Mooney Aircraft Pilots Association JANUARY 2018 … Beechcraft, Cessna and Piper. ... 30 Calendar of Events ... The MAPA LOG is sent to each member of the Mooney Aircraft Pilots Association

MAPA LOGJANUARY 2018

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Mooney Aircraft Pilots Association


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MAPA LOG JANUARY 2018 3

CONTENTS

Columns6 Editorial by Trey Hughes Hypoxia

12 Insurance by Barry Dowlen MAPA Members Want to Know

16 Medical Matter by Dr. Bob Achtel Stop/Start Pulling My Leg

18 Ask Jerry by Jerry Manthey Jerry Answers Mem- bers Maintenance Questions

24 Accidents & Incidents by Trey Hughes Accident Enroute M20TN

29 SHOP TALK by Kerry McIntyre Pre-Buy Inspection-Part 2; Aircraft Examination

32 Diet, Flying Airplanes, and the FAA by Dr. Larry Marshall AME

Departments14 New MAPA Members

26 MAPA SF Schedule

27 Membership Applica-

tion

30 Calendar of Events

35 Fantastic Vacations

36 Classified Ads

44 Mooney Merchandise

46 Advertisers Index

JANUARY 2018 • Volume 41 • Issue 1

Features 9 A Failure To Commu- nicate by Mark W. Danielson

28 OH SAY, What Did You Say? by Jerry Proctor MAPA SF CFII

40 Safety Alert For Op- erators from FAA

MAPA Members

ON THE COVER:

Photo Courtesy of Daniel Par-ent, Canadian MAPA Member. He and his flying club are for-mation flying under the super-vision of Major Michel Pomer-leau, retired Candian Air Force.

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 Mark W. Danielson Trey Hughes

Jerry Manthey Larry Marshall Kerry McIntyre Jerry Proctor & 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

www.mooneypilots.com 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 the electronic magazine is $39.50 for ALL members, U.S. and international. DUE TO RISING POSTAL COST, ALL INTERNATIONAL (EXCEPT CANADA) WILL BE OFFERED AS ELECTRONIC ONLY.

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.


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FROM THE EXECUTIVE DIRECTOR

by Trey Hughes, MAPA Staff

EditorialHYPOXIA

The year was 1969 and I was fixing electronic things in National Guard fighter aircraft. One of the “perks” of being in a fighter unit was that when they had a two-seat aircraft scheduled for a training mission, if the second seat was open, a member of the unit (usually someone in the maintenance squadron) could go along. That is, provided they had an “Altitude Card” and completed survival training. I had both.

I remember my chamber ride quite well since it surprised me in many ways. At the time, I was young enough to be considered healthy because it occurred before I had the opportunity to torture my body with food and other excesses. It was also the only time that I got to experience the effects of an explosive decompression, not yet knowing that years later this would mean something to me. However, what did impress me was the effect of hypoxia.

Hypoxia is a deficiency of oxygen at the cell level and can be caused by a lack of oxygen in the blood. This can occur when a pilot climbs

to high altitude in an unpressurized aircraft without supplemental oxy-gen.

The atmosphere is made up of about 78% nitrogen, 21% oxygen and 1% other gasses. However, it is not the chemical makeup of the atmosphere that is important to humans. It is the pressure of the atmosphere (called the oxygen partial pressure) that allows for the exchange of O2 and CO2 in the lungs. At sea level (1 atmosphere) the pressure is 14.7 pounds-per-square-inch (psi). at 18,000 feet the atmosphere is half as much or 7.3 psi and at 25,000 feet it is 5.5 psi.

All this becomes important because of the process of respiration – this is the movement of oxygen to the cells within the bodies tissues by way of the blood; the exchange of O2 with CO2 at the cell and then the CO2 back to the lungs via blood to be exchanged again with more O2 for the trip back to the cells. The CO2 is exhaled (the brain controls respiration by the level of CO2) and more O2 enters

the lungs to keep the cycle going. However, when the oxygen partial pressure drops with altitude gain, the lungs can’t exchange O2 with CO2 effectively and the CO2 level in the blood builds too high.

There are four types of hypoxia; HYPOXIC – Insufficient partial pressure of oxygen, HYPEMIC – Reduction in the oxygen carrying capacity of the blood (Anemia), STAGNANT – Oxygen deficiency in the body due to poor circulation, and HISTOTOXIC – Impairment of cellular respiration (often caused by alcohol consumption).

Hypoxia has several symptoms including; Increased breathing, headache and fatigue; light headed or dizzy sensations, listlessness; tingling or warm sensations and sweating; loss of vision or reduced vision and sleepiness; cyanosis; behavioral changes such as euphoria. A pilot’s effective performance time will be based on the altitude at which the hypoxic conditions begins. At altitudes below FL200 the time will be equal or greater than 30



minutes. At FL250 the effective performance time will be between 3 and 5 minutes and at FL280 it will be reduced to between 2 and one-half to 3 minutes of effective performance time. After these intervals, a pilot’s performance or useful consciousness will be impaired to the point that unconsciousness may be imminent.

Learning the signs of the onset of hypoxia are very important to any pilot flying above the teens and into the flight levels. They can be subtle and will vary from one individual to another, so it is important that each pilot who flies in this environment become aware of his or her symptoms. A visit to an altitude chamber once every 5 or so years is a good idea, because as we age the signs may change. I know mine did.

So, what is the solution to hypoxia, supplemental oxygen is a start. At

the altitudes that Mooney pilots will be flying (until Mooney develops the next SR-71 variant or an M20 with a service ceiling of FL600) increasing the percentage of O2 in the lungs will help to saturate the blood enough to aid in supplying the cells so that the exchange for CO2 will continue. Above about FL400, atmospheric pressure is not sufficient enough though, to even allow for efficient exchange of O2 for CO2 in the lungs using even 100% oxygen; so, a positive pressure oxygen system is required.

Another useful pilot aid is a pulse oximeter to measure the O2 saturation of the blood supply. A good saturation level would be in the high 90% (97 to 99%). Once the O2 saturation drops to the low 90s or even lower into the 80s hypoxia is present and preventative measures (supplemental oxygen or

descent to a lower altitude) should be undertaken immediately.

Finally, it is imperative that each pilot, of an airplane which has a ceiling above an altitude at which supplemental oxygen is recommended, should assure that his or her oxygen source (whether built-in or portable) is maintained in a serviceable condition, bottle full and mask clean and operational before any flight where it will be used. An incorrectly maintained system can be fatal. See INCIDENTS & ACCIDENTS in this issue.

HOMECOMING 2018

It’s not too soon to start planning for your attendance at MAPA Homecoming 2018 in Kerrville, Texas October10-14. Everyone else will be there so, you should too.


Mooney International Delivers First Ovation Ultra

In November, to the sound of applause, a set of shiny keys were handed to a proud new Mooney owner. Mooney International completed the much-anticipated delivery of its first production M20U Ovation Ultra at the company’s headquarters in Kerrville, Texas.

Just like its sister aircraft, the turbo-charged M20V Acclaim Ultra, the Ovation Ultra boasts class-leading speed and versatility. The aircraft is outfitted with a normally-aspirated Continental IO-550 engine and achieves a top speed of 197 KTAS and a max range of 1,450 nm.

The Ovation Ultra also features a beautifully redesigned leather interior, a pilot side door, wider cabin access, larger windows and the latest Garmin G1000 NXi avionics suite.

“Our base model is a fully loaded airplane,” said Lance Phillips, Marketing Director at Mooney. “Rather than up-charging customers for every single option, we want the majority of safety and modern features to be standard – as should be expected with any world-class product.” However, one popular option available on new Ovation and Acclaim Ultras is a TKS anti-icing system, manufactured by long-time Mooney supplier CAV Ice Protection. This option was selected for this first production Ovation Ultra aircraft and is therefore certified for flight into known icing (FIKI) conditions.

“2017 was truly a momentous year for us,” said Phillips. “We revamped the facility, achieved certification, began deliveries, expanded our nationwide appearances and were selected as ‘Piston Plane of the Year’ by Plane & Pilot magazine. These milestones are a testament not only to the products themselves, but also to the men and women here at Mooney International who have dedicated themselves to ensuring an exciting future for customers, and for our company.”



AFAILURE TO

COMMUNICATEBY MARK W. DANIELSON

I enjoy the sound of silence, excluding engine noise, of course. After decades of communicating with ATC as a professional pilot, it’s a pleasure to fly a short hop without talking to Center, Approach or Tower. Most of the airfields I fly out of are uncontrolled, so there is no requirement to talk to anyone. At times this is a blessing, such as when I flew my Cessna 140 from Seattle to Weatherford, Texas. My radio transmitter was inop, so it was great that I could legally make the long trek. Having said that, it’s hard to defend any pilot with an operative radio who chooses not to state their intentions, regardless of any requirements. Hear me out.

I recently flew my wife to a nearby uncontrolled airport for lunch. The weather was clear, nothing appeared on my TCAS, and there were no broadcasts on the traffic advisory frequency. By most accounts, this would be considered a perfect day, but I was a bit unsettled because it took me back to the J-3 I flew for so many years with no electrical system, and planes without electrical systems don’t have transponders, and unless the pilot is sporting a

hand-held, there is no radio either – and there are plenty of aircraft just like it in our area. Because non-transponder aircraft will never show up on TCAS, we used extra vigilance with our Mark-1 eye-balls.

It turned out that the traffic pattern was empty, my landing was fine, our BBQ lunch was great, and I’m afraid I’m still wearing it as I write this. While pushing our M20F up to the gas pump, we watched a Cherokee attempt a landing. Clearly, it was a student pilot flying because he seriously over-controlled in the flare. When the plane ran out of speed, all three wheels chirped as the rubber met the road. Thankfully, it didn’t bounce.

Unfortunately, the airport’s fuel pump didn’t like either of my credit cards, so we flew to another airport for gas. While our plane was taking on fuel from a truck, I watched a King Air taxi from a maintenance hangar and then take off on Runway 31. The winds were 350 at 10G14 and Runway 35 was available, but since 31 was longer and closer, there was certainly

nothing wrong or unusual about a King Air taking off in a crosswind. After one trip around the pattern, the King Air landed, and since this was likely a maintenance check flight, its short duration was not unusual. After paying for our fuel, we readied ourselves for our short flight home. As I swung the nose around on our initial taxi, I noticed the King Air had parked short of the Runway 17 approach end and assumed it was there for an engine run-up. After announcing our intention to cross Runway 31 to reach 35, I saw the King Air take off downwind and then immediately bank right to avoid the Cherokee that was on final for Runway 35. For whatever reason, neither aircraft had bothered to transmit on CTAF, before or after their potential mid-air collision. To my dismay, this Cherokee turned out to be the same one that was practicing landing attempts at our first destination, and there was no sign of improvement in the pilot’s landing skills. Once the Cherokee passed by, I keyed the mike announcing that we were taking off on Runway 35 with a right turn-out. Even though the Cherokee was directly in front of


me after its touch and go, I was still the only one transmitting on the CTAF frequency, which I had tripled-checked to make sure it was correct.

