a fixed base operator (FBO) at MKC. The president and owner of a general aviation consultant, sales, and refurbishment firm, stated that a text

message from the pilot was received on August 16, 2013. The provided text message stated: “Hey… . Just an update. ... Landed kmkc yesterday from kyng. Ran really well. Total trip time was 4:30. Not too bad. Better than spending 8 hrs in airports.” On the day of the accident, the airplane was taxied from the ramp to the airport self-serve fuel pump and 25.25 gallons of 100 low lead aviation fuel was obtained. An airplane mechanic at the FBO stated that he heard the airplane engine run-up and takeoff. The run-up was “short” and was “less than a minute.” He did not hear any engine power hesitations during the run-up, just a “quick” magneto check. He did not hear any power hesitation prior to the engine quitting during takeoff. At 1946, [the aircraft] was cleared for takeoff on runway 19 (6,827 feet by 150 feet, grooved concrete) at intersection K (runway available from intersection K was about 5,313 feet). During takeoff, [the aircraft] reported an emergency during the climb. The

airplane descended to an estimated height of 10 feet above the runway surface with the landing gear retracted. The airplane was approximately no farther than halfway down the runway before a second climb began and [the aircraft] reported “I’m okay.” The airplane attained an altitude of about 300-400 feet above ground level when it was observed to enter a turning stall. The airplane descended and impacted a field about 0.25 miles southwest of the departure end of runway 19. PERSONNEL INFORMATION The pilot, age 52, was issued a private pilot certificate on May 11, 2004, after passing a private pilot examination on his second attempt. A Cessna 172R was used for the examination and the pilot’s total time at the time of the examination was 88.7 hours. The first entry of the pilot’s logbook was dated October 20, 2001, which was an “intro flight” using a Cessna 152. Prior to February 12, 2013, logbook entries showed that the pilot had only flown Cessna 152, Cessna 172 and Piper PA-28-160 airplanes. From



February 12 to February 14, 2013, the pilot received 11.4 hours of Mooney airplane training and a complex airplane endorsement under Part 61.31(e) using the accident airplane. The pilot’s total flight time to date on February 14, 2013, was 289.5 hours. There were four entries after the pilot’s last training flight. The last entry in the pilot’s logbook was not dated and the total flight time to date was 308.7 hours, of which 30.6 hours were in Mooney airplanes. The flight instructor, who provided the pilot’s Mooney airplane training, stated that the pilot was a “pretty good pilot” and “pretty adept.” He was “pretty thorough” and did not rush or hurry up and would not skip items. The pilot did “fine” and there were “no issues.” The pilot did not have any flight time in retractable landing gear airplanes before he started training. He thought that it was “unusual” that the pilot did not have an airplane instrument rating. The pilot did not have any previous Federal Aviation Administration (FAA) record of accident, incidents, or violations. AIRCRAFT INFORMATION [The aircraft] was a 1978 Mooney M20J airplane... The airplane was powered by a Lycoming IO-360-A3B6D, serial number L-19288-51A, engine. The engine was equipped with a Bendix RSA-5AD1, serial number 67270, fuel servo. The last annual inspection of the airframe was dated January 8, 2013. A work order for the annual inspection, which was also a presale inspection, referenced an airplane total time of 2,423.84 and a tachometer time of 2,423.84. The work order for the inspection listed Item 7 with the following:

Discrepancy: Replace fuel cap O-rings Note: Water in fuel system Corrective Action: Replaced the fuel cap O-rings The parts listed under Item 7 were two MS29513-010 Fuel Cap O-Rings, Small and two MS29513-338 Fuel Cap O-Rings. The work order and airframe logbook did not cite that the fuel tanks were pressurized to check for leaks of the fuel caps. The Mooney M20J Service and Maintenance Manual, Section 28-00-01, Fuel Filler Cap Maintenance and Assembly, stated in part: 3. The sealing capability of each cap assembly should be checked periodically and at each annual inspection. This can be accomplished per the following procedures: A. Remove cap assembly from wing filler port and inspect o’ring (1) for any damage or brittleness. Remove and replace if needed. B. Adjust tension of shaft (2) and rotating lock plate (3) by removing cotter pin (5) from nut (6) on threaded portion of shaft (2). Tighten nut (6) so cap assembly handle (7) can be opened, turned and shut with hand pressure and still provide the necessary seal of cap assembly to keep water from entering fuel tank. NOTE: Fuel selector should be in the OFF position before proceeding with paragraph C to pressurize the fuel tanks. C. Connect rubber hose to each tank’s vent line. Apply only one-half pound (1/2 lb.) air pressure. Check for fuel cap leaks by soaping circumference of filler cap assembly and observing bubbles. Replace o’ring if bubbles are observed and adjustment of the nut does not stop the leak.

The engine was overhauled May 22, 1992. The last annual inspection of the engine was dated January 8, 2013, at an engine total time of 2,423.84, a time since major overhaul of 1,027.25, and a tachometer time of 2,423.84. METEOROLOGICALINFORMATION The MKC automated surface observing system recorded at 1345: wind - 170 degrees at 7 knots, wind variable between 120 and 210 degrees; visibility - 10 statute miles. sky condition – broken at 5,000 feet above ground level, temperature 28 degrees Celsius, dew point 14 degrees Celsius, altimeter setting - 30.12 inches of mercury. Rain totals at MKC for August 15, 16, and 17, 2013, were recorded as: trace of precipitation or less than 0.01 inches, no precipitation, and no precipitation, respectively. There was no precipitation recorded on the day of the accident. MEDICAL INFORMATION The pilot was issued a third class airman medical certificate dated December 2, 2011, with the following limitation: “Holder must wear corrective lenses for distant vision while exercising the privileges of his airman certificate.” The FAA Final Forensic Toxicology Fatal Accident Report for the pilot reported: No carbon monoxide was detected in blood, cyanide testing was not performed, no ethanol was detected in vitreous, and no listed drugs were detected in urine. An autopsy of the pilot was performed by the Jackson County Medical Examiner, Kansas City, Missouri. The cause of death was listed as multiple blunt force trauma.


WRECKAGE AND IMPACTINFORMATION The main wreckage, which included the fuselage, attached wings and empennage with their respective control surfaces, engine, and propeller was located in a field about 0.25 nautical miles southwest of the departure end of runway 19 at an elevation of about 705 feet mean sea level. The airplane was oriented in an upright position and a tail to nose heading of approximately 170 degrees. The landing gear jack screw extension was consistent with the landing gear in the retracted position. The flap jack screw extension was consistent with flaps in the 10-degree position. The empennage trim jack screw extension was consistent for a setting for a flaps 10 degree takeoff. There was no evidence of soot or fire. The fuselage exhibited aft crushing to about the rear cabin entry door frame and cockpit roof was broken open. The engine compartment exhibited aft crushing damage. The leading edge of both wings exhibited aft crushing about 1/3 wing chord. The deformation included upward bending near the forward portion of both wing tank fuel filler necks. Both wing fuel tanks were broken open. Both wings exhibited about a 90-degree crush angle. The outer wing section of the left wing was had greater relative aft deformation and was curled upwards. The empennage was bent laterally toward the right about 10 degrees and the left horizontal stabilizer and its elevator tip was bent upwards. Flight control continuity from all the flight control surface to the cockpit controls was confirmed. Both wing fuel caps were in place and the fuel cap locking tabs were in the down position and flush with the top of the fuel caps. The fuel caps were removed and all of the fuel cap

