Mooney Aircraft Pilots Association JANUARY 2017 MAPA LOG · But the little ball thingy called the “turn coordinator” is bouncing left and right. Are you in a left or right turn?

MAPA LOGJANUARY 2017

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Mooney Aircraft Pilots Association

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7 7 7 8 2 3

MAPA LOG JANUARY 2017 3

8 Service Bulletin M20 -325 88A

20 Cleon Biter Heads West by Bob Achtel 21 Tribute to Julia Sharon

27 Mooney Stabilizer Trim Safety Alert by Lee C. Fox, CFII

45 Product Release by Jaeger Aviation

CONTENTS

Columns6 Editorial by Trey Hughes

12 Insurance by Barry Dowlen Your Aircraft is Dam- aged-Now What?

16 Medical Matter by Dr. Bob Achtel Memory Loss

18 Ask Jerry by Jerry Manthey Jerry Answers Members Maintenance Questions

32 Part 2-Updates In Dia- betes Mellitus and The FAA by Dr. Larry Marshall AME

Departments14 New MAPA Members

33 Calendar of Events

35 Fantastic Vacations

36 Classified Ads

40 MAPA SF Schedule

44 Mooney Merchandise

46 Advertisers Index

JANUARY 2017 • Volume 40 • Issue 1

Features

ON THE COVER: From the MAPA Archives

MAPA Merchandisepage 44

HAPPY NEW YEAR


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 Lee C. Fox Trey Hughes

Jerry Manthey Larry Marshall & The MAPA Members

Design Lela Hughes [email protected] Peggy Walker

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

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 $99.00 for international addresses. The electronic magazine, however is $39.50 for ALL members, U.S. and international. U.S. editorial and photographic contributions are solicited. Self-addressed, stamped envelope must accompany all material that is to be returned. Material subject to editorial revision. The act of submitting editorial or photographic contributions shall constitute an express warranty by the contributor that the material is original and is in no way an infringement on the rights of others. Mooney Aircraft Pilots Association assumes no liability for information contained in contributed copy. No part of this magazine may be reprinted or otherwise duplicated without the written permission of the editor and/or publisher. Periodicals Postage Paid at San Antonio, Texas and additional offices. POSTMASTER: Send address changes to MAPA LOG, 1885 Airport Loop Rd. Ste. 100, Kerrville, Texas 78028.



FROM THE EXECUTIVE DIRECTOR

by Trey Hughes, MAPA Staff

Editorial

2017

We are beginning a new year and we at the MAPA office hope that 2017 brings happiness, health and prosperity to everyone. We can start that by challenging ourselves to fly more often, train more regularly and maintain our Mooneys to the highest level of airworthiness. We should develop some personal standards for airmanship and decision making and attempt to increase our overall aviation knowledge throughout this coming year. Maybe go out and get another rating.

This will also serve as your first reminder in 2017 about our Homecoming Convention September 25th through October 1st at the Inn of the Hills in Kerrville, Texas. This will be our 42nd convention and should surpass the very successful one held last year in the same place. Look for more information in future issues of the MAPA LOG.

This will further be another reminder for those who utilize the services of PayPal for their membership renewal. Since PayPal does not share your profile information with us (we don’t want to know it anyway), we have no way of knowing who has selected “auto pay” on their account. If you do use this feature of PayPal (you can find out by checking your profile with them) do not bother to send us anything when you get your annual dues reminder from the MAPA office. If you don’t want this feature, or don’t know, please take a look at your profile on the PayPal site to select or deselect this feature to avoid any confusion or double payment in the future.

WHEN THE HORIZON GOES AWAY

You’ve been flying for just over two years now and finally got yourself that beautiful only-one-other-owner Mooney parked in your

T-hangar. It’s Saturday morning, and while the weather is not wonderful, there is some air below the clouds that you’d like to occupy on your way to that $200 (after inflation) hamburger. As you pull the Mooney out of the hangar, you gaze skyward at the grey overcast and wonder, “should I have finished that instrument training which I stopped last year?” But your Mooney calls, and you complete the preflight and climb aboard.

Everything goes as expected with the run-up and takeoff, and soon you find yourself at 2000 MSL (about 1400-feet AGL) cruising along toward the prearranged meeting with your Saturday lunch group. 2000 is a little lower than you are familiar with, but the ground is flat and mostly open farm land, and this gives you adequate clearance from the dark overcast above. However, the visibility doesn’t look as good as it did (or sounded) on the ground, but you estimate that you can still see 3 or 4 miles ahead so you press on.

You are still proud of your Mooney purchase. It has all the bells and whistles available after market for these older birds. You do wish however, that you could get a handle on how all this technology works, but your instructor says you are making progress. Your insurance required you get 10 hours of instruction before you solo your plane, which you finished last weekend, so it was extremely exciting to make your first ever takeoff without the “self-loading ballast” of your instructor occupying the other seat.

As you progress toward your lunch meeting you notice that the clouds seem closer. In fact, a few wispy little tendrils float by your window hanging like tentacles from above. Subconsciously you ease forward on the controls to give you some space with the clouds. If you had bothered to do the math you would find that you are now only 1000’ from

the ground; at almost the same time you notice that you can’t see as far ahead as you could only a few minutes ago. Could the visibility be dropping, you ask yourself?

A strange feeling is beginning to develop in your gut. In all your 190 hours of flight experience, you have never had this feeling before – apprehension. That uncommanded sense that something is not quite right. It is a strange sensation which you quickly pass off as first solo jitters, and press on. Your lack of experience is beginning to show.

Steadily you have been losing altitude and you are now down to about 900-feet AGL when suddenly you are encased in grey. You can’t see forward, up or down…nothing but grey-white mist surround your Mooney. You’ve flown into the clouds and you weren’t even looking at the instruments. That strange feeling in your gut suddenly turns into full blown nausea as you realize you are in deep trouble. You try to remember your time during primary training when your instructor had you put a hood on your head and made you fly with basic instruments. The few hours of actual instrument flight instruction, you received seemingly so many months ago, is doing you no good in your Mooney because of the fancy “glass” that just a few minutes ago, was so beautiful to look at. Now nothing seems to make any sense as you continue to try to make up and down, left and right all come together. As pure panic sets in you search for an out. You’d like to descend but where is the ground? Should you turn around? Why weren’t you checking the weather ahead? Is it any better in front of you or behind? And then suddenly red-light flashes past your right wingtip! You just flew by a tower…are there more around your panicked brain asks? Reflexively you pull back on the control wheel to gain some separation from the ground and obstacles.


Things quickly jump from bad to worse. The sudden change in pitch attitude (along with an unconscious twist of the wheel) has caused the heading and bank to change and now the controls feel completely different. The heading indicator – if you are reading the PFD correctly is rotating to the right and you can hear the wind noise around the cabin changing. But the little ball thingy called the “turn coordinator” is bouncing left and right. Are you in a left or right turn? As you are trying to make sense of the instruments, you fail to notice the airspeed is dropping because you are still pulling on the wheel. Along with the full-fledged panic in your gut, you are getting dizzy as your internal senses of up and down are driven crazy by the change in G-forces. Just about the time that you notice the low airspeed – and reduced the back pressure you have been holding – the nose drops below the horizon and the airspeed suddenly begins to increase again…fast! Welcome to the world of out of control.

Think a scenario like this can’t happen? Read the “Incidents & Accidents” in this month’s LOG. VFR into IMC happens too often in General Aviation and in the Mooney family. Inadequate weather planning, a cavalier attitude about flying skills, lack of overall piloting experience in recognizing a deteriorating weather situations are all frequent causes of inadvertent IMC encounters. While

they don’t all end tragically, the potential for disaster is high. How can situations like this be avoided? My first answer is if your Mooney is equipped, get your instrument rating! Having the IFR ticket doesn’t mean that you have to fly in hard IFR weather, but it can allow a pilot to climb to “on-top” or descent to VFR below a cloud layer. In addition, it will provide a pilot with the knowledge and skill to fly safely when the weather is between pristine VFR and Marginal VFR, an area many pilots like to fly. The instrument rating will give a VFR pilot more “outs” when the weather deteriorates unexpectedly.

If the IFR ticket is out of the question because of personal or aircraft capability, then don’t take any chances. More care must be exercised when clouds are present or forecast. I know it is easy to see good visibility below the clouds at your departure point, however without a very thorough evaluation of your planned route of flight before departure, flying into a “weather box” is always a possibility. Then, when enroute, a constant look ahead and all around to AWOS/ASOS/ATIS weather information from airports along your route will keep the weather picture fresh in your mind. Finally, set a go/no go rule in your personal Standard Operating Procedure (SOP) of cloud height or separation AGL beyond which you will not fly. Make the decision to deviate well before any visibility is lost. Also, set a “hard floor,”

an altitude below which you will not descend before deviating to the alternate or turning around. Always know where the nearest VFR is should you inadvertently encounter IMC.