All of these odd experiences rewound me once more to my J-3 Cub days, when my best friend and I were landing into the wind at an uncontrolled airport in Northern California. To our dismay, a Beech Baron had decided to land downwind on the same runway, so rather than play chicken, we went around. Once on the ground, we shared a few words with the US Forest Service

Baron pilot, reminding him that NORMALLY airplanes land into the wind. Perhaps it was because I was 17 and my buddy was 15 that the Forest Service pilot paid little attention to us, but age should have no bearing on facts. Since our Cub had no radio, I cannot say whether the Baron pilot ever stated his intention to land downwind, but I do know that the King Air pilot I watched take off downwind today never made a single transmission.

Flying always offers recipes for disaster, and there were so many elements in this one day that were downright dangerous, it’s a miracle

I didn’t witness something really bad. Perhaps one of the most disturbing aspects is the student in the Cherokee was not being taught to transmit his intentions at either uncontrolled airport they flew out of, and that doesn’t speak well for his CFI. Mooney pilots tend to be very professional, and I suspect that most state their intentions when operating from non-towered airports. I had been pretty good about doing this on a regular basis, but after today’s experience I intend to transmit on every flight. Having said that, no amount of communication will ever substitute for keeping your head on a swivel. Fly safe!



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INSURANCE

BY BARRY DOWLEN, President of Falcon Insurance Agency

MAPA MEMBERS

WANTTO KNOW

This month we answer more customer questions.

Q. Does my policy exclude aerial photography? What are the rules associated with this exclusion?

A. The policy does not exclude “Aerial Photography” by name but it does exclude uses for which a charge is made. For example: You can take photos for your own use out of your aircraft as long as you are not charging anyone for the pictures or being reimbursed in any way. This assumes you are staying within the FARs and have not modified the aircraft and affected the airworthiness. If you are taking photos for another reason, the best course of action is to notify your agent and get them to obtain the underwriter’s approval.

Q. I was reading my policy and noticed that bodily injury to my employees is excluded. Why is that?

A. First of all, kudos for reading the policy. The exclusion you are referring to is commonly called the “Workers Comp” exclusion. These

types of exclusions are common in aircraft policies as insurers are trying to stay away from insurance issues involving labor law and workers compensation rules and regulations. So, if your employee is injured in your aircraft while in the course and scope of their employment, there is no coverage under the aircraft liability policy. The company’s intent is that you have your employees covered under a worker’s compensation policy that would include the flying exposure. Now if an employee is flying with you as a friend for pleasure and not on business and is injured, this exclusion normally does not apply. Even so, if you operate your aircraft on business and have employees flying with you, the best practice is to make sure you have a worker’s compensation policy in place that covers this exposure. Falcon Insurance can provide this coverage if you need it.

Q. How big of a factor is the age of my aircraft in the premium on my policy?

A. As you know, the age of the US aircraft fleet is aging, especially in the

standard airworthiness category. The good news is that most are maintained very well and the insurance carriers are not overly concerned as long as aircraft are getting annual and 100-hour inspections as required. One area that does concern underwriters is the availability of replacement parts so on make and models where that is an issue, there might be less markets quoting and the rates might be slightly higher. As we have discussed in other articles, there are plenty of markets quoting at this time so this is not currently a problem. If the market were to consolidate, it could become more of an issue.

If you have questions about these or any other insurance issues, contact your Falcon MAPA insurance representative. We are ready to help you!



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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.

STOP/STARTPULLING MY

LEG

Bob’s excitement grew as his yearly pilgrimage to EAA’S AirVenture in Oshkosh grew near. Bob launched his Mooney Bravo from Sacramento Executive Airport (KSAC) at daybreak. The first leg of his trip was to Ogden, Utah, where you can always expect a great breakfast (3.25 hours). As he walked into the FBO, Bob noticed a soreness in his right calf. This he attributed to a strained muscle. The second leg of the flight was to Scott’s Bluff Nebraska (2.8 hours). The soreness in Bob’s right calf had graduated to a severe ache. Climbing out of the Bravo was painful. Bob had great difficulty walking the short distance to the FBO. Bob decided to spend the night, hoping his calf pain would decrease. On the way to his motel, Bob began to cough. Much to his disbelief, he coughed up blood tinged sputum. Bob’s hotel for the night was the local hospital.

Bob is in his late forties and is moderately overweight. In college he injured his right calf on the gridiron. Bob has mild hypertension which is controlled medically. Bob smokes a pack of cigarettes a day.

The diagnosis of Deep Vein Thrombosis (clot) in Bob’s right calf, with a subsequent portion of the blood clot breaking loose (embolus) and lodging in one of his lungs (pulmonary thrombosis) was made. (FIGURE 1). Bob was started on intravenous blood thinners (low

molecular heparin) and airlifted to a medical center in Omaha. Bob eventually made a full recovery from this potentially fatal disease.

DEEP VEIN THROMBOSIS

Deep vein thrombosis (DVT) occurs when a clot forms in a large vein, frequently in the leg. About one half -million Americans suffer from this disease each year. Walking involves the contraction of your calf muscles which aids in milking the veins within, thus aiding in propelling venous blood back to the heart. Venous stagnation favors clot formation. Bob sat in his Mooney Bravo for over 4 hours. Cigarette smoking, obesity, and hypertension increase the risk of venous clot formation. Other factors that favor clot formation include a recent pregnancy (not guilty), taking birth control pills (not guilty), cancer, family history, heart failure, recent surgery, and adults over 40 years of age (TABLE 1).

SYMPTOMS OF DVT

As the drainage of blood from a tissue mass is blocked, the tissue (calf muscle) becomes swollen. Inflammation follows and the calf becomes both red and painful. This state occurs only on one side (unilateral) and the opposite (contralateral) calf will appear normal.

SYMPTOMS OF A PULMONARY EMBOLUS

If the clot which breaks loose and migrates to the lungs is small, a slight cough, or no symptoms may develop. With a larger embolus, symptoms of cough and shortness of breath and chest pain are common. The patient’s sputum may contain blood (hemoptysis). If the embolus (clot on the move) is large it can wedge at the division (bifurcation) of the left and right pulmonary arteries. Such a “saddle” embolus can be fatal.

DIAGNOSIS OF DVT

The diagnosis of DVT can be made by visualizing venous flow utilizing ultrasound (Doppler) technology. The flow of venous return is both visualized as well as quantified.

DIAGNOSIS OF A PULMONARY EMBOLUS

Supporting blood tests should be positive. Pulmonary blood flow can be demonstrated by ultrasound and nuclear scans. When the two are combined the amount of air flow and blood flow can be compared (ventilation perfusion scan) (TABLE 2).

TREATMENT

The initial treatment addresses new clot formation. Intravenous anti-coagulation



with low molecular weight heparin is indicated. If a pulmonary embolus exists, intravenous drugs that dissolve clots, or the removal of the clot utilizing a catheter, or in extreme cases by direct surgical intervention can be life-saving.

PREVENTION

Before a long flight I take a baby aspirin (81mg) to decrease the chances of clot

formation. Good hydration is important. I wear surgical support hose to decrease the chances of venous stagnation in my lower legs. When flying on a commercial airliner, I always request an aisle seat. This facilitates getting up every half hour to walk the length of the cabin. In my Mooney, I do stretching exercises with my legs (TABLE 3).

CONCLUSION

DVT is a common disease especially in older individuals. Sitting in our airplanes for extended periods of time, favors venous stagnation in our legs. The risk of DVT can be reduced by following the suggestions in TABLE 3.

FIGURE 1 TABLE 1

FACTORS ASSOCIATED WITH DEEP VEIN THROMBOSIS

SITTING FOR OVER 4 HOURS

OBESITY

SMOKING

HYPERTENSION

CANCER

RECENT PREGNANCY

BIRTH CONTROL PILLS

FAMILY HISTORY

THICK BLOOD (POLYCYTHEMIA)

OVER 60 YEARS OF AGE

TABLE 2

DIAGNOSTIC

PULMONARY BLOOD TESTS

D-DIMER

TESTS FOR INCREASED CLOTTING

TABLE 3

PREVENTION BEFORE A 4 HOUR FLIGHT GOOD HYDRATION ASPIRIN 81MG BY MOUTH SUPPORT HOSE LEG EXERCISES EVERY 30 MINUTES


MOONEY MAINTENANCE

by Jerry Manthey, MAPA Maintenance Instructor

Ask Jerry

COMMENT:I am sitting in the car, in San Diego. It is 65 degrees and perfectly clear with a very beautiful clear blue sky. Perfect flying weather. I wish I had my Mooney about now!

Let’s talk a little about the older Mooney’s and yes, even the newer ones. Most places in the U. S. the Winter weather is not as nice as here and your Mooney may be sitting on the ground for long periods of time. I am going to recommend a few things that will keep your Mooney airworthy during these periods.

The first thing would be to keep a triple charger on the battery(s), disconnect the battery cables and of course clean the cables and battery post before reconnecting. The avionics likes to be turned on, once a week, for about ten minutes. The engine manufacturers recommend flying the Mooney about ten hours a month or about every third day. The greatest enemy of engines is RUST from sitting idle for long periods of time. Run up on the ground will not satisfy the engine. It must be flown.

If you have a hangar, jack-up your Mooney so that the tires are just clear of the hangar floor. During cold weather it is very important to keep a

close check of tire pressure, especially if the outside temperatures fluctuate.

If your Mooney is tied down outside, a canopy cover is a must. Most of the covers are well made and use good materials. The one I had was designed by me and it did a very good job. Call me if you want to know where you can purchase one of these. There is one thing you must remember--you cannot leave this cover on for over six to eight weeks at a time without removing it once every ten days or, after a heavy rain pull the cover off and let everything dry out.

I used aircraft polish with silicon in it to clean the windows. It sounds like a lot of work but not really. Nothing is “work” when caring for your Mooney! If your Mooney does sit outside a canopy cover is a must! I had a hangar but on my many cross-country flights, the canopy cover was always used.