components were in place. A brown colored stain was present on the left fuel tank filler neck flange. Both fuel caps were replaced and locked into place and water was poured over both fuel caps, which resulted in the water pouring out from the underside of both fuel caps. The fuel caps were interchanged and water was poured over each fuel cap, which resulted in the same effect. Examination of the fuel tanks revealed that a black colored sealant was present along the bottom of the wing fuel tank ribs. The sealant did not cover any of the holes at the bottom of the ribs. There were no obstructions in the fuel sump system. The fuel line from the fuel selector to the engine was broken open and separated. The fuel selector knob was bent and positioned near the left fuel tank selection. The ignition key switch was at the BOTH position. The mixture, propeller, and throttle control knobs were in the forward position. Examination of the engine confirmed control continuity of the mixture, propeller, and throttle controls from their respective engine accessories to the cockpit controls. Borescope inspection of the engine cylinders revealed no anomalies. The engine was turned through by rotating the propeller by hand, during which air was drawn in and expelled through each top spark plug hole. Valve train continuity was confirmed during the engine rotation. The magneto was rotated by hand and electrical continuity through the ignition harness was confirmed. Examination of the airplane engine revealed the presence of a liquid consistent with water present in the fuel servo in a proportion estimated to half of that of remaining liquid that was consistent with 100 low lead aviation

fuel. The fuel injector diaphragm was disassembled, and a liquid consistent with water was present under the diaphragm. The airplane instrument panel was damaged by impact forces. The airplane’s hour meter was separated from the instrument panel and three of the digits were between values. The hour meter indicated 1,176.2. The tachometer was of digital type, and no reading was obtained. TESTS AND RESEARCH There were no reports of fuel contamination and/or loss of engine power by airplanes fueled at the airport self-serve fuel pump where the accident airplane was fueled from. Examination of the airport fuel facility did not reveal any fuel contamination. The flight instructor, who provided the pilot’s Mooney airplane training, stated that he taught the pilot to use the fuel strainer to check the fuel and that it takes about 10-15 minutes for contaminants to settle. They discussed that Mooney airplanes can allow water through the fuel cap O-rings. According to the Mooney M20J Pilot’s Operating Handbook and FAA Approved Airplane Flight Manual, Section 4, Normal Procedures, the Preflight Inspection checklist precedes the Before Engine Starting Check checklist. The Preflight Inspection stated to sump the fuel tank sump drains. According to the Airplane Flying Handbook (FAA-H-8083-3A), Chapter 11, Transition to Complex Airplanes, Takeoff and Climb: “Normally, the landing gear should be retracted after lift-off when the airplane has reached an altitude where, in the event of an engine failure or other emergency requiring an



aborted takeoff, the airplane could no longer be landed on the runway. This procedure, however, may not apply to all situations. Landing gear retraction should be preplanned, taking into account the length of the runway, climb gradient, obstacle clearance requirements, the characteristics of the terrain beyond the departure end of the runway, and the climb characteristics of the particular airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot’s improper decision to attempt continued flight after a momentary loss of engine power with usable runway remaining. Contributing to the accident were the pilot’s premature retraction of the landing gear, the loss of engine power due to fuel system water contamination, and the pilot’s failure to detect the fuel contamination during the preflight inspection.


This month’s ShopTalk will discuss the confusing world of engine and fuel primary instrument replacement, along with the difficulties of obtaining repairs to these instruments and their associated senders/ probes. Ultimately, we will focus on the all-in-one instrument system, CHT, EGT, TIT, fuel level, manifold pressure, OAT, RPM, etc., as appropriate to the aircraft.

In the 1950s and 60s most of our fuel, oil pressure, oil temperature and CHT gauges were made by Stewart Warner. These gauges are coupled to specific senders and probes. In later years (70s and 80s) Stewart Warner got out of aircraft business and Rochester Gauges jumped in to manufacture new gauges with newer technology. Of course, their gauges and probes were not interchangeable with the Stewart Warner systems, so you had to replace the probe and the gauge as an assembly. A bit of a pain, but there was a choice when your old Stewart Warner system failed and could not be repaired or replaced. Now let’s think about this: There are more than 2,340 currently registered Mooney’s over fifty years old; more than 3,540 older than forty years - over half the Mooney fleet of about 6,000 airplanes. How long do we really think these instruments will be available for replacement? Rochester stopped production over 20 years ago. Sigma-Tek made some of these instruments in the 90s but they are out of production for certified instruments also.

Here is the real problem: Because Mooney certified these instruments when your M20A-TN was produced, you can’t just go to Sigma-Tek (or any other manufacturer) to purchase a new one even if it were available and being manufactured! You see, Mooney, not the instrument manufacturer, holds the approval to install that instrument in your airplane. The instrument has to come from Mooney with their return-to-service tag or stamp.

Another problem encountered when your primary instrument(s) fail, is not only the inability to get a replacement but the lack of instrument shops that can legally repair that instrument and properly return it to service (FAA 8130 tag). Most manufacturers of these instruments will not allow the design data to be released to the repair shops. Without the FAA, approved data, an instrument shop cannot legally repair your primary instrument. Just because the item is out of production does not mean the manufacturer wants its part to be repaired and kept in working condition for another twenty years. Some of these companies are still in business making other items but many are no longer around. Try finding a B&D electric tachometer for your 252 or TLS. If you do find one, the price could be so high as to force you to consider other options for an FAA approved replacement.

I think the first thing an informed buyer should understand is the term, primary instrument. A primary instrument is the temperature or quantity instrument your airplane came with fresh out of the Mooney factory. When it received its type certificate from the FAA, all installed and optional equipment were the basis for that approval. This is unlike experimental aircraft that have no FAA type certificate, where anything may be used for temperature and quantity measurements. FAA certified aircraft are locked in to approved factory configurations unless there is Supplemental Type Certificate (STC) available. This rule is applicable for almost all configuration changes.

It used to be we would see plenty of the Stewart Warner instruments failing as they pass 40 or more years old but now we are seeing the Rochester and B&D instruments failing and this begs the question of do we change them all or just one at a time as they fail. When we in the maintenance field do an annual, all of your primary instruments must

work correctly and be range marked correctly. When I say, range marked correctly, you can’t have a CHT gauge with a redline of 460 degrees (TCM engine) installed in your stock M20J (Lycoming engine) that should have a 500 degree redline.

It’s the oil temperature, oil pressure and CHT systems for which replacement parts are difficult to find. This may mean you purchase an STC FAA approved replacement specific for your model and serial number aircraft. Today there are many manufacturers that make these FAA approved instruments; just ten years ago, there were only a few.

Arguably, the latest and greatest idea for primary instrument replacement is the all-in-one engine instrument display which may also include fuel quantity gauges. There are a handful of manufacturers to choose from, but buyer beware as not all of these displays are primary approved. A good example is the JPI 830 from JP Instruments (JPI) (jpinstruments.com). It looks just like the JPI 900 and is a great unit but not FAA approved for primary replacement. The JPI 900 and 930 are FAA approved as direct replacement for your primary gauges. Electronics International (EI) (buy-ei.com) also makes an all-in-one FAA approved engine instrument that includes fuel quantity (MVP series). Both manufacturers have been in the primary instrument business for well over 20 years now.

Currently in our shop we are installing a JPI 900 in a 1970 Mooney M20E (see Figure 1) and because the JPI 900 comes with all of its own transducers for oil pressure/ temperature, CHT and EGT, rpm and manifold pressure. It’s just a matter of locating and routing of transducers and harnesses. Where the real problem arises with any of these replacement systems is interfacing the old original analog fuel quantity senders with the new digital display systems.