The VFR only pilot must also know what services are available and how to get help when the situation is headed beyond their control. An old saying is “I’d rather be on the ground explaining things than up in the air scared at ______!” you fill in the blank. ATC can be of tremendous help when called upon. Help with weather information, airport availability and even a calm voice to help you gather your wits about you. The last place for pride is in your cockpit when things are unraveling.

If the instrument rating is not going to be in your future, at least every 6 months grab a CFI and get some practice under the hood. Practice flying constant headings, turning to different headings and tracking a navigational course (GPS or VOR). Practice changing altitude up and down including climbing and descending while turning. Practice and understand power and airspeed changes and how they affect the dynamics of flight. Finally, while under the hood, practice recovery from unusual attitudes using only the flight instruments. Accidents caused by VFR into IMC can be reduced or avoided entirely through careful planning, faithful discipline and dedicated practice on the skills of aviation an airplane when the horizon goes away.

DARWIN PULS’ 201



continued on page 28



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INSURANCE

BY BARRY DOWLEN, President of Falcon Insurance Agency

YOUR AIRCRAFT IS DAMAGED-NOW WHAT?

As agents, we often talk to clients that seem to think of their insurance as a commodity. Their attitude seems to be: “How much coverage can I purchase for as few dollars as possible?” The reality kicks in when an accident occurs and they realize they have entered into a contract with an insurance carrier. When they purchased their aircraft insurance policy and paid the premium, they really never intended to use it. But the moment of truth comes after the claim is turned in to the insurance company and the adjuster calls. This article will discuss what to do before and during the claims process and hopefully give you some things to consider that will make the claims experience a positive one. We will mainly deal with issues surrounding Physical Damage claims as they are the most common type of claim we see in aviation.

Prepare

The first and perhaps most important step of having a positive claims experience happens before the actual damage occurs. I am talking about the day you purchase the policy. If you have a competent agent, they should have checked with all of the aviation insurance markets and offered you the options for your renewal. As I mentioned before, some customers want to primarily focus on the premium, but we all know there is much more to the policy than price. Focus on the details. For example, you should be insuring the “hull” for a value that properly represents the market value of the aircraft – i.e. an amount it would take to replace the aircraft with something similar in age and condition. Also, make sure you understand the deductibles (if any) and choose a carrier that has a good reputation paying claims. Your agent should be able to give you some guidance on this part.

The aviation insurance market has about 20 companies writing aircraft insurance in North America and some are willing to charge much less to insure your aircraft. Switching carriers for price alone must be carefully considered. Ask your agent who they would choose to insure their aircraft.

After the Accident

Once the accident happens, it is important to secure the aircraft and try and avoid further damage. Take photos of the aircraft if possible. As soon as that is accomplished, report the situation to your agent. Give them as much information as possible. If you don’t know something, that is OK, just give them what you know. Have a pen and paper ready to copy down names and numbers of adjusters they may give you. Once you have reported the claim, your agent will report the incident to the insurance carrier who will then contact you directly. You should be hearing from the adjuster in a matter of minutes or hours. If you do not hear from the adjuster in a timely manner, call your agent.

Contact with the Adjuster

When the adjuster calls be ready to listen and copy down information. First, get his or her name and contact information so that you can contact them as needed. Second ask about how they see the claim proceeding then listen to their answer. They should give you information about what documentation they need (photos / estimates) before completing the claim. They should also be able to give you some idea as to how long the claim should take. This first contact is also your opportunity to let the adjuster know if you have any concerns or requests such as a certain repair facility

that you would like to do the repairs. Most companies will do what they can within reason to accommodate. Before the conversation ends, ask when the next contact should be and set up a reminder in your calendar.

Review your Coverage

If you have heeded the advice I have given in earlier articles, you have already done this part when you received the policy but this would be a good time to review the sections of your aircraft insurance policy that pertain to the loss. Look at what is covered as well as what items are excluded. That way, you will be prepared if the adjuster brings up some of these items. If you have any questions with coverage issues, call your agent for more information. We deal with claims all the time and can sometimes help you avoid potential pitfalls.

What to Expect along the way

The adjuster may need some additional information to complete his file such as the aircraft title, pilot information or medical certificate; so be ready to provide this information just in case it is needed. Also, if the aircraft is to be repaired, estimates will need to be done and that will take some time. Once you and the adjuster agree on a course of action, you will receive a document called a Proof of Loss. This is the document that states how the loss will be paid and that you agree to those terms. Once that is signed by all parties, the company can issue funds to pay the claim.

Role of the Agent

After the claim is turned over to the adjuster, our role is to expedite the claim in any way we


can. While we have no authority to say what is and is not covered, we are working as your advocate to make sure the policy is interpreted in your favor as much as possible. Many times, we are exchanging information with the adjuster regarding coverage and limits and other information that will help them process your claim payment faster. We are also called upon many times to intervene on an Insured’s behalf when a disagreement arises. It is sometimes helpful to let us make an argument for you especially when discussions become heated.

Other Issues

If you have a Loss Payee listed on your policy such as a bank, they will be listed as a payee on the claim check if one is made payable to you. It will be necessary for them to waive that right or cosign the check before you can receive funds.

Independent vs Company Adjusters – Some Insurance Carriers employ in house adjusters and some use independent adjusters to handle their claims. In our 35 + years in the business we have seen good and bad results from both – mostly good. However, if you are dealing with an independent adjuster, he will be transmitting information back and forth to the insurance carrier so he might not have the authority to make decisions without asking the carrier who hired him. A little patience may be required.

We are fortunate in the aviation insurance industry to have so many good insurance companies and claims adjusters with decades of experience, handling almost any kind of claim you can imagine. The vast majority of physical damage claims get settled and paid without a problem assuming that both sides have a realistic outlook. There are exclusions in every policy but adjusters generally go out of their way to pay everything they can within the language of the contract. I hope you never need to use your insurance but if you do, and you follow the steps above, you should have a pleasant (as possible) claims experience.


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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.

MEMORY LOSS

Last weekend my wife and I were scheduled to fly from Sacramento to San Diego California. I filed for a 9:00 A.M. departure. I told my wife that our ETD was 8:00 A.M. She was not fooled and we arrived at our hangar at 8:30 A.M. The doors on our hangars, as they slide open, partially obstruct the neighboring hangar on both sides. The door on the adjacent hangar was open and the airplane partially extricated. The neighboring pilot was nowhere to be seen. My demeanor was getting meaner by the minute. I drove to the terminal and found him sipping coffee in the pilot’s lounge. He apologized and returned to the scene of the crime, replaced his aircraft within his hangar, and closed the doors. I pulled my Bravo out of the hangar. I did my preflight while my wife loaded the plane with her rock collection. I parked my car in the back of the hangar and closed the doors. Strapped into our seats, I turned the ignition key and nothing happened. I switched to the second battery, and it too did not have enough charge to start the engine. I had had it. I announced to my wife that our flight was canceled for the day. The red line was creeping up my neck. We exited the plane and I opened the hangar doors and engaged my power tug. The tug started immediately and I was backing my Mooney dead center into my hangar when the empennage made contact with my car. ***/### I exclaimed! I am happy to say that the preceding encounter was fictitious. This story reveals several examples of memory failure.

The ability to remember depends on multiple factors. As we age, our ability to remember declines. This decline is normal, and is referred to as Age Associated Memory Impairment or AAMI, which is not a disease. AAMI is not the result of a stroke, or of dementia. This process starts in our thirties and is barely noticeable. The decline increases in our 40’s, but is usually

attributed to some unrelated external factor by the affected individual. Once we reach our 50’s one’s memory loss cannot be denied. We call our children by the wrong name. Words such as thingamajig, whatsit, and you know who I mean, become part of our vocabulary. If we pause in the middle of a sentence, we may lose our train of thought. Our short-term memory is hit the hardest. Our long-term memory is better preserved, but it too begins to falter as we pass into our sixties. You may remember an event but the facts become less clear. In such situations, it is common for the imagination to fill in the blanks. I recall Maurice Chevalier, recanting a past experience replete with fantasy, singing, “Oh yes I remember it well,” in the movie Gigi.

Memory occurs when stimuli are perceived, and then processed by the brain. While the stimuli may remain unchanged, our ability to process the incoming information diminishes with age. Our attention span shortens. Our sense of smell and vision decline. The brain’s ability to process and store incoming information declines as we age. There are 9 types of memory (TABLE 1). Smell is quite primitive. It has been proposed that the release of hormones (pheneromes) related to a member of the opposite sex, is what helps in choosing your mate. The changes in perception are listed in TABLE 2.

PROCESSING INFORMATION

As we age our brains shrink. An 80-year old’s brain has shrunk about 33%. The transfer of memory within the brain depends upon a neurotransmitter substance called acetylcholine which declines with age. Older brain cells contain less water and the dehydration impairs normal function. Older patients are frequently put on diuretic

medication which increases cellular dehydration. Alcohol, which mixes with body fluids undergoes less dilution and becomes toxic at lower levels. Even moderate alcohol consumption impairs memory func-tion at any age. All disease processes can adversely affect our ability to remember. Older individuals are frequently given medications which have a primary or secondary negative affect upon the brain. Many such individuals experience a decline in appetite and end up with a nutritional deficiency which has a negative effect upon memory.