After the weather improves and you are going to fly again regularly, grease all the fittings you can get to without pulling any panels. Tri-Flow all the Heims Bearings that are outside. This is a must if the Mooney was parked outside.

If your Mooney is going to be in storage for six months or more, you must “pickle the engine”. Check with your local Mooney Service Center who will be able to accomplish this or will make available the correct oils for you to do it yourself.

People call me every so often to tell me “I just found a beautiful Mooney with very low time (which means the Mooney was flown very little) the paint is perfect, the interior spotless and the price is right!” I tell the buyer to be sure and borescope the engine before he buys this Mooney. Nine out of ten times the engine has excessive rust and it has to be overhauled or replaced.

Getting back to the subject of less flying, people cover their windows with tinfoil and use masking tape to hold it in place. The tinfoil works well, however the masking tape almost becomes a permanent part of your Mooney and if it happens to be on the windows, you have a real problem! I can relate to you many stories about when I used to put many jet fighters in storage and then take them out again. Buy a good cover! DO NOT USE MASKING TAPE OR ANY OTHER MATERIAL TO PROTECT YOUR WINDOWS!



COMMENT:Most of the Mooney’s are really starting to age. I receive calls asking where to find hard to get parts. Mooney owners must really pay attention when making pre-flight walk-arounds. Owners who perform their own maintenance must look and inspect more thoroughly! Our Mooney’s are aging just like us!

QUESTION:I visited my avionics shop on Friday for a static check and transponder certification and, while there, one of the owners mentioned to me that I should look into overhaul of these servos. My question is, how much time should I expect to put on these before overhaul? He also said there is only one place to get this done and the cost is usually over $2000 per servo. At this point I’ve not had a problem with the units but if there is a time limit I should go ahead and consider getting the work done.

ANSWER;There is an old saying, “if it isn’t broke, don’t fix it!” Some of the factors to look at are: 1) If your Mooney is not used as a commercial enterprise then I would wait until the servos give you an indication that they are getting tired and need to be worked on. I used to have mine repaired by a good avionics shop that had an experienced avionics technician. The shop had all the manuals and proper test equipment, including the cables. There are still some shops around that are capable of repairing the Bendix auto pilot servos. Remember, if you start getting a pull-up or turn when in auto pilot without any input, I would first check to make sure the attitude indicator is not processing one way or another. This will command the auto pilot to turn your Mooney in the direction the attitude gyro is processing. When the attitude gyro is processing, the first thing is to check the vacuum pump. Low vacuum pressure will cause the attitude indicator to process.

2) If your Mooney is being used commercially, depending on what it is used for, you may want to look at your servos before they start giving you trouble. Let’s say you have to fly every day or night and you encounter a lot of weather, you should then have a look at the servos.

I cannot give a specific amount of time that the servos will operate properly. I had one in the wing that went 3500 hours before it needed attention. The servo in the tail will not last as long because it also serves as an electric trim.

The big thing on auto pilots is the fact that they act like a second pilot during an instrument approach. My advice is to do what I had to do when I was flying charter. All good weather approaches had to be flown by hand. This will keep you proficient, so why not fly an instrument approach every time you land at an airport equipped with an approach? It will certainly make you a better pilot and when the auto pilot isn’t working properly the approach will be second nature to you. Then you can get your servos repaired when needed.

So, the order of maintenance when you have auto pilot problems is:

1. Check the vacuum pump2. Check the attitude gyro3. Then go to the auto pilot and servos

I didn’t even mention the vacuum hoses but I figure you Mooney owners always check them every annual. Now I am talking about Bendix Auto Pilots, however many other types of auto pilots will operate in a similar manner. Of course, the very new auto pilots do not use vacuum pressure. I would assume that the maintenance on those would be to replace black boxes (expensive). The newer the Mooney, the avionics will be more complicated. This means it will take a very experienced shop to resolve

your problems. Remember what I said in the past, when you pick up your Mooney from the Electronics shop and they cannot tell you what the problem was, IT’S NOT FIXED!

QUESTION:I was at a local airport on Saturday and two guys landed in a Mooney. While they were refueling, the pilot told me to keep the refueling nozzle away from the fuel quantity floats. Why is this?

ANSWER:Fuel trucks can have enough pressure to damage the fuel quantity floats if you point it at the floats in the wing. The inboard ones are close enough to the fuel cap so if the nozzle is not pointed outboard they could damage the floats. This has happened in the past to Mooney’s. It is especially important when a big fuel truck refuels your plane with big nozzles. These larger fuel trucks can have quite high fuel pressure and high quantity fuel flow. Ask the fuel truck driver to point the hose outboard of the wing and slow down the fuel flow coming from the truck.

Always stay with your Mooney while it is being refueled! You can quietly guide your fuel truck driver to refuel your Mooney correctly. Remember most drivers are just starting out in aviation. This could be their first job. They might not be trained very well. Always put your fuel caps back on yourself! It can save you a lot of grief! Most line people respect pilots wishes which are to take an active interest in their airplanes.

HAVE A SAFE MOONEY MAINTENANCE FLIGHT!


R A M A I R C R A F T, L P• SINCE 1976 •

PROP SUPER CENTERPROP SUPER CENTER

Mooney Props Mooney Props

Prop Style3 bladed Scimitar3 bladed Scimitar3 bladed Scimitar3 bladed Scimitar3 bladed Scimitar

2 bladed3 bladed2 bladed

Part # PL60152PL60154PL60149PL60136PL60199

M20R241-01M20R418-01M20S239-01

Airplane EligibilityM20A-G

M20C, D, GM20E, FM20JM20KM20RM20RM20S

©2017 RAM Aircraft, LP MAPA110317

R A M A I R C R A F T, L P• SINCE 1976 •

Prop Style2 bladed Scimitar

3 bladed3 bladed3 bladed

3 bladed Scimitar3 bladed Scimitar

3 bladed Composite

Airplane EligibilityM20A-J

M20C, D, E, F, GM20JM20KM20R

M20R, S, TNM20R, S, TN

STC # SA0241CH-DSA4529NMSA4529NMSA1505GL

SA02004CHSA03024CHSA02482CH


INTRODUCING THE 2017 MOONEY M20 ULTRAS. The wait is finally over. The new Mooney Acclaim and Ovation Ultras are FAA certified. What began as the world’s fastest, piston-powered production aircraft are now the epitome of the Mooney vision and legacy. The most apparent refinements include a pilot-side door, Garmin’s latest NXi avionics, and a totally redesigned interior. Yet, the new Ultras are still unabashedly Mooneys. Combining raw speed and fuel efficiency with aerodynamic purity, superior handling and unmatched safety. Like every Mooney, the new M20 Ultras are unapologetically – and perfectly – built for discerning pilots. Fewer than 60 of them will be available in 2017. Will one of them be yours?

THE FAA SAYS IT’S READY.THE QUESTION IS, ARE YOU?

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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 ENROUTE M20TN

DATE: 09/10/2015LOCATION: Atlantic City, NJWEATHER: Day/VFRINJURIES: 1 Fatal

On September 10, 2015, about 1448 eastern daylight time, a Mooney M20TN impacted the Atlantic Ocean off the coast of Atlantic City, New Jersey. The commercial pilot was fatally injured, and the airplane sustained substantial damage. The airplane was owned by the pilot and the flight was being conducted as a 14 Code of Federal Regulations Part 91 personal flight. Day Visual Meteorological conditions existed near the accident site about the time of the accident, and an Instrument Flight Rules flight plan had been filed. The flight originated from Gaylord Regional Airport (GLR), Gaylord, Michigan, about 1200 and was destined for Atlantic City International Airport (ACY), Atlantic City, New Jersey. According to the pilot’s logbook and a fuel receipt, he flew the accident airplane for 1 hour on September 7, 2015, and then fueled the airplane with 11.4 gallons of 100LL aviation fuel. There were no other fuel transactions or flights between that time and the day of the accident. The pilot reported in his flight plan that there was sufficient fuel onboard the airplane for 6 hours of flight. According to Federal Aviation Administration (FAA) Minneapolis Air Route Traffic Control Center (ARTCC) records, the airplane departed GLR about 1200, and at 1214:04, the pilot checked in and informed the controller that he was climbing from 17,600 to 21,000 ft mean sea level (msl). The controller then instructed the pilot to climb to 25,000 ft msl, and the pilot read back the assigned altitude and continued toward the destination.

About 23 minutes later, while the autopilot-equipped airplane was in cruise flight, the ARTCC controller attempted to contact the pilot with a frequency change; however, the pilot did not respond. The controllers’ repeated attempts to contact the pilot throughout the remainder of the flight were unsuccessful as the airplane continued flying a straight course toward ACY at 25,000 ft msl. According to radar data, at 1438 and while about 5 miles northwest of ACY, the airplane began descending from 25,000 ft msl and continued to descend at an average descent rate of about 1,600 ft per minute on a southeast heading until it impacted the Atlantic Ocean about 8 minutes later. As the airplane was descending, two F-16 airplanes departed ACY to relay search and rescue information, and the pilots subsequently found debris. According to the pilot’s logbook, he held a commercial pilot certificate with airplane single-engine land, multiengine land, and instrument airplane ratings. His most recent FAA third-class medical certificate was issued on October 26, 2013, with no limitations. He recorded 4,900 hours of total flight experience, 2.5 hours of which were in the 90 days before the accident. According to FAA records, the airplane was manufactured in 2007 and registered to the pilot in December 2007. The most recent annual inspection was performed on June 12, 2015, at which time it had accumulated 472.2 total hours of time in service. According to the Pilot’s Operating Handbook (POH), the airplane was equipped with extended range tanks where fuel was “carried in two integrally sealed sections of the forward, inboard area of the wing.” The total usable fuel capacity was 102 gallons, 51 gallons per side.