SHOP TALKAGING ENGINEINSTRUMENTS

BY KERRY MCINTYRE


jpinstruments.com

jpinstruments.com

buy-ei.com


The original senders in most small aircraft were a resistance float-actuated device, essentially a rheostat. The Mooney senders have a resistance of 0-30 ohms (30 being the full/up position). Over years of operation the wiper or resistance coil may have worn out or corroded in some areas creating flat spots that may impede the float’s motion or present a high resistance. Aircraft that have long sat idle are very susceptible to this problem. For a fuel gauge to correctly interpret the correct fuel level the sender must read in a linear manner.

Here is the lesson learned at KNR: If the plane is over 40 years old or if there are erratic fuel level readings, pull all the senders, clean them, have them overhauled or worst case get new or serviceable replacements (some of these senders are also getting hard to find).

To calibrate a new fuel quantity system the aircraft must be completely defueled. All fuel is drained through the tank sump drains with the airplane in the parked position. Add in unusable fuel with the aircraft in flight-level attitude. Calibrate (to empty), record the fuel sender reading and continue adding fuel (say five gallons at a time) keeping close track of added amount. Chart these individual readings as you continue to add fuel. This chart will provide checkpoints at each new fuel level all the way up to topped off tanks. The new digital fuel level instrument can interpret these know

quantities and provide a fairly accurate fuel level reading in level flight. This part of the job will take all day if your fuel senders are serviceable.

When you order a primary replacement all-in-one unit they are pre-programmed to your specific airplane. What that means is if you have a 252 converted to a Rocket the manufacturer has to program the unit for the Rocket engine parameters not 252 parameters. Therefore, you must be precise when ordering the unit so it is correctly programmed. This also applies to auxiliary fuel tanks, because you must tell the manufacturer the total usable fuel for each tank. The fuel calibration must still be accomplished.

Be sure you have enough instrument panel open space for an all-in-one unit as they can take up most of a radio rack in the case of the JPI 930 and they must be installed within a specific field of vision from the pilot’s view. Remember, relocating a bunch of radios will add to the installation price.

So, what should one expect to pay to have one of these all-in-one primary replacement units installed? We have found it is easy to blow through four or five full days by the time you remove or relocate items that are in the way, route all the harness, install all the transducers, EGT/ CHT/ TIT, oil temp and pressure probes, tachometer signal pick up, manifold pressure

sensor and calibrate the fuel system and possibly interfacing to the GPS system.

These all-in-one systems are way cool but complex to install. Often there is inadequate instrument panel space available and you have to consider spending a whole lot more money replacing old obsolete radios to create that space, a complete instrument panel/avionics upgrade.

If all-in-one is too cost prohibitive, several manufacturers make individual STC primary instruments. Today there are a lot of innovative engine instrument options when original instruments fail and you can’t find anyone to repair them. However, not all are FAA approved for primary replacement for your FAA type certificated aircraft: make, model and sometimes serial number - buyer beware! Some (but not all) manufacturers with STC instruments are: EI, Aerospace Logic (aerospacelogic.com), Alcor (alcorinc.com), Insight (insightavionics.com), Horizon tachometers.

As always, if you have a question about this article or a previous ShopTalk, you may contact me at our aircraft repair facility via e-mail: [email protected] or by the old-fashioned telephone: 307-789-6866. Previous ShopTalk articles can be read on our web site at www.knr-inc.com. Until the next ShopTalk, enjoy flying your Mooney.

aerospacelogic.com

alcorinc.com

alcorinc.com

insightavionics.com


http://www.knr-inc.com/

http://www.knr-inc.com/


CALENDAR OF EVENTS

Discussion Forums for Mooney EnthusiastsThere 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 discus-sions. 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 fl ying Mooneys.

Mooney Ambassadors--Share the Passion!*Support our Mooney Airplane Company *Promote General Aviation *Have someplace wonderful to fl y. For more informa-tion about the Mooney Ambassadors or to register to attend an event please go to our website: www.MooneyAmbassadors.com Email: [email protected]

AOPA Regionals 2016We have Point Persons defi ned for the annual AOPA Regional Fly-Ins, but we do need help in the booth with the children’s activities and talking with potential new owners.

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MAPA 2017 HOMECOMING CONVENTION WILL BE

September 27 - October 1, 2017 AT THE

INN OF THE HILLS IN KERRVILLE, TEXAS

Comments about the MAPA SF PPP:

The October MAPA Safety program that you brought to Mansfi eld, Oh. KMFD, could only be considered a success! Your hard work and dedication to this amazing program is appreciated by all! How do I know this? Some very experienced Mooney pilots, fi rst-time MAPA attendees, shared with me that this is the best training they have received and will attend another future MAPA Safety program.

You have an excellent, seasoned team. Without much fanfare, you all just showed up, did your job, and left the aviation world a better place. Each of you adds a certain strength to the program and as a seasoned team, you are effi cient and effective! This was the 14th MAPA Safety program I have attended over the past 22 years and your program continues to maintain a sense of freshness and sharp edge. Your revised fl ight scheduling with the addition of night fl ights really keeps the pace on track.

For Mark Johnson personally, Darren and I both appreciate how skillfully you adapted your instruction to our very different levels of aviation training and experience. You displayed real teaching talent!

To all the directors, Lela and Trey, your continued support to this program is defi nitely good for Mooney aircraft, Mooney pilots, MAPA, general aviation, makes fl ying fun and safer…and most importantly…you save lives! Words alone will never convey how much you are appre-ciated.

Bill Schmidt

I’ll second Bill’s comments. Y’all provide a great training program with a professional attitude that helps build a better GA culture. Thanks for a great program. First time MAPA Trainee.

Darren Hamilton




By Larry Marshall, MD, AME, HIMS SPECIALIST

A mental status check can be a general observation made by a pilot or passenger. Multiple cognitive functions may be observed. A few that we will discuss are: attention, executive functioning, agnosia (inability to interpret sensations and hence to recognize things, typically as a result of brain damage; inability to properly recognize objects by sight), language, memory, orientation, praxis (the ability to interact successfully with the physical environment, to plan, organize, and carry out a sequence of unfamiliar actions, and to do what one intends, wants, and needs to do in an efficient, satisfying manner), prosody (the varying rhythm, intensity, and frequency of speech that are interpreted as stress or intonation that aid meaning transmission), thought content, thought process, and visual spatial proficiency.

The above can be tested to rule out a variety of conditions from neurologic to psychiatric disorders. Psychiatric disorders may include delirium, dementia, bipolar disorders, schizo-phrenia, and more.

MENTAL STATUS AND

THE FAA

As a HIMS AME and family medicine doctor, I am continuously evaluating pilots and patients for one of the above conditions. If I suspect a problem I have ways of testing an individual for more detail to pinpoint a condition. If it requires more testing or evaluation than I can provide, I send them to a psychiatrist or psychologist for further testing and diagnosis.

I believe the subject is important only because I do encounter pilots and patients with undiagnosed conditions. It can be a public safety and personal safety issue for all of us. A few general observations are as follows: A younger individual with bizarre behavior or an abnormal thought process may be on one of many illicit drugs. A simple urine drug test may be diagnostic. A middle-aged individual with memory loss and the inability to multitask may have an alcohol issue. A simple urine and more specific blood test might pinpoint this. An older adult with a decline in memory undiagnosed could be one of many types of dementia. A lot of the time it is a spouse that brings it

to the concern of others. Memory testing can be very diagnostic. Psychiatric disorders undiagnosed usually display clinical features earlier in life. Dementia usually occurs later in life although I have had nursing home patients with dementia that were advanced in their fifties. Dementia and cognitive issues from alcohol and drugs can occur at any age. There are also prescription medications that can cause memory loss or poor judgment. I will not mention specific medications because you may stop taking a medication that has that potential but is not causing a problem. A number of medical conditions can also affect memory and one’s decision-making abilities such as anemia, diabetes, and Parkinson’s disease. There are so many more.