HOW TO DELAY AN AGE-RELATED DECLINE IN MEMORY

From the above, it is obvious that individuals in good health are less prone to a decline in memory than their sick counterparts. Maintaining good health and an active life style are two important ingredients in maintaining one’s memory. Avoiding noxious brain substances such as alcohol and any drugs that impede cerebral function are critical as well. Finally, individuals who keep mentally active are known to enjoy better memory processes. The phrase, “USE IT OR LOSE IT” could not be more true when it comes to our memories. Reading, taking courses and performing name games and puzzles have been known to play a protective role.

There are differences in the presentation of Alzheimer’s Disease and age related memory loss. (TABLE 3) Pathologically Alzheimer’s Disease is associated with the death of brain cells. Microscopic plaque and tangles develop between the brain cells. Tangles are from disintegrated proteins called Tau. The plaque results from increased deposits of amyloid. Recently, increased levels of aluminum have been found in the brains of patients with


Alzheimer’s Disease. Patients undergoing kidney dialysis often get “dialysis dementia.” The water used in dialysis is high in aluminum. When aluminum is given to rabbits, aluminum builds up in their brains in a pattern similar to patients with Alzheimer’s Disease.

SUMMARY

We can delay a significant loss in memory by pursuing good health, avoiding brain toxins, and exercising our brains on a daily basis. This can best be accomplished by flying your Mooney. If you need a prescription, I would be willing to write one.

TABLE 1TYPES OF MEMORY

1. SENSORY(SMELL)2. SKILL3. VISCERAL ( HEADACHE WHEN YOU SEE A HAMMER)4. AUDITORY5. VISUAL6. INFORMATIONAL (RECALL FACTS)7. SEMANTIC ( WORDS)8. WORKING (START & COMPLETE A SENTENCE)9. EPISODIC (MEMORY OF THINGS GONE BY)

TABLE 2WHAT CHANGES WITH AGE

ATTENTION SPAN GETS SHORTERREACTION TIME SLOWS DOWNATTENDING TO MULTIPLE TASKS BECOMES DIFFICULTTHERE IS A NEED FOR REDUCED STIMULATIONTHINKING PROCESSES ARE SLOWER

TABLE 3ALZHEIMER’S DISEASE AGE RELATED MEMORY LOSSPOOR JUDGMENT/DECISION MAKING INFREQUENT BAD DECISIONSMISPLACE OBJECTS THEN REMEMBER FORGET DATE THEN REMEMBERINABILITY TO MANAGE BUDGET OCCASIONALLY FORGET A WORDOCCASIONALLY LOSE AN OBJECTCANNOT TRACK DATES/SEASON DIFFICULTY WITH CONVERSATIONMISPLACE OBJECTSCANNOT RETRACE STEPS

TESTIMONIAL FOR WEEP NO MOREIt was finally time. After 25 years, the tanks of my Bravo needed to be resealed. After getting a number of bids, I chose “Weep No More” in Willmar Minnesota. In hindsight, I shouldn’t have wasted my time getting bids. I hadn’t read one bad review about them, and working with Paul Beck and his partner Eric Rudningen was one of the best experiences I have had in aircraft ownership with an organization I had not dealt with previously. In reality, Paul is an artist and resealing our Mooney’s requires his type of artistry. Paul quoted 3 weeks for the job including one week of sitting to check for leaks, and he kept that agreement. His stripping machine (which he designed and which no other company has) not only saved hours of stripping time, but protects the metal from hours of manually stripping. When I picked up the plane last Thursday, Paul was applying sealant to the panels of another plane. His movements in application were like an artist painting a picture. I had a new painted wing walk, all panel screws were touched up, and new fuel drains were installed.

Regarding transportation, Paul lent me his Truck to get back to KMSP when I dropped the plane off, and Eric came and got me with my plane on the return trip. The wind at Willmar was 19G29 and I thought that would be no problem with the cross runway. The only problem was I hadn’t read up on it. It was grass! So scratch that one. Our planes are really good crosswind airplanes, so the landing with the direct crosswind went well. As I have often experienced getting out of the plane after landing with that much wind, the intensity was surprising.

Time was of the essence in getting out of Willmar that day, since the first winter storm of the year was arriving within a couple of hours (last Thursday), so I fuel up, handled the paper work and payment, gave my thanks for the work done, said my goodbyes, and took off heading South as fast as I could go.

Donald Kaye | Master CFI, MEImailto:[email protected] | N9148W M20M http://www.donkaye.com


MOONEY MAINTENANCE

by Jerry Manthey, MAPA Maintenance Instructor

Ask Jerry

COMMENT:I truly dislike repeating this subject, however I think it is important enough to be repeated!

Since last month’s Log, I have received many calls from Mooney owners and mechanics who were working on the owner’s Mooney. It was obvious that they did not have the proper manuals or familiarization to accomplish maintenance. Familiarization and Manuals are required by the F.A.R.’s to accomplish maintenance. It is for the owner’s safety that they comply with these regulations. I am sure the mechanics that call me are very competent, however they are not familiar with some of the Mooney systems. I know we have quite a few new first time Mooney owners in our MAPA family.

COMMENT:We pulled the engine and tore down the accessory case. We found no discrepancies, except a discolored ring on the vernatherm valve, and a very slight discoloration of the oil pump gears. Some oil was found in the oil cooler.

Since we had it open, we opted to replace the oil filter adapter assembly-vernatherm and, as a precaution, the oil pump. When the filter adapter was removed, we found an incorrect gasket had been installed. Actually, it was a Continental part, not Lycoming. It had been partially obstructing a port.

We have replaced the gasket with the correct part, also the adapter assembly and the oil pump. The engine has been re-hung, and we expect to be able to test this week, hopefully to confirm that we have found the problem.

We think we know where and when the discrepancy occurred. We think it was before we acquired the aircraft. Since some speculation is involved, we prefer not to say where it occurred. The engine has always run a little hot, but did not approach red line until

after reassembly after the gear-up incident. Don’t know for sure why, maybe some of the geometry changed a little due to the gear-up incident.

IF this is truly the solution to the problem, we will be really happy campers.

I think the above COMMENT is definitely worth repeating! I emphasize using the correct parts! Many gaskets look alike. Continental and Lycoming have some gaskets that look alike. Some will even fit on another brand engine. Continental has many different types of fuel system parts that will fit and even look alike. It is important that whatever part it is for, your brand engine, you have to be very sure that the part is the correct one. This includes the gaskets! If you have a part or gasket and you are not sure it is the correct one, STOP! You must verify the part numbers before installation. The wrong part could cost you a lot of money or worse, cause an off-airport landing or crash! If someone or shop is accomplishing maintenance on your Mooney or engine, be sure to question them about the parts they install. Some shops have many of their replacement gaskets hanging on the wall and it is easy for them to grab the wrong gasket. Or, maybe they don’t have the gasket they need for your engine but they happen to see a gasket from another brand of engine and they grab it because it looks exactly alike. What they don’t see, because maybe they are in a hurry, they miss a hole in the wrong gasket that’s not exactly in the correct place as the one they are replacing. Over my sixty-seven years working in aviation and I cannot count how many times this has happened. Please be safe and demand part numbers that you are paying for so you can be sure the correct parts, by part numbers, were installed on your Mooney!

QUESTION:I have a question about the Cylinder head temperatures on the 0-360 in my M20C.

My engine is a fairly new factory reman. Since installed, the #4 cylinder has been running hotter than the other 3. Initially, we thought #4 would settle down after break-in, but it remains consistently the hotter of the 4. I have an EDM 700 installed which provides great data.

Typically, the #4 is always the hottest and at typical California temperatures, always above 400 in cruise. My understanding of Lycoming’s position on Cylinder temperatures is that my temperatures are acceptable, but they would prefer to see cruise temperatures below 400 (and so would I).

My questions are: 1) How do you go about diagnosing CHT problems to locate the cause? 2) How do you judge if your baffling is doing its job? (Particularly the Mooney “doghouse”) I have some openings large enough to fit a finger through in places. Is that acceptable? What about smaller openings such as screw holes? Are they insignificant?

Lastly, do you know if CHT increases 1 for 1 with OAT? If Oat goes up 30 degrees will CHT go up 30 degrees? I ask, as climb-out in triple digit temperatures are not uncommon for me.

ANSWER:I have been getting more calls than usual about this type of problem on older Mooney’s. After questioning the owners, I found that most of these Mooney’s had a common denominator. They either had the nose cowl closer kit installed or was installed at an earlier date.

Several things that can be looked at, that might help, is to of course first check the engine cooling baffle. It must be in good condition and it should seal up the engine compartment. “Dog House” must have all holes covered. This will force the cooling intake air to flow in over the top of the engine cylinder fins and then down through the cylinders and exhaust


at the lower end of the engine cowl. I am wondering if the Cowl enclosure forces more air into the engine compartment and maybe the original openings and/or cowl flaps are not large enough to exhaust the air.