The pilot could set the fuel selector valve to the “left” tank, “right” tank, or “off” position via a recessed three-position handle aft of the console on the floor. The airplane was also equipped with a four-place oxygen system that provided supplementary oxygen necessary for continuous flight at high altitude. Four oxygen outlets were provided in the overhead panel between the pilot and copilot seats. Oxygen would flow from the outlets only when a mask hose was connected. The pilot’s mask was a permanent rebreathing-type mask with a vinyl plastic hose and a built-in microphone for radio communication while using oxygen. The oxygen cylinder filler valve was located under a spring-loaded door aft of the baggage door. When in service, the 77.1 cubic-ft tank could supply at least 11 hours of oxygen for a pilot-only operation depending on flight altitude. The airplane was equipped with an oxygen system quantity indicator in the pilot’s arm rest. According to a receipt from the most recent annual inspection, the oxygen bottle was serviced at that time. Further, according to stickers placed on the oxygen regulator and the tank, they were both overhauled in May 2013. Review of the Mooney 100 Hour-Annual Inspection Guide revealed that it included an inspection of the “oxygen system for leaks, proper ON/OFF valve operation & filler for safety of operation…” At 1454, the weather reported at ACY indicated variable wind at 4 knots, 10 miles visibility, few clouds at 700 and 3,400 ft above ground level, temperature 24°C, dew point 22°C, and an altimeter setting of 29.75 inches of mercury.



The airplane was located by the United States Coast Guard off the coast of Atlantic City, New Jersey, in about 45-ft-deep water. On September 12, 2015, the airplane was recovered and moved to a salvage facility to facilitate further examination. The fuselage was severely impact damaged. The inboard 2-ft-long section of the left wing remained attached to the fuselage. The outboard section of the left wing was impact separated and not recovered. The empennage was impact separated from the fuselage. The vertical stabilizer and rudder remained attached to the empennage. The bottom 1-ft-long section of the rudder exhibited impact damage. The left horizontal stabilizer and elevator remained attached to the empennage at all attachment points. The left and right elevator counterweights were impact separated and not recovered. The right horizontal stabilizer and elevator remained attached to the empennage but was impact damaged in the positive direction. The right wing was impact separated from the fuselage and not recovered. Control cable continuity was confirmed from the rudder and elevator to the cockpit through control tube fractures and separations. In addition, control continuity was established from the yoke to both wing roots through control tube fractures and separations. Both front seats remained attached to the fuselage. Two oxygen lines were secured to the top portion of the cabin. An oxygen pulse oximeter was located in the cabin area of the wreckage, and the pilot was found wearing an oxygen mask. A Hobbs meter was located in the aft section of the fuselage and indicated 477.2 hours of flight time. The engine was impact separated from the airframe. The rocker box covers were removed, and engine continuity was confirmed from the propeller through the aft section of the engine. All three propeller blades were bent; two of the blades were bent in the same direction, and the third blade was bent in the opposite direction. The fuel line from the fuel manifold valve to the fuel metering unit was removed, and a drop of fluid was noted coming out of the line. The fluid had an odor similar to 100 LL aviation fuel. There were no preimpact anomalies noted with the engine that would have precluded normal operation. An oxygen tank was located aft of the aft bulkhead. An elbow fitting that was connected to the oxygen regulator assembly, which connected an oxygen line to the tank, was found loose. The fitting could be moved in both directions by hand without resistance. Three Garmin G1000 SD cards were removed from the wreckage and sent to the NTSB Recorders Laboratory for data download. The

G1000 SD cards contained firmware versions and navigation databases that did not record data. No accident data were recovered from the SD cards. The Office of the State Medical Examiner for the State of New Jersey performed an autopsy on the pilot. The autopsy report indicated that the pilot died due to “multiple blunt injuries.”

The FAA’s Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing of fluid and tissue specimens from the pilot. The specimens tested negative for carbon monoxide, and 26 mg/dL ethanol was detected in the blood. No ethanol was detected in muscle and brain tissue specimens. Diphenhydramine was detected in the liver, and 0.071 ug/ml diphenhydramine was detected in the blood. In addition, chlorthalidone was detected in the liver and blood.

Ethanol can be produced in tissues by postmortem microbial activity, which can result in considerable variations in levels in different tissues. Ingested alcohol is generally distributed throughout the body and levels in different postmortem tissues are usually similar.

Diphenhydramine is a sedating antihistamine used to treat allergy symptoms and as a sleep aid and carries the following Federal Drug Administration warning: “May impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g. driving, operating heavy machinery).” Diphenhydramine may also result in altered mood and impaired cognitive and psychomotor performance. In fact, in a driving simulator study, a single dose of diphenhydramine impaired driving ability more than a blood alcohol concentration of 0.100%. The therapeutic range for diphenhydramine is 0.0250 to 0.1120 ug/ml. Diphenhydramine undergoes postmortem redistribution, which can result in central postmortem levels being about two to three times higher than peripheral levels. Chlorthalidone is a diuretic prescription blood pressure medication that may decrease the recurrence of kidney stones and is not considered impairing.Performance Calculations.

According to the POH, the fuel consumption for the flight using best-power performance data at 25,000 ft pressure altitude, depending on the selected manifold pressure and outside air temperature, would have been between 12.0 and 22.6 gallons of fuel per hour.

Pilot’s Handbook of Aeronautical Knowledge – Hypoxia According to the Pilot’s Handbook of Aeronautical Knowledge, Chapter 17, “Aeromedical Factors,” Hypoxia means

‘reduced oxygen’ or ‘not enough oxygen.’… Hypoxia can be caused by several factors, including an insufficient supply of oxygen, inadequate transportation of oxygen, or the inability of the body tissues to use oxygen…High-altitude flying can place a pilot in danger of becoming hypoxic. Oxygen starvation causes the brain and other vital organs to become impaired…the symptoms of hypoxia vary with the individual.…As altitude increases above 10,000 feet, the symptoms of hypoxia increase in severity, and the time of useful consciousness rapidly decreases. According to the time of useful consciousness chart in the handbook, a pilot has 3 to 5 minutes of useful consciousness at 25,000 ft msl.

Probable Cause: The National Transpor-tation Safety Board determines the probable cause(s) of this accident to be: A loose oxygen line, which was not detected by maintenance personnel during a recent annual inspection, that allowed oxygen to escape and drain the oxygen canister more quickly than the pilot expected. This reduced the pilot’s availability of supplemental oxygen and led to his experiencing hypoxia and the airplane subsequently flying on autopilot until it eventually lost power due to fuel starvation.


2018 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 9-11, 2018___________ April 13 - 15, 2018___________ Palm Coast, FL (Flagler Executive Airport) Henderson, NV June ___________(To Be Determined) September 7-9, 2018__________ Manchester, NH October 5 - 7, 2018 Owensboro, KY

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: CVV: 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 78028Contact Information:Phone 830-315-8008 Fax: 830-315-8011




We are taught, particularly in instrument flying, to anticipate what the Controller will say next. This is a good practice indeed! You may be familiar with the route and know when you are getting close to a changeover point or you may be coming into a familiar airport and already have the approach set up. You know the active runway so you are likely not going to be surprised when he or she clears you exactly for the method and approach you want. All good.

However, don’t anticipate too much. Like anything good…there is such a thing as too much of a good thing.

My beautiful lifetime co-pilot and I were flying north from SE Arizona to Denver in my Mooney Bravo. I always file IFR just because it is easy, and even easier as there wasn’t a cloud to be found. Given that Denver is a four-hour flight, a nice middle stopping point is either Albuquerque or Santa Fe. Not being reliable at saying nor spelling Albuquerque, I picked the break airport of KSAF, Santa Fe Municipal. KSAF is a nice airport at 6300 or so feet MSL, as such, a

little high but no problem. Of note for this article, the main runway this calm day was 02/ 20.

So, as we neared KSAF, I was talking to Albuquerque Center and in addition to me, they were working approaches for a military helicopter. The helo was getting vectors for an ILS approach to RW 02, the only ILS there. I could even see the Blackhawk coming in on a dogleg right base to intercept the localizer. I was a little concerned that I might catch up with the helo, so I started to slow down. Anyway, they were cleared for the ILS RW 02 and they were handed off to the tower.

Within a few minutes, I was then cleared for a visual approach and handed off to the tower. Cool, straight in 02, easy as pie. About 3 minutes later tower called me and said, Mooney, it looks like you are lined up for Runway 02. You were cleared for runway 20! Ummm, pause, aaah, “roger, right downwind for Runway 20.” I say to myself, when the heck did RW 20 come into this picture, the helicopter I know was doing an ILS for 02, I saw him!

After a minute of thinking, the phrase for runway 02 and 20 really are close in a way, yet in the context of runways, they are exact opposite. I anticipated and fully expected to get cleared to land on runway 02 and when the Tower said, RW 20, I thought yes runway 20 degrees…. not runway 200 degrees. Mistake caught, corrected and no harm, thank you alert SAF Tower.

Thus, the lesson here is all but too obvious. Anticipation is a good thing, but don’t anticipate so much that you really don’t listen to what the controllers are really saying to you. Tower, Oh Say what you Said, again!

OH SAY, WHAT DID YOU SAY?

LISTEN, REALLY LISTENTO THE CONTROLLER!

BY JERRY PROCTOR, MAPA SF CFII



SHOP TALKPRE-BUY INSPECTION-PART 2

AIRCRAFT EXAMINATION

By Kerry McIntyre, Shop Talk January 2018

This month’s ShopTalk ... Aircraft Examination, completes our discussion about the pre-buy inspection. Before beginning to look at the aircraft, the aircraft logbooks should have been examined and any discrepancies resolved as per my previous article, Pre-buy Inspection – Part 1, Logbook Entries. You should have the service schedule filled out and have notes of what to particularly focus on during examination of the airplane.

One must understand that every seller will tell you his/ her plane is perfect, but our job at the pre-buy is not to prove them wrong but to expose the discrepancies to both parties and explain the cost for repair and the reason for the items found to be fixed.

A good example of this is the age and condition of the landing gear rubber shock discs. If these items are old, sacked out or hard as a rock, then during every landing the impact is being transmitted along the wing spar, flexing the structure and the fuel tank sealant. Eventually, this will lead to leaking fuel tanks and an MPI, a “Money Pit Item”. A typical repair to one tank can easily cost $2,500. If a complete strip and reseal is needed, it can exceed $6,000 per tank.

Starting with a clean notepad, sit in the pilot’s seat and write down every avionics and optional items that are installed. This includes speed mods, interior mods like aftermarket sun visors, engine gauges, and other items the plane did not come with new from the factory. A good example of this would be if you are looking at a 1965 M20E and it has a shoulder harness for all four seats. This model never came with shoulder harness restraint systems, but

Mooney has a drawing for front shoulder harness restraints. The question is, “Are there any return-to-service documents for all four seats in the aircraft records?” We will look at everything installed on this pre-buy plane with that outlook. Also, write down the tach or Hobbs time to compare later to your notes from the logbooks.