In summary, there are no specific guidelines for the above disorders. It is not an exact science and generally speaking we should all be observant of pilots that seem a little off and why you feel that way. Hopefully, this article will give you a few tools to be able to do this for an individual who may be at risk of driving a car or bus,



maybe a pilot flying other folks around. I believe these skills are developed by those most involved. Flight instructors are experts at evaluating the behavior of others. Physicians have medical training in doing the same. You can also develop some skills as well. Hopefully some of the terms and tools can be used by an observer to identify a problem and an attempt will be made to expand on those tools now.

Mental status screening tools ini-tially evaluate an individual based on native language, literacy, level of education, sleep deprivation, hunger and other stressors, keeping a nonjudgmental supporting atti-tude is important. Observe one’s appearance, activity and emotional state.

The above items are important for a general assessment.

Observe for cognitive impairment and dementia. Cognitive impair-ment can be based on learning and information recall, reasoning or task completion, visuospatial proficiency, speech, reading and writing, behavior and personality.

A fairly new term being used a lot is mild cognitive impairment (mild dementia maybe). It is vague and an arbitrary measurement of borderline impairment. Does one get mild cognitive impairment before memory loss or dementia? There are many mental status exams that doctors use to further evaluate one’s mental capacity or the deterioration of it.

There are correctable causes of altered mental status. Not all

mental degradation is irreversible. A lot of the times simple laboratory tests can pinpoint issues that potentially can be corrected.

A few examples are hypoglycemia (low blood sugar), hyperglycemia (high blood sugar), kidney injury, urinary tract infections, dehydration, and thiamine deficiency (Vitamin B) from alcohol abuse. Thyroid issues can be corrected and exist especially in women over the age of fifty. Infections of the central nervous system (meningitis) are also reversible causes of altered mental status.

Hopefully, these are some tools that you can use to access others. They are tools that I use as well as many more.

As we transition into the third-class medical certificate going away, I believe we must be more aware of the above-mentioned topic and more. It is not uncommon for one to develop a medical or psychiatric condition and be in denial. It can be even more common with terminal illnesses. Unawareness before awareness can be very damaging to all. Awareness and being proactive is essentially. An assessment and action is something that I do daily using the above tools and testing. Most of the time it is a lot of common sense, not being in denial and taking action on the issues. It is essential to prevent those at risk from driving a car or flying an airplane. It is difficult to restrict one from driving and sometime limiting them to a surface street only to go to the post office or grocery store may be an option. Keeping them off a freeway where

drivers drive at a high rate of speed likely is a public safety issue. You may feel bad but you know that you have done the right thing. It is not easy to comfort someone about an issue but you must. Sometimes it is easier to comfort the family. A lot of the time it is better to have more than one person with the same opinion. A pilot can be reported to the Flight Standards District Office (FSDO) to the airmen certificate division as an unsafe pilot. For immediate assistance, local law enforcement has the authority to intervene.

These mentioned issues exist across all ages and gender. Be objective, nonbiased, and compassionate. This reflects no secondary gain, only concern.

Please feel free to contact me with questions or comments. If I am busy, I’ll get back to you.

Larry J. Marshall, M.D., AME, HIMS e-mail: [email protected]




Mooney Aircraft Pilots Association1885 AIRPORT LOOP RD. STE 100, KERRVILLE, TX 78028

Web Address: www.mooneypilots.comEmail Address: [email protected]

Phone (830) 315-8008 Fax (830) 315-8011

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Fantastic Vacations for Mooney Owners

If you make reservations at one of these vacation spots offered by our members, please let us know your opinion so we can pass the information along to other members. We have not been at any of these vacation locations and are unable to provide further information. Send e-mail to [email protected] or fax 830 315-8011

Myrtle Beach, SCOceanfront home, by Mooney owner, 3BR, solarium, 2 B, oceanfront gazebo & deck, legacyproperty.net Mention MAPA for discount.1-1-3097 Karole Jensen.

Myrtle Beach, SCKingston Plantation, 2-bedroom villa, 1 king and 2 twin beds with sleeper sofa, fl at screen televisions, pool, kiddy pool, tennis courts & spa. Visit http://enjoymyrtlebeach.net. Very close to CRE. Call Tom Mcintire, 304-232-8600, [email protected]

Martha’s Vineyard4 Bedroom 3000’ private home overlooking Vineyard Sound. East Chop residence has fi replaces balconies full kitchen 3 bath, oil heat, and walk to pristine public beaches town of Oak Bluffs. References and security deposit required. MAPA members only: May, $6000/wk; June 15-Sept 15, $7000/week. June 15-Sept 15 $8500/wk. 847-234-1627, E-mail: [email protected] Books up quickly “ Barry Carroll

North Myrtle Beach, SCOceanfront, 3BR condo, sleeps 6 very comfortably, fl y into Grand Strand airfort (CRE) rent a car at the FBO and you can be at our condo on the beach in about 10 minutes. It’s the perfect place for your family’s summer vacation or a golf outing in the spring or fall. Please visit www.shalimar8c.4t.com for photos, information and directions. Call me for reservations, mention that you are a Mooney pilot and receive a 20% discount, 610-767-1699, Howard Slugocki. Also a (1) bedroom condo is available.

Sanibel Island, FL25 minutes from Ft. Myers (KFMY) Page Field to a ground fl oor 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 – [email protected] or call Rick Senseney 765-621-0601

Pinetop, AZSpend 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

San Diego, CABeautiful San Diego Apartment just minutes from airport, museums, Sea World, and beaches. This cozy & quiet 1 bedroom apartment is nestled in the heart of Balboa Park. A large deck patio with trees overlooking a delightful canyon, walking distance to golf, dining, and shopping. Call Jim Abraham 602-570-1362. MAPA members $100 per night.

Advertising spaces on this page are available for $30.00 each. Send email to:[email protected]

or fax 830-315-8011

Vacation spot information has been provided by MAPA members, therefore MAPA accepts no responsibility or liability regarding

information published.

Advertise Your

Vacation Spot!

Sunriver OregonFly into beautiful Sunriver, Oregon and enjoy either a 3 bedroom Townhouse (2200 Sq. Ft.) newly remodeled and/or a 2 bedroom remodeled condo all within walking distance to shopping, golf, tennis, Sharc swimming complex, pool, workout rooms, resort, spa and bikes provided for the trails. Rent for 7 days or a long weekend. Mention MAPA. Great place to relax. MAPA member Mike Hutchinson. Call LuAnn 831-601-6355

St. George Island, FLBeautiful 2 story, 1st row from beach, 4 bedroom, 4.5 bath home, sleeps 10 in private plantation on St. George Island, FL. Private landing strip 1 mile from house. House nes-tled on a wooded acre with private walkway through live oaks to beach a few hundred feet away. Fully furnished kitchen. Screened in pool with hot tub. Reserve via www.resortva-cationproperties.com and search for Camellia Cottage. Casey Borowski

Pensacola Beach, FLOceanfront 2,700 SF 4BR, 2.5 BA, with exclusive use boat slip on 50’ of frontage in Pensacola Beach’s iconic Lafi tte Cove. Three balconies to enjoy stunning views of white sand beaches and protected cove. Sleeps 11 adults. Stand-up paddleboards and beach gear provided. Watch the Blue Angels practice and visit the National Naval Aviation Museum while in town. Rates vary by season. See VRBO site for details https://WWW.VRBO.COM732946. Mention “MAPA” in inquiry for $50 discount.