I have heard of people installing small outlets on the engine cowl for more air to escape. In some cases, this did correct the problem. I am still looking around and asking if there is an STC for this type of outlet. People have told me that on hot days they have to open the cowl flaps in order to keep cylinders in the green. I think that each Mooney, with a high cylinder(s) temperature problem, is unique. Each one has to be evaluated separately and all the proper questions asked i.e. magneto timing, valve clearances, ignition harness, intake leaks, exhaust leaks, muffler baffles in place, carburetors operating properly and fuel injectors clean.

Engine cooling baffles in good condition are the most important items. One last item, maybe the engine is high time and getting tired.

Have a safe, Mooney Maintenance flight!

Wishing Everyone a Happy and Safe New Year 2017

Just want to let everyone in the MAPA family know that we are always looking for articles about what

interesting ways you may use your Mooney. You may have an interesting story about your Mooney that you

would like to share with others. Please do so by sending articles to either Lela at [email protected] or to

Peggy at [email protected].

We are also always looking for pictures of MAPAmembers and their Mooney’s. Who knows, your Mooney

could end up on the cover of the monthly MAPA Log.

Once again wishing ALL a Happy and Safe New Year


CLEON BITER HEADS WEST (1940-DECEMBER 8, 2016)

It is with great sadness that I report to you that all Mooney Pilots have lost one of our most knowledgeable and dedicated teachers. Cleon Biter served as Vice President of the Mooney Airplane Pilots Association Safety Foundation. He taught in many of our Pilot Proficiency Programs. I had the privilege of working with Cleon in many of the programs including the High Altitude courses.

Cleon was a pilot for 52 years, and a meteorologist for 36 years. He served with the National Center for Atmospheric Research for 29 years, and the U.S. Navy Research Team for 5 years. He was known for his stories of flying into the eye of hurricanes.

Cleon was an ATP, and a Master CFII from 1999, until the present. He provided more than 5800 hours of flight training. He was a charter member of the Society of Aviation and Flight Educators (SAFE). For decades, he was a FAASTeam Representative in the Denver FISDO.

A large void now exists in all of aviation. Cleon passed away peacefully at home with his family by his side.

Bob Achtel




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

M20EACCIDENT ENROUTE

On April 1, 2013, about 1210 central daylight time, a Mooney Aviation Company, Inc. M20E, single engine airplane, was destroyed after impacting terrain near Guymon, Oklahoma. The pilot and passenger were fatally injured. The airplane was registered to and operated by a private individual. Instrument meteorological conditions (IMC) prevailed at the time of departure and a flight plan had not been filed for the 14 Code of Federal Regulations part 91 personal flight. The airplane departed Guymon Municipal Airport (KGUY), Guymon, Oklahoma, at 1204, and was enroute to Meadow Lake Airport (KFLY), Peyton, Colorado. The airplane had earlier that morning departed from El Reno Regional Airport (KRQO), El Reno, Oklahoma, with a final destination of KFLY. After landing for an enroute fuel stop at KGUY, the pilot checked the weather and departed during deteriorating weather conditions. The airplane failed to arrive at KFLY. The burned wreckage was discovered two days later on the afternoon of April 3, 2013, in a remote area about 6 miles northwest from KGUY.

PERSONNEL INFORMATION

The pilot, age 68, held a Federal Aviation Administration (FAA) private pilot certificate with a rating for only airplane single engine land. He did not hold an instrument rating. His first FAA pilot certificate was a student pilot certificate which was issued on December 1, 2004, and his FAA private pilot certificate was initially issued on December 14, 2005.

The pilot’s logbooks were not available during the course of the investigation. Based on the

pilot’s most recent airman medical certification application, aircraft maintenance logbooks, aviation insurance company documents completed by the pilot, and other documents, the pilot’s flight experience as of March 9, 2013, was estimated as 933 hours of total flight experience with about 638 hours of pilot experience in Mooney M20 series airplanes.

No records were found which indicated that the pilot had flight experience in any aircraft other than single engine land airplanes, and there was no logbook record of the pilot’s instrument flying experience.

A certified flight instructor (CFI) administered a satisfactory flight review to the pilot on October 19, 2011, and reported that the pilot knew his aircraft and was knowledgeable of the regulations and proper procedures. The CFI also reported that during the 1.4-hour long period of flight instruction the pilot flew the airplane well in visual conditions, but had some difficulty flying in simulated instrument conditions while wearing a hood. After more instruction, the pilot’s hood work improved and he completed three unusual attitude recoveries while under the hood.

AIRCRAFT INFORMATION

The four-seat, low-wing, retractable landing gear, single engine airplane, serial number (s/n) 1262, was manufactured in 1973. It was equipped with a 200-horsepower Lycoming model IO-360-A1A engine, s/n L-2718-51A, which drove a Hartzell, model HC-C2YR-1BF, 2-blade metal alloy propeller, s/n CH42095B.

The accident airplane was equipped with a Garmin GNS430W GPS; and an Aspen EFD 1000 system with an Aspen EWR50 XM weather receiver capable of displaying satellite weather overlays on the moving map display. The Aspen equipment had been installed in April, 2012. The airplane was also equipped with a J.P. Instruments EDM-700 engine monitoring system; an S-TEC System 30 two axis autopilot; and a model EBC-102A emergency locator transmitter (ELT).

Fuel receipts at KGUY showed the airplane had been topped-off to its 52-gallon capacity with 21.6 gallons of 100LL aviation gasoline. A post-accident fuel quality inspection of the refueling facility at KGUY was satisfactory.

A witness at KGUY reported that the pilot and passenger were seated in the two front seats, and the rear cabin was loaded with baggage and personal cargo “all the way up to the roof.” The witness also reported that the pilot told him that he had “airborne XM weather radar installed on the airplane, but that it wasn’t working”.

METEOROLOGICAL INFORMATION

KGUY was the closest official weather station to the accident site and had an Automated Surface Observing System (ASOS5) whose reports were not supplemented by a human observer. At 1053 KGUY reported the wind was from 020 degrees at 17 knots, visibility 10 miles, ceiling overcast at 1,400 feet above ground level (AGL), temperature 4 degrees Celsius (C), dew point 0 degrees C, with an altimeter setting of 30.17 inches of mercury.


At 1203 the data from KGUY revealed that the wind was from 360 degrees at 13 gusting to 23 knots, visibility 10 miles, ceiling broken at 800 feet AGL, overcast clouds at 1,200 feet AGL, temperature 3 degrees C, dew point 0 degrees C, with an altimeter setting of 30.20 inches of mercury. Remarks indicated that the pressure was rising rapidly.

At 1253 the data from KGUY revealed that the wind was from 020 degrees at 15 gusting to 21 knots, visibility 10 miles, overcast clouds at 800 feet AGL, temperature 2 degrees C, dew point -1 degrees C, with an altimeter setting of 30.18 inches of mercury. Remarks indicated that unknown precipitation began at 15 minutes after the hour and ended at 30 minutes after the hour, and rain began at 18 minutes after the hour and ended at 28 minutes after the hour. The ceiling was variable from 600 to 1,000 feet AGL. Remarks also indicated that the freezing rain sensor was not operating.

A witness at KGUY reported that the cloud condition was a low ceiling when the airplane landed and the ceiling was even lower with sprinkling rain and sleet when the airplane departed.

Another witness recalled hearing hail or sleet on the hangar roof before the airplane departed.

Records showed that the pilot used a desktop computer in the FBO pilot’s flight planning room to check weather using “WSI” and “Aviation Sentry Weather” before he departed from KGUY. However, neither of those resources logs access, so there was no record of what specific weather information was obtained by the pilot.

COMMUNICATIONS AND POSTACCI-DENT SEARCH ACTIVITY

On April 1, 2013, about 0733, the pilot of the accident airplane telephoned the Flight Service Station (FSS) and received a pilot weather briefing to fly from KRQO to KFLY. The pilot received only a weather briefing for the expected 3-hour flight and did not file a flight plan.

There was no record of any subsequent communications from the pilot.

On April 2, 2013, family members had become concerned and notified the FAA that the airplane had failed to arrive. Within minutes several different agencies became involved in the search efforts. Local

emergency responders near KFLY conducted a physical search and confirmed the accident airplane had not arrived at the airport and the pilot’s vehicle was still there. The FSS issued an alert notice (ALNOT) which directed an extensive communication search for the overdue, unreported, or missing aircraft. FAA air traffic control (ATC) coordinated with the U. S. Air Force Rescue Coordination Center (AFRCC) and with volunteers from the Civil Air Patrol (CAP). AFRCC reported there had not been any reports of ELT signals along the route of flight from KRQO to KFLY. FAA ATC and CAP forensic radar specialists identified several radar targets in the area around KRQO, but were unable to positively identify the accident airplane. A volunteer CAP cell phone forensics specialist began tracking data from the pilot’s cell phone and determined the pilot’s cell phone had last been in the vicinity of KGUY.