Run the engine until temperatures stabilize. From outside, examine how the spinner aligns with the cowling. Misalignment may be a hint of failed engine mounts. Remove the top and bottom cowlings and do a hot compression test. Record the results. Examine the engine for oil leaks, the condition of the ignition harness, the condition of the accessories and the wear on the spark plugs you removed for the compression test. Drain and discard a cup of hot oil and then drain more for a sample to send off for testing. I rarely remove and cut open an oil filter, the oil sample will be much more accurate. One of the conditions for the sale is a clean oil sample.

Look at the condition of the engine data plate and write down the model and serial number of the engine. Compare these to the logbook so you know this is the engine that you obtained all the data on. The model and serial number may seem like simple things to assume are correct, but I have seen engines come in missing their data plate, a serious MPI. Remember, we are not doing an annual, just looking at all the MPI items so our new owner won’t be surprised at the first annual.

The exhaust system – non-turbocharged: Look into the muffler for the condition of the flame tubes. Verify they are intact

and not broken or warped. Examine the tailpipe support strap(s), ensure they are not broken and that the attach flanges to the cylinder have no cracks and missing nuts. If the exhaust system has slip joint or ball joints verify these are in good condition, look for exhaust dust as this can be a sign of a crack or leak in the system.

The exhaust system – turbocharged: Remove the air intake and examine the compressor impeller for nicks or rubbing on the housing. Look at the condition of the engine air filter and the integrity of the intake system, especially holes or leaks where dirt could get past the filter and damage the compressor wheel. Look for blisters on the bottom of the exhaust pipes and cracks where the pipes join or are welded together. I hook up a vacuum to the tailpipe running in blower mode and pressurize the exhaust. Then I spray soapy water on the exhaust looking for cracks of leaks. Look at the condition and security of all the V-band clamps that hold the exhaust system together and the tailpipe on. An important check is to physically grab the tailpipe to verify it is not loose. Look for signs of excessive exhaust dust in the cowling and any blisters in the paint on the cowling. This can be a sign of excessive high TIT operations.

One final item for both types of engines is the condition of the heater hose and the outer can on the muffler. If these items have holes in them it is possible for carbon monoxide to leak into the cabin. Not a good thing for the occupants.

Cont’d on page 34


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 mail-ing lists tries to stay focused on Mooneys, while the other covers a wider range of aviation topics, and even strays into non-aviation discussions. All are welcome and lists are completely free of charge. To learn more or to join these lists, visit the web page http://www.aviating.com/mooney/lists/html. That page is part of the Mooney Junction web site (http://www.aviating.com/mooney) which has a number of pages of information related to owning and fl ying Mooneys.

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

MAPA HOMECOMING CONVENTION 2018Start planning now for the 2018 Homecoming Convention in Kerrville, Texas at The Inn of The Hills. Mark your calendar for October 10-14th, and plan to attend all of the events, including a Mooney Factory tour, a beauty contest for the airplanes, all of our informative seminars, and the guest banquet speaker. Meet fellow Mooney owners and make new friends as well as visit old friends.




By Larry Marshall, MD, AME, HIMS SPECIALIST

DIET, FLYING

AIRPLANES, AND THE FAA

Being lean, losing weight, with few exceptions has its advantages for most everyone’s health and fitness. Almost all the time in my medical practice, I encourage folks to lose weight for many health reasons. Occasionally I’ll have to encourage weight gain, usually with a nursing home or a cancer patient, not very often. In my career as a medical doctor, I have seen what works and what doesn’t work. It is quite obvious to me that fad diets are sometimes like snake oil was a hundred years ago. People will believe whatever they are sold and what they want to hear. This article is an effort to clarify what works and what doesn’t work so it may save one time and money and they may be able to make better choices regarding diet exercise and weight loss.

What are the advantages of being lean and how does it affect your medical ticket and ability to fly an airplane? Primarily mentioning a few basics that I see are high blood pressure, diabetes, obesity, osteoarthritis, obstructive sleep apnea and more. All of the above may create issues with the FAA.

Most of my patients have one of the above issues and the treatment is simply to lose weight, reduce their BMI (body mass index).

First, what is BMI? BMI is an acronym for Body Mass Index. It is basically a reference number determined through a formula that uses your height and weight. The National Institute of Health considers a BMI of 18.5 to 24.9 as “Normal weight,” 25 to 29.9 as “Overweight,” and 30 or greater as “Obese.” You can find your BMI using the BMI Calculator at:

http://www.nhlbi.nih.gov/health/educational/lose_wt/BMI/bmicalc.htm

Fad diets may be harmful. They may work and they may not. One of the big issues is

rebound weight gain and it can occur a lot with diets and surgical procedures to lose weight. In mentioning surgical procedures, such as gastric bypass, gastric stapling, and the gastric sleeve, there may be a malabsorption issue with nutrients and vitamins that affect one’s health. Some of these procedures have to be reversed. They are expensive and aggressive. Amphetamines (uppers) and amphetamine salts will give one energy, decreased appetite, and give one a feeling of euphoria. They also have a rebound effect and may lead to depression and paranoid schizophrenia.

Nicotine has been used in the past and suppresses appetite and is a stimulant which may give one more energy. We all know the down side of nicotine.Well, then, what works?

I guess you could just quit eating. There are those that tried it and most are teenaged girls with anorexia nervosa.

By doing so, you put the body in a state of starvation which causes the brain to slow down your metabolism which means that you are burning less calories in your twenty-four-hour day and it becomes easier to gain weight with caloric consumption. Not good at all to starve yourself.

What about exercise as a way to lose weight? Does it work and what does it do to metabolism?

Exercise does much more than burn calories during the activity. Exercise readjusts one’s metabolism. Ideally, you should exercise at least three to four times per week, mostly cardiovascular exercise.

Metabolism can be defined in many ways. The way to define it here is the amount of

heat (calories burned) that the body gives off. If you were put into a chamber and the amount of heat emitted from your body was measured, this would be one way to measure metabolism. To adjust metabolism up (to give off more heat), one can take drugs, hormones, or naturally increase it with exercise (mostly cardiovascular exercise) several times per week.

That would mean that if you were put in the chamber, you would generate more heat than if you did not exercise. Remember that heat is calories burned. This means that you generate more heat while resting and sleeping that you would if you were not exercising because your metabolism is now higher. It is not the five to seven hundred calories burned during the activity that is as important as all the extra calories you are now burning during the rest of the day and night because you have now adjusted your metabolism up.

The opposite effect happens with starvation. If you restrict calories too much, especially without exercise, the brain will reduce metabolism. This means that if you were put in a chamber and the heat from your body measured, then you would emit less heat, thus less calories burned and less fat burned. Excessive calorie reduction, like prolonged fasting, reduces metabolism and defeats the purpose.

Exercising on a regular basis increases one’s metabolism and fat burning.

A helpful guideline for starting and maintaining fat burning mode is the Glycemic Index (“GI”) of food. (Glycemicindex.com). So, what is the GI? The GI of a food measures the food’s ability to raise your blood sugar during a period of time after you eat it. A rapid increase in blood sugar, called a “spike,”




Glycemicindex.com


greatly increase the chance that the sugar in the blood will get stored as body fat before it is burned for energy. Pure sugar has a GI of about 100. Celery has a GI near zero. GI foods under 40 are probably okay. Glycemic load measures the glycemic effect of the food’s GI in a given portion. Thus, a high GI food consumed in small amounts may still be okay whereas foods with lower GIs can be consumed in larger quantities. However, eat everything in moderation. A low GI food is not a license to overindulge. Awareness of the GI of foods is important in diets. By avoiding sugary and starchy high GI foods, you can help put your body into ketosis, or “fat burning” mode. Examples of foods to avoid are breads, and most bakery products containing highly refined wheat flour, white potatoes, white rice, and anything that contains a lot of added sugar, especially high fructose corn syrup. Avoid sugary sodas. Good things to eat are lean meats, certain fruits and vegetables, nuts, particularly almonds and walnuts, eggs, and fish, particularly salmon. Plan to shop around the perimeter of the grocery store for “natural” foods and avoid the aisles filled with highly processed foods.

Some math is important with weight loss and will now be discussed.

Thirty-five hundred calories equal one pound of body fat. If you reduce calorie intake by 500 calories per day, then in seven days you could lose one pound of fat. If you consume 500 more calories than you burn per day, you will gain one pound of fat in a week.

500 CALORIES X 7 DAYS = 3500 CALORIES. 3500 CALORIES = ONE POUND OF FAT.

If you exercise for an hour, you will probably burn 500 to 700 calories per session. 500 calories x 7 days = 3500 calories = one pound of fat.

Weight reduction is not linear. Fat cells of the body contain a lipid or fat. When a fat cell is depleted of its lipid, it can fill with water. Folks want to weigh themselves a lot while dieting. When an empty fat cell fills with water, there is no change on the scale. There will be a change in clothing size-clothes will fit looser. Water seeks its own level and the body can only hold so much water before the brain secretes hormones which will release and eliminate the water. In other words, you may notice no change in weight but a loss in size. Every once in a while, you will urinate off excess water and there may be a significant weight reduction. Weight reduction is not as linear as one would like and it is similar to descending a staircase. Drink a lot of water while dieting. It will flush the byproducts from the fat molecules out of your system.

These byproducts can make you feel ill.

What then works?

A balanced diet of certain fruits, vegetables, meats and grains. Low glycemic index foods. Foods low in fat and salt. No energy drinks, which increase insulin secretions which lowers blood sugar and creates a state of hunger in the brain. Water, water, and more water. Water flushes the body of toxins.

What about vitamins?

The vitamin controversy will go on until the end of time.

If you are eating a balanced diet, you probably don’t need them. If you have had a gastric bypass or are on chemotherapy for cancer, you probably need certain ones. What if I just take them? Why not?

Probably a good idea and a multiple vitamin bought at the local grocery store which is FDA approved can’t hurt.

It is a good optional coverage for those on a diet. Mostly all of the ingredients are eliminated if not used. The only exceptions are vitamin A, D, E, and K. I have never seen a vitamin overdose or intoxication in my career. Women of reproductive age may need more iron. People who drink excess amounts of alcohol may need more vitamin B. All of us probably need more calcium and vitamin D.

The rest of nutrition will be saved for a later article.

Just to mention protein, there are many types which consist of amino acids. Be careful on high protein diets. In an older adult, high protein may strain the kidneys and cause renal failure.

What works again?

A balanced diet low in fat and low in calories, but high in nutrients.

Remember that what makes food taste good are sugar, fat, and salt. We need to avoid the above.