Send your ads to [email protected] or fax to 830-315-8011.

MAPA members when you sell your airplane let us know who the new owner is so we can send a MAPA membership package to them. Or have the new owner contact us about membership.

The following is a list of the frequently abbreviated words:

TT - Total Time

TTAF - Total Time Airframe

TTAF & E- Total Time Airframe and Engine

Or TTAE- Total Time Airframe and Engine

SFO- Since Factory Overhaul

SMOH - Since Major Overhaul

SPOH Since Prop Overhaul

SFRM Since FactoryRemanufactured Engine

SFREM Since Factory Remanufactured Engine

NDH No Damage History

P & I Paint and Interior

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 includ-ing 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 inspec-ton.

CLASSIFIED

Pippen-York Flying Machine Co., Inc.Avionics, Autopilots, Stormscopes, GPS,Intercoms, & Xpdr/Alt. CertificationFredericksburg, TXToll Free 1-877-997-8205

LASAR-LIST YOUR PLANE FOR FREEList Your Mooney for sale free at www.lasar.com. The forms are under “Mooneys for Sale”

LASAR PARTS, SERVICE & SALESCheck out Lake Aero Styling & Repair’s “LASAR” Web Site: www.lasar.com: New under Mooneys for Sale, “List your Mooney for free” and Mooney Instructors”. Also check out Parts, Mods, and Services! LASAR, est. 1975. 707-263-0412, email: [email protected] and [email protected]

MOONEY SPECIALISTSA combined maintenance and new flight training facility located at the Trenton-Robbinsville Airport (N87) in Central Jersey. Factory trained mechanics with over 100 years combined experience in

performing speed mods, annuals, PC repair, major airframe structural repair, and general airframe upgrades, instrument panels. Dave Mathiesen at Air-Mods Flight Center (609) 259-2400. Website is www.airmodsflightcenter.com and email [email protected] .

SPINNER-FOR SALEWhite composite spinner with bulkhead +s/s screws for sale #103585 (F1) will fit Hartzell HC-C2YR prop used only 2.5 hrs. $585 Jack 860-274-4647

WANTEDLate model low time MSE Cash Buyer.Email: [email protected]

MCCAULEY PROP FOR SALEM20C 276 SPOH oil leak cracked hub. Blades inspected serviceable. Various usable internal hub parts also. Make offer. Jack Daddona 860-274-4647

FOR SALEGarmin GPS 696 Portable color GPS unit. Includes GXM 40 weather antenna, yoke mount, 2 factory owner manuals (full

and quick reference), GPS antenna, and 2 power cords (home and airplane). Like new condition. 696 + GXM 40 retail new $1700. Buy for $795. Glen Arnold (310) 936-4109. Email [email protected]

1999 MOONEY EAGLE OVATIONN9152Q, leather interior, 1385 TTSM, NDH 10550 280 HP, McCauley prop, electric speed brakes, dual brakes, autopilot, 3 GPS’s, electric descent rate controller, primary and secondary batteries, S-TEC electric trim, Tanis heater, standard Bendix/King 94 GPS navigationsystem, sun visors, wing and tail strobes, King KN72, Terra encoder, KI203 with/GS, KLN89B GPS, KX155A w/o G/S, KT76C, long range fuel tanks, all AD/s met, annual due Jan. 2017, static discharge (static wicks). Flies as good as it looks. $150,000 WI Earl Wildenberg 715-556-0740

NAPLES FL HOUSE FOR SALEWing South Airpark (private) 4,400 X 100 ft runway, 2/2 bath newly remodeled



http://www.lasar.com

http://www.lasar.com

www.lasar.com



www.airmodsflightcenter.com






house, $329,000, owner financing, 20% down, 3% interest. Pictures and additional info available. Kevin Dey 732-267-3359, email: [email protected]

1978 M20JN201LC, TTAF 2570, SMOH 430, wings stripped painted 2008 blue on white, GPS KL90B, transponder, Mode C, S-TEC w/altitude hold, AZON (TCAS) #PCAS MRS, 4 port intercom, Apollo 920 GPS, ADF, 3 bladed McCauley Scimitar, Wilmar fuel tank reseal 11/28/08. 2nd owner, always hangared KUGN (IL) or KMVY (MA). Annual 09/2016. $75,000. B. Carroll, 847-234-1627 or cell 847-624-1627.

MOONEY INTERIORSAffordable; high quality; Mooney interiors. Fast turnaround (8-10 days). Pickup and delivery options available. Satisfaction guaranteed. Pictures/references upon request. Email, text, or call to begin a discussion. Howard Lenway 757-452-0239 or email: [email protected]

1998 M20R OvationN323DM, S/N 29-0155, TT Aircraft SN 777, TT Engine SN 660, TT Prop SN 777, IFR certified KLN89B, KFC 150 AP, KCS55A, Stormscope, Miniflow fuel mgmt., KT76, Altitude preselect, JPI, speed brakes, 2 Bose headsets, Factory air cond/oxygen, stby vac, new air filter, tires, batteries, and shock discs. NDH. Prop seals replaced at 650 hrs. 560 hrs since engine lower end due to Crank AD. Like new condition. Excellent records, All original-from-factory Mooney. Second owner since 7/2013. Sept. 2016 annual. $175,000 Raymond Butler TX 713-882-9750 email: [email protected]

1970 M20F Executive 21N9419V, TT3876, SMOH 1719 LYC IO-360-A1A, primary radio Garmin GTN-650 GPS WAAS, King KX155 NavCom. Electric gear, annual completed in September 2016, Altimeter Altitude Reporting and Static System checked August 2016. Nice paint and leather interior. Hangared at KOZS in central Missouri. David Seep 913-961-7821

½ SHARE IN 1995 MOONEYM20 205 Missile Based Troy, MI. 170k cruise on 15 gph, 2580 TT, 395 FNE

Continental IO550, leather interior, TKS, speed brakes, LR tanks, Garmin 530W, many other upgrades for more information contact Ed Hauck 248-739-0019 or email: [email protected]

1994 M20M BravoMoving up, must go. $10K Discount to MAPA Pilots.Always hangared, complete documentation including flight journal with every flight made. No damage history, new mags, turbo, alternators, and avionics. Approximately 1750 TT. August Annual, excellent compressions (78-75-76-77-75-78) and oil analysis. Garmin GTN750 plus complete new panel plus TKS Anti/De-Ice. Avionics upgrade include GTN750, GNC 255 #2 Nav-Com, GMA 35 Audio Marker, GLD 88 Data Link, GTX330 Ex transponder, Flight stream 210 (ipad sync to Foreflight or Garmin Connext, MD 200 CDI (full ILS backup with GNC-255) MyGoFlight iPad panel mount plus iPad yoke mount plus custom USB panel mount power supply. WX1000+ stormscope. Well planned panel, full redundancy with dual batteries, dual alternators, dual vacuum, and iPad AHRS. Very safe IFR machine! At some point will need an overhaul, but all components have been rebuilt or replaced at last annual and engine runs strong. 2000 TBO or beyond (part 91) Airmark overhaul quote $39,400. It’s a lot airplane for the price, easily +$250K to go up to anything better. Our mission is higher, faster, and more pax, so the beloved Mooney must go. If it fits your mission profile, a great bird at a great price. $165K on Trade-A-Plane $150K to MAPA pilots (firm). Call 786-581-7225 Robert Richard