Direct coordination with the airport fixed base operator (FBO) at KGUY showed that the accident airplane had landed at KGUY at 1050 on April 1, 2015, refueled, and took off northbound from runway 36 at 1204.

The FAA ATC radar forensics specialist reported that radar coverage west and northwest of KGUY is “sparse” below 5,000 to 6,000 feet mean sea level (MSL), and that no radar tracks were visible for the accident airplane. The KGUY airport is at an elevation of 3,125 feet MSL, and the elevation of the accident location was estimated about 3,209 feet MSL. The FAA, FSS, and AFRCC, coordinated with volunteer CAP search teams from Texas, Oklahoma, and Colorado to immediately begin efforts for an airborne search, but the CAP units were prevented from launching because of adverse weather. About 1600 on April 3, 2015, a local pilot at KGUY, who was aware of the missing airplane, was airborne on a local flight when he visually spotted the burned wreckage in a remote area about 6 miles northwest from KGUY. A local law enforcement officer drove to the accident scene and confirmed the location of the wreckage and the airplane’s registration number. Other emergency personnel responded, the ALNOT was cancelled, the AFRCC search and rescue mission was terminated, and the multi-state CAP search mission was terminated.

WRECKAGE AND IMPACT INFOR-MATION

The wreckage was found impacted on dirt and rock in high desert terrain in a remote

unpopulated area. The intact wreckage was upright and remained in or immediately adjacent to the impact ground scars. The fuel tanks were breached and much of the airplane was mostly consumed by a postimpact fire.

Impact scars, accordion compression buckling of the leading edges of the wings, and other evidence at the scene, was consistent with a wings level, terrain impact of about 70 degrees nose down. Witness marks showed the tail surfaces had bent straight forward during the impact, struck the empennage, and then rebounded.

All of the airplane components and flight control surfaces were accounted for and remained connected. Flight control continuity was confirmed from the control surfaces to impact separations or to the melted metal mass in the cockpit area. Areas of some flight control push-pull tubes were missing or significantly damaged by fire but there was no evidence of preimpact separation. Fire consumed the inboard portion of the right wing, most of the left wing, and much of the instrument panel, avionics, cockpit area, and the entire cabin area. The forward cockpit instrument panel and cabin area were unrecognizable. Impact damage and fire damage prevented a useful examination of the cockpit instruments

.Landing gear and gear doors were observed up and closed. The flaps were retracted. The elevator screw travel was observed on the wreckage as about 3 1/4 inches extension. The manufacturer reported that elevator screw travel for full nose-up trim is about 4 1/2 inches, and full nose down trim is about 2 inches.

The engine was then separated from the airframe and hung from a hoist for the examination. The propeller remained attached to the crankshaft. One propeller blade was bent aft under the engine and exhibited cord-wise polishing and scratches. The other blade was relatively straight and covered with soot. The propeller governor was partially deformed by fire. The engine case was observed cracked open near the front of the case. The exhaust system had been crushed aft and upwards. Both magnetos were partially consumed by fire and were not further examined. The spark plugs were removed and appeared normal as compared to the Champion Aviation Check-a-Plug Chart AV-27. The spark plug electrodes were unbroken. The engine crankshaft flange was bent and the crankshaft could not be rotated. Engine drive train continuity was


established visually. The engine driven fuel pump was observed to be mostly consumed by fire. The fuel servo was deformed by fire. All of the fuel injectors and the fuel flow divider were examined and appeared clear. The flow divider diaphragm was consumed by fire. The engine driven vacuum pump was disassembled and examined. The drive adaptor was melted and the rotor was observed impact cracked and broken. The rotor, pump vanes, and internal surfaces were examined.

The post-accident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

MEDICAL AND PATHOLOGICAL IN-FORMATION

Autopsies were performed on the pilot and the passenger by the Office of the Chief Medical Examiner in Oklahoma City, Oklahoma. Forensic toxicology was performed on specimens from the pilot by the Federal Aviation Administration (FAA), Aeronautical Sciences Research Laboratory, in Oklahoma City, Oklahoma. The toxicology report stated: tests for Carbon Monoxide were NOT PERFORMED; tests for Cyanide were NOT PERFORMED; NO ETHANOL was detected in Muscle. NO ETHANOL was detected in Liver: and NO DRUGS were detected in Liver.

FAA records showed the pilot’s most recent Third-Class Limited Medical Certificate was issued on March 19, 2013, with a restriction: must wear corrective lenses for distant vision, and must possess glasses for near vision. At the time of the medical examination the pilot reported that he was taking no medications and he reported no new concerns.

TESTS AND RESEARCH

A fragmented, impact damaged, and thermally damaged Garmin GNS430W panel mount GPS device was removed from the wreckage and was examined at the NTSB vehicle recorder division in Washington, DC. An internal examination of the components revealed that heat from the postimpact fire destroyed most of the unit’s electronic components. No recorded data was able to be extracted from the Garmin GNS430W.

A fragmented, impact damaged, and thermally damaged JPI EDM-700 engine data monitor was removed from the wreckage and was examined at the NTSB vehicle recorder

division in Washington, DC. An internal examination of the components revealed that many of the unit’s electronic components, including the memory, were found to be melted by exposure to flames. No recorded data was able to be extracted from the JPI EDM-700.

ADDITIONAL INFORMATION

According to FAA Advisory Circular 60-4A “Pilot’s Spatial Disorientation,” “Surface references and the natural horizon may at times become obscured, although visibility may be above visual flight rule minimums. Lack of natural horizon or surface reference is common … in extremely sparsely populated areas or in low visibility conditions. A sloping cloud formation (or) an obscured horizon … can provide inaccurate visual information for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude.”

“… tests conducted with qualified instrument pilots indicated that it can take as long as 35 seconds to establish full control by instruments after a loss of visual reference of the earth’s surface. AC 60-4A further states that surface references and the natural horizon may become obscured even though visibility may be above VFR minimums and that an inability to perceive the natural horizon or surface references is common during flights … in sparsely populated areas, and in low-visibility conditions.” According to the FAA “Instrument Flying Handbook,” FAA-H-8083-5B, “An obscured horizon … can provide inaccurate visual information, or false horizon, for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude.”

“In moderate unusual attitudes, the pilot can normally reorient by establishing a level flight indication on the attitude indicator. However, the pilot should not depend on this instrument if … its upset limits may have been exceeded or it may have become inoperative due to mechanical malfunction ... As soon as the unusual attitude is detected, the recommended recovery procedures … should be initiated by reference to the ASI, altimeter, VSI, and turn coordinator.”

According to the FAA “Airplane Flying Handbook,” FAA-H-8083-3A, “The pilot should remember, that unless (instrument flying) tasks are practiced on a continuing and regular basis, skill erosion begins almost immediately. In a very short time, the pilot’s

assumed level of confidence will be much higher than the performance he or she will actually be able to demonstrate should the need arise.”

“A VFR pilot is in IMC conditions anytime he or she is unable to maintain airplane attitude control by reference to the natural horizon, regardless of the circumstances or the prevailing weather conditions. (This situation) must be accepted by the pilot involved as a genuine emergency, requiring appropriate action.”

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

• The non-instrument-rated pilot’s encounter with instrument meteorological conditions, which resulted in spatial disorientation and his subsequent loss of airplane control. Contributing to the accident was the pilot’s decision to take off in deteriorating weather conditions.

WHEN THE HORIZON GOES AWAY

When I started flying, like everyone else, my first hours were spent watching an outside horizon and making pitch and bank corrections based on the aircraft’s relationship to what I saw. This worked great during the day and in weather that presented a clear and distinct horizon, but not so much when the weather presented a grey poor contrast visible ground or during the dark Texas night. With no clear horizon, my world mostly revolved around the attitude indicator with some support from the altimeter, airspeed and turn coordinator indications. These skills I learned and practiced during my primary training and demonstrated to a limited extent during the Private Pilot flight check. Was I safe when the weather was not pristine VFR or during a moonless night? I won’t speculate, but it didn’t take me long to recognize that if I wanted to increase the utility of my pilot certificate an instrument rating was necessary.

Now I’m not suggesting that all Mooney pilots or MAPA members must get an instrument rating to be safe. For some, this is impractical due to the capability of their Mooney and cost prohibitive. But I would suggest that if a pilot does not possess the skills to fly by reference to the flight instruments than he or she should stay away from anything that is not pure VMC. There is no in between when aviation and personal safety are concerned. A loss of control can happen quickly especially if at low altitude and attempting to stay out of the clouds. Either get it or stay away from marginal weather.


Have you ever flown your Mooney when it is slightly out of trim? Not fun. Now imagine flying it with the trim in the full nose up position… and it is jammed! This has actually happened to a few Mooneys. The stuck trim ranges all the way from an annoying momentary binding to at least one case where the trim was hopelessly jammed. Most ended well enough, but one recently resulted in major damage. A well-known Mooney Service Center guru says he sees two or three of these a year and has actually had the trim jam on him in flight. This seems to be more prevalent with the nose-heavy K models, but it can also happen to the earlier models. Later models come from the factory with an improved “jam proof” trim mechanism. But virtually any plane with trim has the potential for various trim malfunctions. First, we’ll look at the full nose-up jammed trim and then deal with some other trim problems you may encounter.