Weight Watchers (WW) is a great organization and the only one that I endorse. WW is about education and a practical approach to real food for weight loss and later for maintenance.

Diet and exercise can give one more energy. Initially, the body will resist and it will take a few days to get over the hump. After that, one goes in the mode and you will feel that you are losing weight and that feels great.

Losing weight is like peeling an onion in that it is at a layer at a time.

No, you can’t spot reduce problem areas. It just takes more diet or surgery.

Exercise may not spot reduce a problem area.

Classic examples are the love handles. Only diet or surgery will remove them.In conclusion, common sense and a practical approach are the best route to success. Fads usually do not work. Weight Watchers is a good group to join if you would like continued group support and monitoring. Try to eat natural foods. Be sure to monitor the quality and quantity of everything you eat.

Good luck.

Call or email us with questions.

Larry J. Marshall, M.D., AME 20547, HIMS

(619) 443-3843

Email: [email protected]



Remove the spinner from the propeller and examine the hub and blades for leaks. Look at the blades for any big divots that may have been filed out and blended in. This will throw the balance way out and may be cause for the blade to need replacing. If it has prop deice, check that both inner and outer elements heat up on each boot and that the boots are not cracked, rotten or delaminated. Look for wear on the deice brushes. These brushes are now over $100 each. Grasp each blade tip and verify it is tight in the hub by moving fore and aft. Last but not least, note the serial number on the prop hub and compare it to the logbooks. If the serial number is different, then the prop has been changed without a proper logbook entry, a violation of FAR 43. This could also be a clue to the condition of the engine, maybe an unrecorded prop strike?So far, we have looked at the condition of the engine, accessories, and prop. Time to move on to the airframe.

Look over the outside of the plane for things like hail damage, Bondo patches, mismatched skin laps, even skins installed incorrectly. I have seen all of these and guess what? Not one of these items will have a logbook entry. Why? Because they were not done to the correct FAA standards.

On a Mooney, put the plane on jacks with the nose wheel off the ground. Lock up the rudder pedals and ailerons in the neutral position. Remove the belly panel(s) and check that both aileron/rudder interconnect springs are stretched equally 4.9 inches.

AD 98-24-11 required all Mooney aircraft built before 1998 to have gusset aileron link rods. When mechanics would change these per the AD requirements it was not uncommon to screw up the rigging. I could go on and on about all the ways I have seen this done. Just check it, because if it is off there is a good chance the entire plane is out of rig. Look at the rudder, it should be 1 degree to the right. Level the elevators, they should both match the stabilizer, not one down and one level. The ailerons should line up with the wing tips (if installed) and the flaps. Commonly, as various mechanics try to get the plane to fly straight and true, they will just mess

with another control surface or flap in a vain attempt to solve the problem. If we find any clue the plane is out of rig then we will do a complete rigging check using all the Mooney travel boards and a digital protractor and document everything we find. This one item can add another hour to the pre-buy process. A MOONEY OUT-OF-RIG IS ONE OF MY PET PEEVES.Open some wing and tail panels to look at the condition of the aluminum for surface corrosion. All airplanes (except new ones) will have some form of fuzziness or dull looking aluminum, but if the skin is pitted, we should look deeper into the overall condition. With the belly removed, search the tubular airframe for corrosion. Look carefully at the truss that the gear rods go through as this truss is almost always ground down during a gear up landing. Look for fuel tank leaks and note any old fuel stains you see.

Using the proper Mooney tools, measure the gear-down lock tensions to ensure they meet Mooney specifications. Try to rotate the landing gear shock discs and write down the date of manufacture listed on each disc. I have seen one new shock disc installed with three 25-year-old ones just to make it look like they are all OK. Make sure these rubber shock discs are not split or badly cracked.

Look at the condition of the brake discs and pads. It is not uncommon to see a dished-out disc and there are limits. Look for oil leaking out of the brake caliper as well as the master cylinders under the floor. Check the parking brake valve for leaks. Lastly, check the brake fluid level.If the plane has hydraulic flaps, look for leaks on the master cylinder. Parts for these cylinders are getting hard to find. However, electric flaps may be retrofitted, but this is another MPI. Make sure the plane has the correct ply tires installed as this is also part of the shock absorption system along with the rubber shock discs and proper tire pressure.

Run the gear up and check that the gear doors fit tight in the forward portion of the doors; we do not want anything hanging out into the airstream. If the plane has manual gear, look in the down-lock block for an egged-out hole or a lip cut into the hole where the Johnson bar fits in the gear-down position. You will need a mirror and bright light and the gear in

the up position. This is rarely looked at by most mechanics. Just because something is not in the service manual does not mean it can be overlooked. Listen for the aural gear warning.

If the plane has electric gear make sure all ADs are complied with along with the respective parts of the AD and when they are due again. If the plane had a new no-back-spring installed, note when (date and Hobbs time) so you can research if it had a recalled spring installed. Service bulletin M20-282 and its revised editions should be reviewed to understand the issue and determine if further action is needed.

We here at KNR-INC are not big believers in replacing this spring every 1000 hrs. just because Eaton and Mooney say so. Most Mooney’s will get 2 gear cycles every 2-4 hrs. as they are typically used for cross-country flights. If the airplane is mostly used to practice landings, then this no-back-spring item is very important. Mooney never built any TLS/Bravo or TN trainers.

Look for slop in the gear retraction linkage and do an emergency gear extension. Make sure the floor light that shows gear down works. I see these all the time inoperative. Check the slop in the nose gear steering horn as this is a common underserviced item and an important item to grease every 100 hrs. or at every annual. These steering horns are shimmed to fit each airplane. If the nose gear is ever removed, this horn should be shimmed properly during re-installation. It used to be one could buy a new horn or the shaft that rides in the horn. If it is worn beyond limits, you must now buy the entire part for well over $1,000.

Look at the back side of the nose gear upper truss for dents in the tubes and broken-off steering stops. A new nose gear truss is another big-ticket item to replace and if the steering horn is also shot one can blow through $5,000 trying to fix these items. Just another big MPI any new buyer will not be happy about.Make sure the shock discs are not cracked and ask how the plane handles during landing. If the pilot that flew it in says it’s a little squirrely there is a good chance the nose gear rake and trail are not correct.

CONT’D FROM PAGE 29



On 1960s planes Mooney had a kit to solve this problem and often the extra collar on the nose gear shock disc shaft is missing. On later planes, Mooney drilled the attach bolt hole off-center on this collar and its frequently installed upside down. All of these items can cause the plane to be squirrely at high speeds such as touch down. This may seem like a trivial issue, but when you run off the runway on landing and into the ditch that rips off the landing gear, you will realize this is an important item (especially if you do not have shoulder harness).

One last gear item: On the 60s and 70s planes, look at how much slop is in the nose gear fore and aft. The entire gear swivels on a long vertical bushing and bolt and it’s often necessary to install an oversize bushing and new bolt in this area. The parts are not expensive but the labor to pull the nose gear out is where it will add up and become another MPI.

Look at the condition of the interior and windows. If the plane has a new interior look for burn certifications for that interior (this is a FAR requirement). If it has thicker than normal windows, or 201 mods on older planes (60s and 70s), look for the proper STC and 337 forms for that work.

If the plane has a newer paint job, look for the log entry that shows the control surfaces were properly balanced or balance-verified per Mooney specs.

If the plane has a built-in O2 system, verify the manufacturing date on the O2 bottle. Remember life limit is 23 years for 3ht bottles and 15 years for composite bottles. 3ht and composite bottles manufactured before 7/1/2006 require a 3-year hydrostatic test. Composite bottles manufactured later require a 5-year hydrostatic test.

Look at the condition of the battery box and battery/ cables for corrosion. Write down the type of ELT and the battery due date. We often see ELTs installed in planes different from the one listed on the equipment list.

Grasp the horizontal stabilizer and move it fore and aft, there should be no noticeable play in it. Grasp the base of the rudder and lift it up and down, there should be some play in this motion. Once in a blue moon, we will find one that is tight in the up and down motion and this is OK also. Don’t panic over some free play in the up and down motion of the tail.

Check all the lights and stall warning horn for proper operation. Look for any unapproved lights installed on the plane. Some LED lights are approved for certified planes but many are not. Remember we are trying to verify the plane meets its type certificate data sheet and that any modifications do not compromise airworthiness.

So now sit down and compare the items you wrote down that are installed in or on the plane. At each annual, the

equipment list and weight and balance are airworthiness items that must match and correctly reflect installed items. Lastly, check that all ADs are up to date and complied with.

On a typical Mooney, this Aircraft Examination will take 4-6 hours to complete. It is not an annual and there is no sign-off for a pre-buy inspection unless there are repairs. Put the plane back together and let the pilot take the plane home unless the buyer and seller have made other arrangements. Remember, the mechanic does not determine airworthiness, we are just advisors. The pilot must determine airworthiness before each flight as per FAR 91.

Now, compile one list of airworthiness items and another of other discrepancies. At KNR, we typically do a repair estimate for each list. The buyer can then use the airworthiness items and the cost of repairs to negotiate with the seller. The buyer will also now know what other items may eventually need attention.

I hope these two articles will shed a little light on the mystery of doing a pre-buy inspection on a Mooney, or any other airplane for that matter. As always, if you have a question about this or any ShopTalk article, you may contact me via e-mail: [email protected] or by the old-fashioned telephone at our aircraft repair facility: 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.

Daniel Parent from Canadaflying his 1966 M20C


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


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

LOEWEN’S MOONEY SALVAGEBig inventory of used and rebuilt airframe parts. Wings for M20C, E, G, J & K, empennage assys, fuselages, controls, rudders, elevators, ailerons, flaps, cowls, engine mounts, landing gear & small parts. Call Loewen’s Mooney Salvage “LMS” at 707-263-0472 or cell 707-272-8638. Email [email protected]

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

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] .