1965 M20EN79857, TT1900.1, 200 hp Lycoming engine, IO 360-A1A, 211.33 hours SMOH, 119.02 SPOH, King KMA 24 audio panel with markers, MX170B digital nav/Com, glideslope, King KT76 transponder/encoder, Apollo 618 Loran, pilot and co-pilot intercom, heated pitot, alternate static system. 2006 new windows and ELT, 2007 new hub installed, propeller overhauled, 2008 vertical card compass, new front tire and new generator, 2010 muffler, tailpipe riser overhauled, 2012 new battery, new ELT

battery, 2013 SPOH 109.12. Last annual 8/2014. Sealed fuel tanks. Aaron Triplett, 740-353-8111, or email: [email protected]

1988 M20K 252New annual August 2016. 1500 TT, 400 SMOH, Turbo charger, autopilot, much more good equipment, 106 gallon fuel tanks. Speed up to 200 mph using 12 gallons fuel per hour. Always hangared, beautiful airplane. $125,000 for more info call Johnny Griffin 405-743-1569 or email: [email protected]

FOR SALEIO-360 A3B6-D (200 hp, injected, double mag) from Mooney 201, 1400 hrs on Mattituck OH complete with starter, flow divider, fuel pump, pipes and tubes, RSA, alternator all records and logs. Removed from service running well due to AD on oil impeller upgrade. Stored fogged, and exercised. Many hours still left. Shipped on pallet. Best price over $10,000. [email protected] for information

1997 M20JN2148C, S/N 24-3405, TT 1570, Engine time 1570, Prop 1570, Annual due 4/2017, IFR certification 7/2017, ELT Inspection 7/2017, useful load 920, always hangared, no major damage history, Lost Medical. Exterior original in good condition; spot painted w/minor repairs 2015/2016, Interior original in good condition. Avionics: KI256 Flight Command Indicator (ADI with Flight Director), KCS55A Slaved HSI, GNS-480 WAAS GPS/Nav/Com/mode S transponder interface, GNX 200 MFD, GDL 69A XM receiver, GA 57 GPS/XM antenna, GTX330ES remote mode S Transponder w/ADS-B out, GMA 347 audio panel, KFC 150 autopilot w/F/D, alt. hold, & GS coupling, Icarus SAM001 GPSS converter, WX-950 stormscope w/heading stabilization. More secondary and additional avionics see the complete ad with photo on www.mooneypilots.com website. $159,000 Glenn MacEwen 609-924-6481 email: [email protected]

1968 M20GOne of the nicest Statesman. Fresh times, 64 gal. So pretty. $57,500. Minnesota plane. Sold by Willmar Air. See on Trade-a-Plane. Gary 952-393-8741















1965 M20E Super 21TT6425, SMOH 780, SPOH 780, 200hp Lycoming IO-360-A1A, Hartzell Prop with “B” hub (no AD), 201-style instrument panel, manual gear and flaps, Century NDS360 HSI, KX155 w/GS, KI 209, KX170B w/GS w/MAC1700 digital upgrade, KR22 MB, KR86 ADF, Northstar M3Approach GPS w/Argus 3000 moving map, CP125 audio panel, PS Eng. Intercom, WX8 stormscope, AT-50 transponder, Brittain wing leveler, standby vacuum system, IFR certified to 20,000 ft. UBG-16 engine analyzer, LASAR cowl closure and brake caliper rotation, tanks leak free, leather interior, inertia reel shoulder belts, all factory manuals on USB stick. Owned, hangared (AZ) and maintained by A&P/IA last 18 years. $45,000 K. McMullen 480-460-0639 or email: [email protected]

1982 M20J7800 TTAF, 800 SMOH, IFR cert, 430W, S-TEC w/Alt (times change as flying frequently). $67,500, OBRO. NH 603-747-2500 Ruth or Dutch Boemig

FOR SALEIn 2005 I bought a vacant lot (natural state) at 204 LaCoste Court on Dauphin Island (Mobile County), AL 36528. It is within walking distance of the Dauphin Island Airport (4R9) thought I might build a vacation get-a-way but due to deteriorating health have decided to sell instead to another pilot if possible, you can contact me if you know of someone interested I will make a package deal on the Mooney and Hangar in Jefferson City, MO (KJEF) and the Alabama property or any part thereof. Bob Morgan, 573-680-5211

1951 M-18LA MOONEY MITEStripped to the bone and then remade in 1997 by a master craftsman/A&P/IA. Super clean 10/10 in and out, electrical system, LED lights but no starter (Lyco 0-145-B2) TT apx695 with original eng, 4/2016 annual, all AD’s and AMOC. A smooth flying birg, photos, specs on request. $21,500 Cliff 310-339-1419

1962 M20C4900TT, 920 SMOH, annual April 2016, Panel refurbed in 2002. New PMA 6000 audio panel, Narco Mark 12E Navcom with G/S, Narco Mar 12d, Foster LRN

500 loran, DME 890, AT 150 transponder, Accutrak B11 autopilot. New alternator, ski tube, Always hangared at DVT. No damage history, tanks resealed May 2016. $39,000 OBO, red/blue over white. Jim Shaw 970-390-9599 or [email protected]

1992 M20J MSEOne owner since new. 800 Total hours. Annual Dec. 2106, S-TEC 30 autopilot, engine monitor, excellent records, King Avionics. Lost medical. Call Scott at 630-549-2123

1963 M20C Mark 212009 new prop and factory rebuilt (what used to be called factory remanufactured) 0 time engine. TTAF 3900 hrs, TT on engine and prop 260 hrs, manual gear & hydraulic flaps, Garmin 430W, King KX 155, conventional instruments, IFR certified, maintained by the original Dugosh Aircraft Service Co. since 1985. Paint 10, interior 5, annualed July 2015. (see at www.mooneypilots.com website under Aircraft For Sale) $59,995 TX Harry Ingram 830-446-1064 email: [email protected]

2006 M20RMooney Ovation, 550 hours TTSN, Garmin 1000, 120 gal.tank. Hot wire plug w/2 Bose headsets, canopy cover, battery tenders. Meticulously cared for in heated hangar. $340,000. Ron Brown 780-554-1293 or email: [email protected]

1979 M20K (231)1994 TTAF, 0 SMOH, new prop, OH Governor, OH turbo, King Avionics-KMA20, KT76A,KNS80 NAV, KY 197A COM, KX170B NAV COM, KR87 ADF, WX8 stormscope, Hoskins CFS1000A, Fuel Flow, Century 41 Autopilot, Edo Aire HSI, Insight 602 engine monitor, Flightcom Intercom 403MC, speedbrakes, standby vacuum, Oxygen bottle, collision avoidance RX100, hangared, no damage history, interior 9, exterior 8. $99,000 OBO, photos and additional information email: [email protected]

1995 M20R –THE 10,000TH MOONEY (95MK) IS THE 10,000th Mooney manufactured. Continental Gold Factory Reman engine (2000 TBO) installed 7-21-08 at Hobbs 3852.3, current 3/15/16 Hobbis is 4260.7 (time remaining on

Gold Reman is 1591.6 hours. Garmin GNS530W, GDL 69, GDC31 Roll steering, King KMA 24-05 audio panel, KX-165-25 digital Nav/Com radio (originally Nav/Com 1, now Nav/Com2), Gamin GI-106A VOR/LOC/GS indicator (nav 2 indicator), King KN64-DME, Dual brakes, KR87-15 ADF w/KI 227-01 slaved remote indicator, Garmin GTX330 transponder, King KFC 150 flight control system (2 axix altitude hold autopilot w/slaved HSI, Goodyear BFG WX-1000 stormscope, fire extinguisher, Shadin fuel flow system, Top grain leather seats (original interior), annual completed Feb. 2016, logs complete, No damage history, Flown regularly (will continue to fly until sold) hangared continuously since 1995 at KERV (hangar adjacent to Mooney factory) (See on www.mooneypilots.com website for more details and photos. $150,000. Grant Ellis 830-285-1785 or email: [email protected] Continental Gold Factory Reman engine (2000 TBO) installed 7/21/08 at Hobbs 3852.3, current Hobbs as of 1/4/17 is 4273.8. Time remaining on the Gold Reman is 1578.5 (1/4/17)