What causes this in the first place? New Mooney Service Bulletin M20-325 and Service Instruction M20-88A describe the cause and remedy in detail. Briefly, two flat surfaces (the trim indicator follower “nut” and a trim limit stop nut) come into contact and jam together similarly to two jam nuts being tightened into each other. Any grease or oil that may have been on these surfaces at one point can disappear over time in normal operation. The approved fix is to install redesigned parts from Mooney that have convex or “stepped” surfaces.

How could you get into this situation? Here are three possible scenarios when you might discover the untimely jammed stab trim:

1) A last-second go-around2) A runaway trim that is not arrested until it hits the stops3) Failing to reset the trim before takeoff

What’s a pilot to do?

Jammed Stabilizer—full nose up: The faster the plane goes the more forward elevator pressure will be required, so slow down as much as possible because this force can be considerable. Lower the flaps (takeoff or landing setting as appropriate), fly with the gear up, and use the least power needed… i.e. no need to climb quickly unless you have obstacle or terrain issues. Try to break the jammed trim loose by “shocking” the trim wheel smartly with as much nose down force (front of trim wheel towards the floor) as you can, but don’t forget to fly the plane. Declare an emergency! Pick a suitable airport (a longer runway is better). Configure normally for landing and fly a stabilized approach in the 1.2 to 1.3 VSO speed range. A slightly steeper than normal glideslope will also help. Slowly retard the throttle when landing is assured, flare, and touchdown normally.

Jammed Stabilizer—mid position: Not as critical as the full nose up jam previously discussed, but it will still get your attention. It could be caused by a mechanical failure, a

foreign object (e.g. rag, pen, flashlight, seat belt) getting lodged in the mechanism, or ice. Turn off Elevator Trim and Autopilot. Apply a moderate amount of manual trim in the direction opposite to that which caused the jam in the first place and consider jostling the plane in an attempt to dislodge foreign objects. (Don’t get overly aggressive—remember the Air Alaska MD-80 that tried to fix a stab trim problem rather than landing.) Land as soon as practical. If the out-of-trim condition is causing problems controlling the aircraft declare an emergency. Consider a no-flap landing (add 10 knots to VREF) if the trim is jammed nose down.

Runaway Trim: Grab the trim wheel to stop the motion. The trim motor clutch will slip allowing you to restrain the wheel. Turn off the Elevator Trim switch and disconnect the Autopilot. Some airplanes have a Trim circuit breaker you can pull. Use manual trim.

Be sure always to check the trim position prior to takeoff. Improperly set nose trim can make pitch control very challenging. Excess nose down trim will make rotation difficult and can result in porpoising on the runway and a possible prop strike. Excess nose up trim will make it difficult to keep climb attitude and airspeed under control.

You can check your Mooney’s trim system yourself to see if it exhibits any tendency to stick. On the ground, run the trim to the full nose up position and then back slightly to see if there is any tendency to bind at the stop. Then run it to the stop again and give it “a little extra” with the manual trim wheel to see if it exhibits any tendency to stick. Even better, seriously consider having your friendly neighborhood A&P or MSC perform Mooney Service Bulletin M20-325.

Also, consider getting with your CFI to explore the flight characteristics of a badly out-of-trim Mooney and how to deal with the challenge. Hopefully you will never experience any trim problems, but it is better to be prepared and know what to do rather than trying to figure things out “on the fly” and under duress. A well-prepared pilot is a safe pilot.

MOONEY STABILIZER TRIM SAFETY ALERTBY LEE C. FOX,

CFII, MAPA SAFETY FOUNDATION






By Larry Marshall, MD, AME, HIMS SPECIALIST

PART 2- UPDATES IN DIABETES MELLITUS

AND THE FAA

As mentioned in previous articles, Diabetes Mellitus is a disease that involves the metabolism of sugar. Please see last month’s article. Sugar Diabetes consists of two main types of dysfunctions: Adult onset Diabetes Mellitus sometimes referred to as type 2 Diabetes (DM2). It is the most common type. Usually it results in an insensitivity of insulin to transport sugar out of the blood into a cell. This can be because the cell has changed shape due to weight gain. Insulin has receptors on cells and they fit like a lock and key. If the cell has changed shape, it may just require more insulin to move the sugar from the bloodstream into cells. The excess sugar in the blood can destroy the tissues in the pancreas that secrete insulin. This eventually reduces insulin secretion. The above occurs a lot with Diabetes Mellitus 2 (DM2). DM2 is usually seen later in life (adulthood) and a lot of the time is accompanied by gradual weight gain, lack of diet control and lack of exercise which will contribute a lot to DM2.

Juvenile onset Diabetes Mellitus or type 1 Diabetes occurs early in life. Usually Diabetes Mellitus type 1 is caused by lack of insulin. Children handle this condition better than adults and usually just get with the program. They know no difference where adults do. This group of diabetics is more inclined to follow instructions. Under good blood sugar control (glycemic control), one can function well without the devastating effects of long-term complications. Both types of Diabetes may require insulin to lower the blood sugar. In DM2 insulin is used when oral medications (pills) no longer work. Juvenile onset Diabetes always requires insulin. We will discuss types of medications (pills) and types of insulin generally used to treat Diabetes Mellitus. There are short-acting insulins that are usually used for quick reduction of sugars. These insulins are usually given just before or

after a meal when sugars are very high. These insulins work fast and don’t last long. They are adjusted depending on one’s blood sugar (sliding scales). Long-acting insulins have become very popular and work up to 24 to 48 hours. These insulins don’t work as fast but work longer. There are other insulins and combinations of insulins that will not be discussed here. Insulin is usually injected under the skin. It can be given in a vein in the hospital. It is important to drink plenty of fluids while using insulin. Sometimes insulin is needed when pills are no longer effective in DM2. There are many pills used with DM2. We will attempt to discuss them now and finish off with other noninsulin injectable medications for Diabetes. Pills are traditionally used for DM2. Starting with the newest medications that are so popular. Some medications increase the secretion of sugar from the kidneys into the urine. When sugars are high they spill over into the urine. These medications allow the kidneys to excrete more sugar and lower blood sugar, and achieve better diabetic control. Some medications prevent the absorption of sugars from the intestines. Sugar and carbohydrates just pass through one’s system. Other medications stimulate the pancreas to secrete more insulin. Glucagon, is a hormone that raises sugars in the blood. Some pills prevent the secretion of glucogen. Other medications fool the pancreas to secrete more insulin, by simulating a sugar molecule that isn’t a sugar. Incretins were discovered from the saliva of a Gila monster (lizard) in the Southwest United States. They are injectable substances that lower sugars and control Diabetes by inhibiting glucogon and increase insulin secretion. Gliptins (a pill) do the same. There are more that we will not mention and more to come. Diabetes is rampant and affects so many. It is not easy to treat it as a physician

and it is very hard for a patient to get with the program. Diabetes requires a lifestyle change and this requires a large effort. Some folks are not willing to make the changes and will definitely suffer the consequences. I go to many nursing homes and two hospitals where I see those that did not get with the program. We mentioned many bad effects of Diabetes last month. We will not expand on that now.

Diabetes in my opinion requires an effort 7 days a week 24 hours a day. Blood sugars have to be checked, cholesterol and other laboratory tests need to be done, follow up with the treating doctor is required. There is so much that can go wrong and one can lead a healthy normal life if they are with the program (compliant) and do what they are instructed to do. This is the exception, not the norm. When you combine Diabetes with high blood pressure, high cholesterol, and other medical issues, it can be a time bomb. The chances of bad things happening are dramatically increased with issues like heart attacks, strokes, inability to stand and walk, etc.

The FAA requires one to fly under special issuance with a time limited medical with Diabetes Mellitus. Compliance is required. Please see last month’s article.

There is so much more about Diabetes that we will not cover. These are probably the highlights. I hope this was informative and please feel free to call or email me with questions. If I am busy I’ll get back to you.

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


CALENDAR OF EVENTS

Discussion Forums for Mooney EnthusiastsThere are a couple of e-mail discussion forums for pilots and others interested in Mooneys. One of these mailing lists tries to stay focused on Mooneys, while the other covers a wider range of aviation topics, and even strays into non-aviation discus-sions. All are welcome and lists are completely free of charge. To learn more or to join these lists, visit the web page http://www.aviating.com/mooney/lists/html. That page is part of the Mooney Junction web site (http://www.aviating.com/mooney) which has a number of pages of information related to owning and fl ying Mooneys.