2001 M20M BRAVON1048D, 810TTAE, 100 SPOH, NDH, always hangared, all records, standard equipment plus Garmin GNS530 WAAS with terrain and traffic, 430 WAAS, both GPS Garmin overhauled 2015, WX-500 stormscope with display on 530W, GTX330ES with ADS-B out, KFC225 fully coupled autopilot, KCS-55A HSI with Flight Director, backup electric AI with battery backup, JPI EDM-700 analyzer, XM weather receiver, GAMI injectors, four place intercom, Reiff preeat system, last annual 08/2017, compressions 76, 77,78,77,76,76, new oxygen tank 2017, four place oxygen, two new batteries 2017, Alt/Xpndr check 08/2017. Bruce cockpit cover. $220,000 Bob Mininni, 610-613-0688 email: [email protected]

POWER TOW EZ40Gas powered Powertow set up for Mooney. Age unknown. Smooth running 4.0 HP engine and in good condition overall. $500 plus shipping if needed. Located in Vero Beach, FL. Local pickup is preferred. Bob Mininni 610-613-0688 email: [email protected]

MT PROPELLER AKA:THEWINNER’S PROPELLERPart # MTV-12-D/188-301, Model-Mooney M20L, Engine: PFM 3200, Color: grey with white tips, Hydraulic Variable Pitch 3-blade propeller, Blades: 1: RB-12164, 2: 12165, 3: RB 12166, year of construction 2000. Practically brand new-less than 100 hours of total flight time, includes: ATA 61-01-24 handbook, Propeller Logbook, authorized release certificate, spinner and attachments. Price: Best Offer +shipping and handling. Steven Miller, 813-466-8247

1965 M20CTT4580, SMOH360, in/out 7/8+, IFR certified, new instrument panel, IFR KLN94, KMA 24 marker, KX155, ILS Nav/Com, KY 97A dual comm, AT 150 transponder, King ADF, GPS/NAV head, JPI engine analyzer/fuel flow, S-TEC A/P Alt. hold, Monroy Traffic monitor, Inst. Ring lights, digital tach, Sky-Tec starter, Smoke system, 1 piece windshield, wingtip ext. strobe lights, speed mods, new plastic/carpet interior. New circuit breakers, resealed fuel tanks, new donuts, Johnson Bar, hangared. Annual




www.airmodsflightcenter.com





due March 2018, $57,900 Wayne Baker, 931-337-9282 TN email: [email protected]

1966 M20C N3391XTTAE 1300-SMOH 700-New Prop- New Tires, Fresh extensive Annual (September 2017)-Complete Logs-Always hangered-Based in Arizona- Asking $40K, Richard Westfahl 928-636-5686

1993 M20M TLS BRAVOSpecial Edition, TTSN 1930, 512 SMOH, 400 hrs. since fuel tank reseal, TKS De-Ice, NDH, GNS 530W coupled to GTN650, GI-106A CDI, Digital Roll Steering with KFC150 AP, King 150 AP, King HSI, WX1000 stormscope, JPI EDM-730 engine management system, speed brakes, Cobham 406HZ ELT, GTX 330 XPDR with traffic, Shadin Fuel Flow, Bose Jacks, 4 place 02 system, new 02 bottle 2015, new battery 2017. Fresh annual 8/2017. Carefully maintained by second owner, always hangared, excellent paint and interior, all records and manuals. Fast and efficient machine. $159,000. Email: [email protected]

MOONEY INTERIORSBy Flying Bullfrog LLC: High quality Mooney leather interiors. Fast turnaround (2 weeks). No additional costs for removal/installation. I do not outsource-made by a pilot for pilots. All work comes with FAA certificates of burn conformance. Pickup and delivery options available. Satisfaction guaranteed, Pictures/references upon request. Email, text, or call to begin discussion. Email: [email protected] or call 757-452-0239 “Rico” Lenway N231C

3 BLADE HARTZELL PROP AND POLISHED SPINNERModel PHC13YF-1RF, Blade Design F7693DF-2, no-ice, removed from Ovation 3. Prop has 800 hrs since new. Prop is in great condition, never damaged and with fresh overhaul and paint from Jordan Propeller. Prop is at KHYI and can be installed on your airplane (fly-in and fly-out). This is the prop you need to upgrade your 280HP Ovation with McCauley to 310HP STC with Hartzell. Asking $8000. Russ Young 832-674-8803 or email: [email protected]

NAVAL AVIATION COLORLITHOGRAPH#459/1000, Pub. 1986 (75th Naval Aviation Anniversay) Authenticated. Signed by: noted military artist R.L. Rasmussen and 12 distinguished naval aviators including astronauts John Glenn, Alan Shepard, Gene Cernan; President Gorge H.W. Bush; Medal of Honor recipients David McCampbell, Gregory “Pappy” Boyington, James Bond Stockdale, Clyde Lassen; US Sen. and Vietnam POW Jeremiah Denton; South Dakota Governor and WWII ace Joseph J. Foss; Joint Chief and CNO Thomas H. Moorer; and, Vietnam ace Randall “Duke” Cunningham. Framed 32” h x 25.5” w, $3,600. JP Wilcox 772-285-2869

FOR SALEBecause of the JPI900 upgrade I have the following items for sale. Everything was working perfectly when removed. 2” RPM gauge ($200), 2” Manifold Pressure gauge ($175), 2” Amp gauge ($80). 2 serviceable DRUCK ($500) transducers. For photos go to EBAY. I contacted two reputable aircraft salvage companies as to what these items are worth. I reduced the prices for MAPA members. Gary Jones 801-751-0143.

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

WANTED110V wall charger for Garmin 296 portable GPS. Call Larry 602-989-5488.

SAN ANTONIO MOONEY FLYING CLUBIf you’re interested in starting/joining a Mooney flying club please contact Vic Poole at [email protected] or call 210-269-7577.

WANTED1995 or later M20J with new style interior. Cash Buyer. Email: [email protected]

1987 M20K “252”Award winning M20K, 1445 TT Airframe and Engine: King equip + Apollo 2001 GPS, stormscope, moving map. Leather interior, some mods. Always hangared, complete logs, MSC maintained

all its life! 707-263-0462 or email: [email protected]

AVIONICS FOR SALEUpdated my Mooney Ranger to WAAS and ADS-B and have the following for sale. Fresh 8130-3’s includes with each, KX-155 VHF NAV/COM 14 Volts - $2,495, KI-209 VOR/ILS/GS Indicator - $995, Garmin GNC250XL w/GPS Antenna - $1,995, Garmin GTX320 Transponder - $495. All items include trays and connectors. All prices negotiable and do not include shipping. Contact Dick Norat at [email protected] for photos. Call 830-496-1490

1978 M20J N201TMFirm $90,000 VREF $95,000, 200 HP F1 S/N 24-0388, Lycoming IO-360-A3B6D, TTAF 4400, TTSMOH, SPOH 1300 by Penn Yann, 50 STOH Compression 78/80 all cylinders, annual 3/17. Same owner 33 years, Mooney Service Center maintenance, hangared KVPC, north of Atlanta. No damage history, No corrosion, always hangared,Mooney brochure plane in 1978, panel “Those Incredible Moonies”, Electric standby vacuum system & pump, bladders, no leaks, donuts, brakes, tires, good. New Plane Power Alternator, Concorde Battery, 3 David Clarks, Graphic engine monitor with fuel flow, Portable oxygen, certified 2016, 4 life vests, new seat belts and shoulder harness pilot/copilot, Electric gear and trim, grey leather inrerior & refurbished plastic. Instruments: Garmin 430 WAAs, KNS 80 with second LOC/GS, IFR certified 3/16, KFC HSI, KFC 200 Flight director, coupled to Garmin 4300 3 –axis, altitude hold, KY 197 COMM #2, flipflop, O/H electric DG 2016, BFG stormscope, Davtron 811B clock, flight timer, stopwatch, 4 place intercom + music player, electric digital tach, JPI EGT CHT fuel flow. Sandy Thomas email: [email protected]

FOR SALEGarmin GA58 Directional Traffic Antenna. Removed from M20K. P/N 011-01346-00 S/N 124006169. $400 includes ground shipping. Felix Tormes 850-637-7509

1987/2000 M20JN2014U was AOPA’s year 2000 Sweepstakes Airplane-“Millennium













Mooney” 1987 AF totally refurbished by AOPA’s published process in 2000. TTAF 3625, SMOH 1115, SPOH 15. UPSAT radios, Apollo MX20 MFD w/charts, Apollo GX60 IFR GPS, Apollo SL 30 NAV.COM, Apollo SL 15 Aud. Pan., Apollo SL 70 Mode C Trans, Cent. Triden 3 axis AP w/AH, Vision Micro Systems V1000 Engine monitor, Aspen EV. Pro, Aero-auto trim system, Strikefinder, P2 Gear Adv. System, speed brakes, Tanis engine heat, Stand-by vac, Lopresti Boom-beam, TKS de-ice system, new interior 2016, paint 7, custom covers, new gear pucks 2016, portable 0-2 system, Annual due Jan. 2018, will deliver in US w/fresh annual. $114,500. Tim Murphy 612-730-2501 or email: [email protected]

WANTEDRosen sun visors for 1980 Mooney M20J. Jim Eisenmenger 605-665-5849

SOUTHWEST FL AIRPARK HOMEAvailable for Sale: $597,000. The 3,200 sq.ft. home is in Buckingham Air Park (FL59) in beautiful coastal Fort Myers, FL. 4400ft Conc rwy. Immaculate 2 story Florida style: new standing seam metal roof, 5/3, open floor plan, 2 great rooms, wet bar, granite counter tops, glass backsplash, SS appliances, 6 seat Hot Springs Spa on a large screened deck, almost an acre including 2 rear lots providing a nice private elevated view, a garage and 38 ft opening to the integrated t hangar, new diamond plate flooring. The lots can provide space for an additional hangar or 2 homes. Furnishings available. HOA fees are only $300 per year. VISIT MY WEBSITE- Contact John Davis, Owner-located Frostproof, FL USA-Telephone: 239-340-9013

1979 M20J N4665HBased in Fort Myers, FL (KFMY) last 17 years. Complete log books 3537 TT. 760 SMOH, Engine and Prop. Mechanical and Avionics 10; paint 7; interior 5 due to age. All AD’s up to date, next annual 9/17; compressions 78+/80. Upgrade-renovation program-recent up grades: Mag overhaul 5/17, ignition harness 5/17, break caliper 5/17, gill battery 4/17, ELT battery 4/17, new RAPCO vacuum pump 2/17, new windscreen 10/16, new baffles 11/16, new doughnuts 6/16, gear repainted 6/16, annual ATC 50. Garmin

300Xl IFR GPS, Map, Com w/CDI, King IFR KX170B Com/Nav, KT76A encoded transponder, KN75 glideslope, KMA20 audio panel, KI203/204 glideslope, Sigtronic SPA 400 4 place intercom, Century 41 autopilot 3 axis w/AK801 flight director, Precise Flight Stand by Vacuum, New Kenyon Cockpit cover 10/16, Canvas Fuel Cap covers, full canvas wing covers, All specs are thought to be accurate, subject to verification by purchaser. $73,777. Frank (Patrick) Flynn, Owner, 239-297-0702

1990 M20JN17NS, TTA/F 8450 hrs. SMOH 2600 Hrs., 200 HP Smooth runner, added 1 quart last 50 hrs., very good compressions and oil analysis. Fresh Annual July 2017. Rated in/out 8/8. Leather interior/ stars and stripes paint. Hones 150 kts, TAS at 7,000’ with 12 gal/hr. FF.4+ hours to burn out. Exclusively maintained by Jim Parkman at Epix Aviation KCPK. New two bladed Hartzell Prop (constant speed, non counterweighted). New gear donuts. Rubber bladders in fuel tanks-no leaks. Sun Shield visor, King dual NavComs, HSI w/GS, ADF, Flight timer, Transponder, NavStar. All electric (no vacuum system). Always hangered, or covered during XC. No damage history. For the pilot who loves hands-on-flying IFR or VFR! Priced to sell-ready to fly now or update engine or avionics. $63,995.00 Terry Ogle [email protected]

1999 M20S EAGLENew GTN750 and the Streaming 520, a new JPI Engine Monitor, new alternator, new mags, battery operated tow bar, jacks, and a really good airplane. Price $179,799.99 Ralph Semb MA (OB5) 413-221-7535.