1981 M20K/G (231)1100 nm range @ 165 kts TAS at 10.5 gph, 200 kts at FL230 dual Garmin GNS 530W (IFR-WAAS, Traffic, Wx). King KFC 200 A/P, 530W coupled; slaved DG. Airframe 4740 hours, engine 1535 SFREM Continental TSIO-360-LB1B, Top overhaul 160 hrs, intercooler, Merlin turbo controller, Gami injectors, speed brakes, factory 02, glovebox, all logs, no damage history, flight director, altitude alert, backup electric ADI, Davtron digital chronograph, JPI EDM 700 engine analyzer, GMA340 audio/MB, AM/FM/CD player, Urethane jet paint, new interior, tanks resealed, all in 2005, hangared at San Diego Montgomery KMYF. MSC annualed April 2016. NavCom #1 Garmin GNS 530W, IFR GPS/VOR/ILS/GS, also displays WX 500 weather, Nav/Com #2 GNS 530W, GT106 CDI with 2nd GS, also displays GTX330 transponder TIS traffic (ADS-B ES ready) GMA 340 audio panel/MB, Avionics Innovations AM/FM/CD entertainment system. Extras ; electric tug, headsets, cabin & prop covers, battery minder, storage box. $104,000 (VREF value) Gordon Hughes 619-463-3345, 858-254-2600 (cell) (quitting flying for age reasons)






gal.tank







1979 M20K3980 hrs. TTAF, Continental TSIO 360-LB 1,144 hrs SFRM, McCauley prop 283 hrs SPO, annual completed March 2016. Garmin GNS430, Garmin/Apollo SL30 Nav/Comm w/glidesope receiver, KI525A slaved HSI, KFC200 2 axis autopilot w/flight director, Gamijectors, Insight GEM603 engine monitor, KT76A transponder w/altitude encoding, JPI 450 fuel flow, Garmin GMA 340 audio panel with 4 place intercom, Precise Flight speed brakes, Ryan WX7A stormscope, Horizon P1000 digital tach, oxygen, electric pitch trim on yoke, standby vac, copilot PTT and brakes, Rosen visors, interior blue cloth w/blue leather trim andblue carpet 5/10, exterior white w/red and blue stripes 7/10, hangared at KDVT, Feb 2016 VFR and IFR certifications, go high and go fast, a pleasure to fly. $84,000 Don Graminske 480-620-8420 or email [email protected]

1979 M20K 2314715 TT, 1671 SMOH, P & I 2009, Aspen EFD1000, Garmin 430, KFC-200 autopilot, FT101 Fuel Computer, JPI-EDM EGT, Speed Brakes, O2, Hot Prop, Intercooler. $70,900 Mike Hillman 330-307-7036

1974 M20F EXEC 21N600FS, S/N 22-0044, Low time M20 that’s been well-cared for. 2667 TTAF, 1155 SMOH, 904 SPOH. Overall nice aircraft, stripped and polished, looks great! Full set of backup avionics available. Tanks don’t leak. 1-owner since 1978. Maintained at Curtiss Aero in Danbury, CT for past 15 years. Price: $59,900 Contact Eric standley Evolution Aircraft Sales 203-716-1842 or email: [email protected]

1969 M20CN9246V, Annual due June 2016, TTAF 5030, SMOH 1670 Lycoming 0-360-A1D. Solid IFR plane! Tanks resealed 2015. Pitot static due June 2017. Standard 6 pack gauges, Garmin 430 NAV/COM/GPS, King KLX135A VFR NAC/COM/GPS. Features: 3 blade prop, EGT, Wing Leveler, Electric Gear and Flaps, K&N Filter, SkyTec Starter, New Shock Disc. Hangar at KGTU Georgetown, TX Muni. $34,000, Kevin Sanders (5120 507-8378 or email [email protected]

1979 M20JN4815H, S/N24-0888, sand beige, Unused several years (lost medical). A Minnesota aircraft, always hangared and well cared for. No corrosion. Airframe: 5762 hrs, TSMO 950 hrs, Tanis engine heater. Has been stored on jacks and engine hoist. Engine regularly “exercised”. Interior in excellent condition, non yellowed Royalite. New upholstery on front seats. New Batteries. Minor hail dings on ailerons. No major squawks, but the Loran is unusable. Needs an annual before operation. Please email [email protected] for asking price, details and pictures.

AIRPLANE CHRISTMASORNAMENTS COLLECTIONA unique way for a pilot to trim his or her Christmas tree! We have over 100 ornaments-all are airplane and/or aviation related! We have over 80% of the original boxes. They start from the Wright Brothers first airplane up through the space age. Call for details. Jerry Manthey (916) 941-6397

1999 M20S/R FOR SWAP OR SALEMooney Eagle/Ovation, 280 hp, 175 knots of speed on 15 gph, nice equipment and cosmetics, located in the Minneapolis, MN area.466 hrs total time since new Continental IO-550 280 hp 2000 TBO, McCauley 3 blade Top Prop, King KN 94 TSO GPS, dual King KX155A TSO digital NAV/COM, Garmin GPS 696 panel mounted in an Air Gizmo Cradle (Nexrad radar), King KT76C TSO digital transponder, PS Engineering PM 7000M-S audio panel, intercom and marker beacons, STEC system 30.2 axis autopilot w/altitude hold, slaved. Always hangared, no damage history, $180,000 call for more details Brian Zubert 612-719-1685

PARTNER WANTED M20JPENSACOLAI am looking for a partner for my 1994 M20J MSE. Plane is in near perfect condition, 2200 hrs TT and 350 hrs SMOH. Fully equipped with Garmin 430W, HSI King autopilot, King No. 2 Comm and Nav. Plane has electric yaw damper, rare in J’s and a Vernier throttle also rare in J’s. I have full logs and plane has absolutely no damage history, extremely well maintained. I am looking for an IFR rated partner with

time in Mooney or comparable complex type. For more information and picture see the following link-http://www.frankdarchitect.com/#!mooney/c1uny Frank Daughtry (850) 393-3122.

1977 M20J 201Very low time, TT 1915, SMOH 579, SPOH 579, fresh annual, last compression: 75, 76, 76, 76. Always hangared, flown regularly. All logbooks since new. On a 1-10 scale the paint is a 7 and the interior a 5. Avionics: 2-KX170B-one with glideslope, KMA20 Audio Panel, K76 transponder, KR85 ADF, King DME, Century II B AP, Apollo GPS II Morrow, OAT, EGT, LC02 quarts Chrometer. Contact Gary Jones at 360-751-0143 or [email protected] for maintenance records. $62,500. Delivery and BFR available.





http://www.frankdarchitect.com

http://www.frankdarchitect.com



2017 MAPA SAFETY FOUNDATIONPILOT PROFICIENCY PROGRAMS

(CREDIT CARDS WILL NOW BE ACCEPTED )

The registration fee, if paid by check, is $845 per person. The registration fee, if paid by credit card is $880 per person (in order to offset the transaction and administration fees).

In the event of cancellation a pilot may choose to leave the registration fee in escrow for a future program or receive a refund of the registration fee. If a refund is requested by a pilot who paid the

registration fee by credit card there will be a $35 reduction in the refund check to offset the transaction and administrative fees.