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

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

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MAPA 2017 HOMECOMING CONVENTION WILL BE

September 27 - October 1, 2017 AT THE

INN OF THE HILLS IN KERRVILLE, TEXAS

Comments about the MAPA SF PPP:

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

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

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

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

Bill Schmidt

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

Darren Hamilton



Fantastic Vacations for Mooney Owners

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

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

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

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

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

Sanibel Island, FL25 minutes from Ft. Myers (KFMY) Page Field to a ground fl oor 2 bdrm 2 bath tropical paradise condo that sleeps 6 people. Overlooking beautiful garden only steps from heated pool or one of the best shelling beaches in Florida. Rates and any questions – [email protected] or call Rick Senseney 765-621-0601

Pinetop, AZSpend the summer or the holidays in Pinetop, AZ nestled in the beautiful White Mountains, within a short 20 minute drive of the Show Low Airport (SOW). Call 929-369-4000 and ask for rentals or check out the website at www.resortaz.com Boyd Maddox

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

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

or fax 830-315-8011

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

information published.

Advertise Your

Vacation Spot!

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

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

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


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

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

The following is a list of the frequently abbreviated words:

TT - Total Time

TTAF - Total Time Airframe

TTAF & E- Total Time Airframe and Engine

Or TTAE- Total Time Airframe and Engine

SFO- Since Factory Overhaul

SMOH - Since Major Overhaul

SPOH Since Prop Overhaul

SFRM Since FactoryRemanufactured Engine

SFREM Since Factory Remanufactured Engine

NDH No Damage History

P & I Paint and Interior

Each MAPA member is entitled to two (2) classified ads each year at no charge. Limited to 17 lines per issue. If MAPA member is advertising items for sale in connection with his commercial enterprise, this does not qualify under members free program. Commercial Classified rate is $5.00 per line includ-ing address; $30.00 minimum charge. All classified ads must be received by the 10th of the month preceding this issue, i.e. June 10, for inclusion in July issue.

The following classified advertisimg is provided by MAPA for the benefit of our members. MAPA makes no warranty as to the correctness or accuracy of any statememts made herein. All ad copy is provided by the advertiser. Specifications are subject to verification by purchaser upon inspec-ton.

CLASSIFIED

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

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

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

MOONEY SPECIALISTSA combined maintenance and new flight training facility located at the Trenton-Robbinsville Airport (N87) in Central Jersey. Factory trained mechanics with over 100 years combined experience in performing speed mods, annuals, PC repair, major airframe structural repair, and general airframe upgrades, instrument panels. Dave Mathiesen at Air-Mods Flight Center (609) 259-2400. Website is www.airmodsflightcenter.com and email [email protected] .

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

FOR SALEGarmin GPS 696 Portable color GPS unit. Includes GXM 40 weather antenna, yoke mount, 2 factory owner manuals (full and quick reference), GPS antenna, and 2 power cords (home and airplane). Like new condition. 696 + GXM 40 retail new $1700. Buy for $795. Glen Arnold (310) 936-4109. Email [email protected]

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

NAPLES FL HOUSE FOR SALEWing South Airpark (private) 4,400 X 100 ft runway, 2/2 bath newly remodeled house, $329,000, owner financing, 20% down, 3% interest. Pictures and additional info available. Kevin Dey 732-267-3359, email: [email protected]

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

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

1998 M20R OvationN323DM, S/N 29-0155, TT Aircraft SN 777, TT Engine SN 660, TT Prop SN 777, IFR


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

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

½ SHARE IN 1995 MOONEYM20 205 Missile Based Troy, MI. 170k cruise on 15 gph, 2580 TT, 395 FNE Continental IO550, leather interior, TKS, speed brakes, LR tanks, Garmin 530W, many other upgrades for more information contact Ed Hauck 248-739-0019 or email: [email protected]

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

1965 M20EN79857, TT1900.1, 200 hp Lycoming engine, IO 360-A1A, 211.33 hours SMOH, 119.02 SPOH, King KMA 24 audio panel with markers, MX170B digital nav/Com, glideslope, King KT76 transponder/encoder, Apollo 618 Loran, pilot and co-pilot intercom, heated pitot, alternate static system. 2006 new windows and ELT, 2007 new hub installed, propeller overhauled, 2008 vertical card compass, new front tire and new generator, 2010 muffler, tailpipe riser overhauled, 2012 new battery, new ELT battery, 2013 SPOH 109.12. Last annual 8/2014. Sealed fuel tanks. Aaron Triplett, 740-353-8111, or email: [email protected]

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

WANTEDUsed Power Tow for Mooney ’65 M20C. John Keller email: [email protected]

1991 M20MDr. Bob’s Baby. Annual due 9/17, IFR 9/18. Completely refurbished 2004 (paint & interior) TTSN2222 hrs. TTSMOH 700 hrs., TTSOH 70 hrs., Aspen glass panel with AOA, Synthetic Vision & Weather, GDL 88 (ADS-B in/out), L3 Skywatch (TCAS), Garmin 530W, 796, Garmin flight stream, King 155, Miniflow fuel flow EDM700, 406 ELT, Tanis Heater, Gami-jectors, Castleberry electric T & B & artificial horizon, All LED lights, Whelan strobes (2015) built in 02, spoilers, Bruce cabin & prop covers, in panel CO monitor by Guardian, 2 Bose headsets, EZ gas power tow, Always hangared, maintained by Top Gun & Aviation Classics. $185,000 CA Bob Achtel 916-997-1967 or 916-996-1973 email: [email protected]

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

1997 M20JN2148C, S/N 24-3405, TT 1570, Engine time 1570, Prop 1570, Annual due 4/2017, IFR certification 7/2017, ELT Inspection 7/2017, useful load 920, always hangared, no major damage history, Lost Medical. Exterior original

in good condition; spot painted w/minor repairs 2015/2016, Interior original in good condition. Avionics: KI256 Flight Command Indicator (ADI with Flight Director), KCS55A Slaved HSI, GNS-480 WAAS GPS/Nav/Com/mode S transponder interface, GNX 200 MFD, GDL 69A XM receiver, GA 57 GPS/XM antenna, GTX330ES remote mode S Transponder w/ADS-B out, GMA 347 audio panel, KFC 150 autopilot w/F/D, alt. hold, & GS coupling, Icarus SAM001 GPSS converter, WX-950 stormscope w/heading stabilization. More secondary and additional avionics see the complete ad with photo on www.mooneypilots.com website.$159,000 Glenn MacEwen 609-924-6481 email: [email protected]

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

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

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

FOR SALEM20K exhaust system for sale. Eight items in excellent condition to include 6 cylinder risers, crossover elbow and header cross assembly. $375. FL Rich @ 239-595-9511 or email [email protected]

FOR SALEIn 2005 I bought a vacant lot (natural state) at 204 LaCoste Court on Dauphin Island (Mobile County), AL 36528. It is within walking distance of the Dauphin Island Airport (4R9) thought I might build a vacation get-a-way but due to deteriorating health have decided to sell instead to another pilot if possible, you can contact me if you know of someone interested


I will make a package deal on the Mooney and Hangar in Jefferson City, MO (KJEF) and the Alabama property or any part thereof. Bob Morgan, 573-680-5211

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

1962 M20C4900TT, 920 SMOH, annual April 2016, Panel refurbed in 2002. New PMA 6000 audio panel, Narco Mark 12E Navcom with G/S, Narco Mar 12d, Foster LRN 500 loran, DME 890, AT 150 transponder, Accutrak B11 autopilot. New alternator, ski tube, Always hangared at DVT. No damage history, tanks resealed May 2016. $39,000 OBO, red/blue over white. Jim Shaw 970-390-9599 or [email protected]

1977 M20J700 total hours with 167 since overhaul. One owner since new, always hangared kept with excellent records. Contact Scott at 630-549-2123

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

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

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

1995 M20R –THE 10,000TH MOONEY (95MK) IS THE 10,000th Mooney manufactured. Continental Gold Factory Reman engine (2000 TBO) installed 7-21-08 at Hobbs 3852.3, current 3/15/16 Hobbis is 4260.7 (time remaining on Gold Reman is 1591.6 hours. Garmin GNS530W, GDL 69, GDC31 Roll steering, King KMA 24-05 audio panel, KX-165-25 digital Nav/Com radio (originally Nav/Com 1, now Nav/Com2), Gamin GI-106A VOR/LOC/GS indicator (nav 2 indicator), King KN64-DME, Dual brakes, KR87-15 ADF w/KI 227-01 slaved remote indicator, Garmin GTX330 transponder, King KFC 150 flight control system (2 axix altitude hold autopilot w/slaved HSI, Goodyear BFG WX-1000 stormscope, fire extinguisher, Shadin fuel flow system, Top grain leather seats (original interior), annual completed Feb. 2016, logs complete, No damage history, Flown regularly (will continue to fly until sold) hangared continuously since 1995 at KERV (hangar adjacent to Mooney factory) (See on www.mooneypilots.com website for more details and photos. $165,000. Grant Ellis 830-285-1785 or email: [email protected]