FOR SALEGarmin 560, portable color GPS unit with aviation and auto modes. Excellent screen and overall condition. Includes GXM-40 weather antenna, yolk and auto mounts, three factory owner manuals (aviation full and quick reference and auto guide), computer cord for software downloads. The first $200. + postage gets it. Terry Ogle email: [email protected]

FOR SALEGarmin GDL39 for sale, a portable ADS-B receiver that puts subscription

free weather and dual-link traffic on your I-Pad. Includes: GDL39, 12 & 110 volt charging cables, battery, user’s guide and Ram mount. In the original box. $450 plus shipping. In Ohio. Richard Newlon, email: [email protected] cell phone 740-607-1491

FOR SALE2 Jackhouse Mooney jacks -$300, Mooney Service Bulletin and Service Manual-$50.00, Jerry Manthey’s Familiarization course manual-$10.00, Battery Minder Model 12248-AA-S2 $100 plus shipping unless it can be picked up at KDVT Deer Valley Airport Larry Berger, 602-989-5488

1979 M20K 231Beautiful Exterior/Interior. No Damage history, Merlyn Wastegate, Intercooler, speed brakes, Garmin 430W, HSI, Stormscope, Century 41 AP, digital MP/Tach/TIT/CDT, Standby Vacuum, new windshield 2014, replaced turbo in Oct 2015, recent tank reseal, anti-corrosion treatment, top end overhaul 116 hr. Complete logs, annual completed March 2017. $99,000 Don Crenshaw, email [email protected]

1975 M20FAnnual 09/2016, All logs, 4780TT 970 SFO, Prop 970, S-Tec 50+ GPSS, Garmin 430 W, new Stratus transponder EGS, KX170, KMA 20, KN65, Dual GS, JPI 700 & 450, Co-pilot brakes, O&N bladders, Paint 9+, Int 7+, Xlnt windows, nosewheel damage 2012, maintenance @ Top Gun Aviation KSCK- Dennis 925-698-9391

1984 M20K 231Special edition, TTSN 2750, 760 SMOH, 56 STOH @ Poplar Grove Airomotive, 230 hrs SPOH, hot prop static system check 10-15 Annual 09/16. Merlyn Black Magic Variable waste gate, Standby Vacuum, King Silver Crown stack with Garmin GTN650 tourch screen GPS coupled to King525 HSI with GS, 256 FD & KFC 150 autopilot, KMA 24 audio panel, KNS 80 RNAV coupled to KI 206 with GS, KY197 COM, KT76A ENC transponder, PS engine PM 3000 4 place intercom, 4 place Oxy system, Portable 4 pl Oxy sys included, EI Digital tach, JPI EDM 830 engine monitor with tach, MAP, & Oil temp, original interior, new


NAV.COM



sq.ft







paint 1998. Great business aircraft with great cruise performance 70% 170 KNS @11 GPH out of traffic, below oxygen levels between 10 & 12. 2 owners since delivery in December 1984, Based in WI, always hangered for 20 years. Asking $110K, contact Wayne Walker 608-774-1720, email [email protected]

1951 M-18LA MOONEY MITEStripped to the frame and remade by a master craftsman with all AD’s up to date and the airframe AMOC added. A 9/10 with new annual 4/2107, Generator fed electrical system with LED position/landing light. VHF/VOR/XPDR, Apx 700 hrs on engine with a spare engine available. Sweet flying retractable gear aircraft at average of 3.5gph. Reduced to $18,500, specs and photos on request, Cliff 310-339-1419

PROP FOR SALEHartzell 3 blade propeller. Model #HC-C3YR-1RF/F7282. Excellent condition, new in 2003, 983 hrs. Will fit on M20C, D, E, G & J models plus all Piper Aeros and Cessna 177. $5000 OBO. Joseph Olthafer 608-778-2992 or email at [email protected]

1978 M20JClean wheels up landing 1/17. N201LC, 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, new 3 bladed McCauley Scimitar, Willmar fuel tank reseal 11/28/08, 2nd owner, always hangered KUNG (IL) or KMVY (MA). Annual 09/2017. Owner retiring. $70,000 B. Carroll 847-234-1627 or cell 847-624-1627.

1967 M20FN3518X, S/N 670056, I have owned her since Nov. 1985. My plane has not been flown or inspected in more than 5 years. I am looking to sell this plane for restoration. I am not interested in parting out. Asking $20K. Plane is located @Hidden River Airpark, Sarasota, FL Less than 4000 hrs. TTS, 1500 hrs on MOH with new complete cylinder assemblies. Steve Salem 305-371-7936 or email: [email protected]

1989 M20M TLS BRAVON200CT,1870 TT, Aspen EFD 1000 Pro, Garmin GNS 480 WAAS w/GMX200, GTX33EX w/ADS-Bout. JPI 701 Eng Analyzer, Monroy LR tanks, King KFC150 w/Alt & VS Preselect, #2 King KX165 w/ILS & KX64 DME, Terra 40 Radar Alt., Shadin Fuel Flow, Jet Glow Paint by Harrington 1996. October annual, Bravo conversion at 832 hrs, Turbo Gamijectors, Compressions and Oil Analysis Excellent (78-79-76-78-78) Oil Chg and analysis @ 20 hrs, prop TSPOH 550, Interior/exterior original. Good Shape. One ground incident in 1995 at 725 hrs, original owner, always hangered, all records.$135,000 SC Charles Tabor 864-225-8663 or 862-844-1469.

1983 M20K Rocket/TLSS/N 25-0746, N305RM, TTAF 3414, SMOH 720, Converted 1994, same owner since 1996, hangared in CO (20V) and AZ (18AZ), PM3000 intercom/XM, KMA24 audio, GNS530W, KX165NC, KFC150 AP, KR87 ADF, GTX345 transponder/ADS-B, Garmin 496 on yoke, EDM700 engine monitor, WX1000+ stormscope, Oregon Aero front articulating seats, electric standby vac, speed brakes, long range tanks (104 gals). Tanis engine heater, 4 place O2, 2 Bose jacks, pneumatic door seal, Rosen, Great traveling machine! $162,500 Ron Patterson 970-418-6166, or email: [email protected] FOR SALEFrom recent avionics upgrade on 1977 201J Model: KMA20 audio panel, King KR87ADF, King KT78A transponder, wingtip strobe lights, panel-mount UMA suction gauge, vacuum regulating valve, PS Engineering PM1000 III intercom, AeroAccessories AA3215CC dry air pump, AmeriKing AK350 altitude encoder, Artex 121.5 MHz ELT with antenna and panel switch, Precise Flight emergency vacuum. Call Tom 715-571-5480 or email: [email protected]

1968 M20F EXECUTIVE 21N4027N, 4727 TTAF, only 390 SMOH at Lycoming factory, 200HP IO-360AIA, 9/10 beautiful paint, older interior but in great shape. Fresh February 2017 Annual. Narco 120 Comm/124 Nav, MX11 digital Comm, King DME, ADF, audio panel with marker beacons and pitot heat! Alcor

engine analyzer. Great compressions on this low time engine. Ready to fly or to install your update avionics. Complete set of service books provided with sale. Hangared in (dry) Grove, Oklahoma (KGMJ). $47,500. Call 479-238-4855 or email: [email protected] for questions. Hank Jenks

PARTNERS WANTED KERRVILLE TXI am looking for 2 partners in a M20K 252TSE 1986. Upgrades over factory equipment include WAAS GNS530, Garmin audio panel with 4 place intercom, Garmin GTX330ES transponder, JPI LCD engine analyzer. Looking for IFR rated candidates, but will consider all. More information available upon request. If interested contact me at 909-684-3674 Kevin Kammer

FRACTIONAL OWNERSHIP WANTED CHARLOTTE, NC500 hour instrument rated pilot with Mooney time seeking fractional ownership. M20J preferred, but will consider all models. I live 20 miles from Charlotte. Please contact me at [email protected] or call 704-293-0780 Jim Juhl








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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.

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


NEW MAPA MERCHANDISE

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:__________________ Sec. Code________________State/Zip:________________________________________ Signature:____________________________________________________Phone:__________________________________________ Email:________________________________________________________

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

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

Golf Shirts by Port Authority, 60% Cot-ton and 40% Polyester $40.00

Scotte Vest in Black with 24 pockets$140.00

Visors in Black or Khaki tan$15.00

Port Authority Hooded Sweatshirt in Gray $47.00

Mens Black Pocket Tees by Hanes, 100% Cotton$22.00 (Womens, no pocket $18.00)

Mooney Necklace$60.00

Mooney Earrings $70.00Necklace/Earring Set $120.00

Cups$6.00 each

Lil Larry LED Flash-light$24.95



BEST WISHES FOR A PROSPEROUS 2018 FROM THE PREMIER MOONEY TEAM

If you’re thinking about acquiring a new Acclaim or Ovation, or are looking for a high-quality used Mooney, give us a call!

To see our full inventory, visit www.flypas.com

Contact our Mooney Team at (954) 771-0411

FREDAHLES

LEE DRUMHELLER

JEFFOWENS


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Documents

Mooney Aircraft Pilots Association JANUARY 2018 … Beechcraft, Cessna and Piper. ... 30 Calendar of Events ... The MAPA LOG is sent to each member of the Mooney Aircraft Pilots Association