GIVE US THREE DAYS AND WE WILL PREPARE YOU FOR SAFER FLYING!

There will be activities planned so spouses and friends are welcome.We look forward to seeing you at one of the PPP’s

February 10-12, 2017 April 7-9, 2017 Fort Myers, FL Santa Maria, CA

June________2017 September 8-10, 2017______ Chattanooga, TN Frederick, MD October__________2017 Iowa

Have you attended a PPP previously? If, so, how many times? Name: MAPA # Address: City: State: Zip: Tel: Cell: FAA E-Mail: Mooney Model: N# Year: Credit Card #: Exp. Date:

If you would like credit for the New FAA Wings Program sign up at www.FAASafety.gov and request credit for course after completion.

Your registration for a course is secured only upon receipt of payment and this completed form.We will mail or fax a confi rmation letter approximately one month prior to the start of the course.

Please make checks payable to: MAPA Safety Foundation

Mail your checks to: MAPA Safety Foundation 1885 Airport Loop Rd. Ste 100 Kerrville, TX 78028

Contact Information:Phone 830-315-8008 Fax: 830-315-8011



www.mooneypilots.com42 Client: Textron AviationAd Title: McCauley Propellers for your MoneyPublication: MooneyTrim: 4.875” x 7.5”

Propeller and spinner kits available for most Mooneys: M20A, M20B, M20C, M20D, M20E, M20F, M20G, M20J, M20K, M20R, M20S mccauley.textron.com

McCAULEY• New lower prices• TC and STC kits• New easy catalog

PROPELLERSFOR YOUR MOONEY

Contact McCauley today to request a quote.U.S . +1 .800.621 .PROP | INTERNATIONAL +1 .316.831 .4021

©2017 Textron Aviation Inc. All rights reserved. McCauley, its logo and Blackmac are trademarks orservice marks of Textron Aviation Inc. or an affiliate and may be registered in the United States.

FEWER ADs | LONGER TBOs | SINGLE-PIECE HUB

CAC0789_McCauley_Mooney_Aircraft_Mooney_4.875x7.5.indd 1 1/11/17 11:22 AM

VALENTINE’S DAY

IS JUST AROUND

THE CORNER

CHECK OUT PAGE 44

FOR MOONEY

MERCHANDISE



Contact Edison(954) 938-9390 1(800) WET-TANKwww.wetwingologistseast.com

CELEBRATING 22 YEARS IN BUSINESS - 22 YEARS OF EXPERIENCE WORKING IN MOONEY FUEL TANKS ONLY.

- SAME PEOPLE,SAME PLACE, SAME COMPANY.

- THE BEST GUARANTEE ON THE MARKET 7 YEARS - OVER 1025 MOONEY FUEL TANK RESEALS SINCE 1993

-ALL WORK IS AIR TIGHT WARRANTEE.

-OVER 60 MONROY LONG RANGE TANKS INSTALLED

$600 off on our 22th anniversaryMONROY LONG RANGE TANK INSTALLATION


MAPA MERCHANDISEDenim Long Sleeve Shirts now available$35.00

Ladies Shirts come in black and purple potion. They are 62% Poly-ester, 33% Rayon, and 5% Span-dex. They come in sizes Small - 2X Large. Sizes do run a bit small.$36 each

MERCHANDISE ORDER FORMQty. Color Size Description Price Each Total

Shipping Info:Shipping charges for all orders $15.00. Includes all packaging, handling Sub-Total_____ ___________within the U. S.. Your order is shipped UPS ground the same day of receipt. Texas Tax (8.125%)__________Orders outside of the U. S. will be shipped with MasterCard or Visa only. Shipping/handling____$15.00Int’l shipping charges will be charged to your credit card. Total $____________

Ship to:__________________________________________ Method Of Payment: Check, Visa/MasterCard,Address:_________________________________________ American Express Card#______________________City:____________________________________________ Expiration Date:___________________________State/Zip:________________________________________ Signature:__________________________________Phone:__________________________________________ Email:________________________________________

MAPA 1885 AIRPORT LOOP RD., SUITE 100KERRVILLE, TEXAS 78028

FAX: 830-315-8011 PHONE: 830-315-8008

Boots on The Ground:The men and Women Who Made MooneyDVD $40.00

Coffee Mugs$6.00

Al Mooney StoryBy Gordon Baxter

$19.95

Keychains$10.00

Golf Shirts by Port Author-ity, 100% Cotton, comes in Black, Red, Tan, and Pink $30.00

Port Authority Legacy Jackets in Khaki w/Nutmeg, Black w/steel gray$67.00

Black w/Camo,Khaki w/Camo

Caps with con-trast wave come in Black w/Red, Khaki w/Black, and Stone w/Black

Caps with sandwich bill come in Red w/black, and Khaki w/black

Port Authority Fleece Jackets come in Black and Gray $47.00



SEE THIS SERVICE BULLETIN IN ITS ENTIRETY ON OUR WEBSITE: WWW.MOONEYPILOTS.COM

WWW.MOONEYPILOTS.COM


Advertisers Index

Aero Comfort 4

www.aerocomfort.com

Aircraft Door Seals 2

www.aircraftdoorseals.com

Aircraft Spruce & Specialty Co. 2

www.aircraftspruce.com

All American Aircraft 11

www.allamericanaircraft.com

Alpha Aviation 13

www.alphaaviation.com

Appareo 45

www.appareo.com

Cole Aviation 23

www.coleaviation.com

Bruce’s Custom Covers 41

www.aircraftcovers.com

Don Maxwell Aviation Service 5

www.donmaxwell.com

Dugosh Aviation 41

www.dugosh.com

Falcon Insurance Agency 48

www.falconinsurance.com

Gamijectors 10

www.gami.com

Henry Weber Aircraft Dist. Inc. 31

www.henryweberaircraft.com

Houston Tank Specialists, LLC 27

www.htsllc.net

JPI Instruments 47

www.Jpinstruments.com

Lake Aero Styling 31

www.lasar.com

McCauley Propellers 42

www.mccauley.textron.com

Mena Aircraft Engines 33

www.menaaircraftengines.com

Plane Cover 10

www.planecover.com

Plane Power 41

www.planepower.com

Sky-Tec 42

www.skytecair.com

Smooth Power 22

www.smoothpowerllc.com

Tejas Aero Services 41

www.tejasaero.com

Vantage Plane Plastics 22

www.planeplastics.com

Wet-Wingologist East 43

www.wetwingologistseast.com

Weep No More 10

wwwweepnomorellc.com

Zeftronics 15

www.zeftronics.com

HAPPYVALENTINES

DAYTO ALL

2017


www.aerocomfort.com

www.aircraftdoorseals.com

www.aircraftspruce.com

www.allamericanaircraft.com

www.alphaaviation.com

www.appareo.com

www.coleaviation.com

www.aircraftcovers.com

www.donmaxwell.com

www.dugosh.com

www.falconinsurance.com

www.gami.com

www.henryweberaircraft.com

www.htsllc.net

www.Jpinstruments.com

www.lasar.com

www.mccauley.textron.com

www.menaaircraftengines.com

www.planecover.com

www.planepower.com

www.skytecair.com

www.smoothpowerllc.com

www.tejasaero.com

www.planeplastics.com

www.wetwingologistseast.com

wwwweepnomorellc.com

www.zeftronics.com




Documents

Mooney Aircraft Pilots Association FEBRUARY 2017 MAPA LOG · 2 830-315-2222 [email protected] [email protected] AtDugosh Aviation we know you’d rather be flying. Everything we do