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

1979 M20K3980 hrs. TTAF, Continental TSIO 360-LB 1,144 hrs SFRM, McCauley prop 283 hrs SPO, annual completed March 2016. Garmin GNS430, Garmin/Apollo SL30 Nav/Comm w/glidesope receiver, KI525A slaved HSI, KFC200 2 axis autopilot w/flight director, Gamijectors, Insight GEM603 engine monitor, KT76A transponder w/altitude encoding, JPI 450 fuel flow, Garmin GMA 340 audio panel with 4 place intercom, Precise Flight speed

brakes, Ryan WX7A stormscope, Horizon P1000 digital tach, oxygen, electric pitch trim on yoke, standby vac, copilot PTT and brakes, Rosen visors, interior blue cloth w/blue leather trim andblue carpet 5/10, exterior white w/red and blue stripes 7/10, hangared at KDVT, Feb 2016 VFR and IFR certifications, go high and go fast, a pleasure to fly. $84,000 Don Graminske 480-620-8420 or email [email protected]

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

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

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

1977 M20J N201NM, Airframe 1912TT-dry climate history-complete logbooks, fuel tanks resealed by Weep No More May 2002, Engine I/O360-A3B6D-2 blade prop 167.3 hrs. SMOH by Poplar Grove Airmotive with new cylinders. O/H magnetos and oil cooler, new alternator, hoses, and mounts. 167.3 SPOH & Gov. Annual due September 2016 SB208 compliant.Avionics: dual King KX170B, KT76A transp, KMA20 audio panel, Century IIB autopilot, KR86 ADF, Sigtronics SBA-400 intercom. Same owner since Sept. 1979 (283 hrs.) Hangared @PVT MN strip. $68,900 USD Richard Molnau email: [email protected]

1979 M20JN4815H, S/N24-0888, sand beige, Unused several years (lost medical). A Minnesota aircraft, always hangared and well cared for. No corrosion. Airframe: 5762 hrs, TSMO 950 hrs, Tanis engine heater. Has been stored on jacks and engine hoist. Engine regularly


“exercised”. Interior in excellent condition, non yellowed Royalite. New upholstery on front seats. New Batteries. Minor hail dings on ailerons. No major squawks, but the Loran is unusable. Needs an annual before operation. Please email [email protected] for asking price, details and pictures.

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

FOR SALEMooney Factory Service Manual for M20J. $45. Rich Lytle 239-595-9511 or email: [email protected]

1999 M20S/R FOR SWAP OR SALEMooney Eagle/Ovation, 280 hp, 175 knots of speed on 15 gph, nice equipment and cosmetics, located in the Minneapolis, MN area.466 hrs total time since new Continental

IO-550 280 hp 2000 TBO, McCauley 3 blade Top Prop, King KN 94 TSO GPS, dual King KX155A TSO digital NAV/COM, Garmin GPS 696 panel mounted in an Air Gizmo Cradle (Nexrad radar), King KT76C TSO digital transponder, PS Engineering PM 7000M-S audio panel, intercom and marker beacons, STEC system 30.2 axis autopilot w/altitude hold, slaved. Always hangared, no damage history, $180,000 call for more details Brian Zubert 612-719-1685

PARTNER WANTED M20J PENSACOLAI am looking for a partner for my 1994 M20J MSE. Plane is in near perfect condition, 2200 hrs TT and 350 hrs SMOH. Fully equipped with Garmin 430W, HSI King autopilot, King No. 2 Comm and Nav. Plane has electric yaw damper, rare in J’s and a Vernier throttle also rare in J’s. I have full logs and plane has absolutely no damage history, extremely well maintained. I am looking for an IFR rated partner with time in Mooney or comparable complex type. For more information and picture see the following link-http://www.frankdarchitect.com/#!mooney/c1uny Frank Daughtry (850) 393-3122.

1992 M20MN1992M, S/N 27-0130, Airframe TTSN 2303, Engine TSMO 181 TIO 540-AF1B, Prop TSO 0, Annual 04/15. Avionics: Garmin GMA-340 audio panel, GNS530 WAAS, 330 Transponder, King-KI256 Altitude indicator, KC525A HSI, KX165 NAV/COM KI 202 Indicator, KR87 ADF KI 227 synchronized indicator, KAP 150 autopilot altitude preselect, KN64 DME, dual batteries, Precise FLT speedbrakes, oxygen bottle, Hot prop, JDI EDM 700 engine monitor, 406 ELT, dual alternators, dual vac pumps. $150,000, Nelson Medlin 864-316-4301 or email: [email protected]

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


2017 MAPA SAFETY FOUNDATIONPILOT PROFICIENCY PROGRAMS

(CREDIT CARDS WILL NOW BE ACCEPTED )

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

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

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

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

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

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

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

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

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

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

Please make checks payable to: MAPA Safety Foundation

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

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

MAPA LOG JANUARY 2017 41MAPA LOG MONTH 2015 41

Client: Hartzell Engine Technologies Ad Title: Plane-Power Belt AlternatorPublication: MAPA LogTrim: 7.5”x4.875” • Bleed: None • Live: Not Provided

CONVERT TO CURRENT

planepower.com +1.877.359.5355

NEXT GENERAT ION POWER- IN -A -BOXTruth is, your old generator is tired. And while you’ve had many great years together, it’s time to modernize to a safer, more reliable charging system, capable of maintaining the main ship battery at its peak. Plane-Power alternators answer the need with the most complete boxed kit solution available. Gear- or belt-driven and robustly powerful at low RPMs, we have a cool-running solution to feed any power need. Choose the generator replacement that will unleash your aircraft’s true potential — Plane-Power.

• Lighter weight

• Precision balanced

• Dual internal fans

• Built-in noise filtration

• Built-in overvoltage and overcurrent protection

• Modern solid-state design

• Included in conversion kits

Alternators

Regulators

HET0020 Plane-Power Belt Alternator Ad_MAPA.indd 1 2/25/15 5:08 PM

830-315-2222www.dugosh.com

[email protected]@dugosh.com

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

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

Some of the services we provide are:

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

Repairs

• Precise Flight Speed Brake Installation

• Upgrades & Modifications• Corrosion Treatment• Windscreen & Window

Replacement• Fuel Tank Repair

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


MOONEY MERCHANDISE ON PAGE 44


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

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

- SAME PEOPLE,SAME PLACE, SAME COMPANY.

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

-ALL WORK IS AIR TIGHT WARRANTEE.

-OVER 60 MONROY LONG RANGE TANKS INSTALLED

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


MAPA MERCHANDISEDenim Long Sleeve Shirts now available$35.00

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

MERCHANDISE ORDER FORMQty. Color Size Description Price Each Total

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

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

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

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

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

Coffee Mugs$6.00

Al Mooney StoryBy Gordon Baxter

$19.95

Keychains$10.00

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

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

Black w/Camo,Khaki w/Camo

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

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

Port Authority Fleece Jackets come in Black and Gray $47.00


PRODUCT RELEASE -- CUT IT OUT

“I love my Mooney, but the interior is disappointing.” These words express the feelings of vintage Mooney owners everywhere. Thoughts of significant expense and uncertainty about the best options make it easy to leave well enough alone — but it doesn't need to be this way. Your Mooney deserves to look its best.

As the former owner of a Mooney service center, I'm familiar with questions about how to make airplanes look better. Priorities are obviously corrosion, the engine, accessories, fuel tanks, safety equipment and avionics. Only then is it time to treat yourself to a pleasing new look.

In 2005, I began the long process of designing and certifying new interior panels. What motivated me was simply sitting in a 65 C model with the side panels removed. The elbow and shoulder room was surprisingly wide. I thought there simply must be a way to use all the space.

A few hand drawings and search for a plastics molding company led me to Pittsburgh where a meeting with Triumph Interiors resulted in patterns cut from cardboard. Within a few weeks, the first plastic molds were completed.

Today, years of experimentation and refinement have led to the unique STC approved Spatial Interior system. For the first time, panels are held with recloseable fasteners. Cabin door windlace has been replaced with a multi-layered, color-coordinated series of plastic pieces surrounding the entire door frame supporting even the headliner. Reconditioning upper plastics has been simplified to the use of a few unique products.

Thanks to the Spatial Interior, even brittle plastics are destined for repair. When it comes to pulled through screws, cracks and blemishes, cut it out is a critical part of the solution. Once a problem spot is carefully removed, plastic patches easily bonded to the back side reinforce the area and create a void to be quickly filled. Even more difficult to repair cracks in contoured areas can be corrected with common home store products. Use of aerosol finishes completes the job with adhesion promoter, texture, color and protective clear coats. For the do-it-yourself Mooney owner, a kit with illustrated manual and materials is now available.

The decision to refresh existing parts or install a complete Spatial Interior is totally up to you. Upholsterers will be relieved to not have to stress with side panels. If you are looking for legroom, discuss a slim seat design with your upholsterer. Whether shoulder, elbow or legroom, an inch makes a difference.

Ready to give your vintage Mooney a new look? Check the Spatial Interior ad in this publication or visit www.jaegeraviation.com.


Advertisers Index

Aero Comfort 4

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Aircraft Door Seals 2

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Aircraft Spruce & Specialty Co. 2

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All American Aircraft 11

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Alpha Aviation 15

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Bruce’s Custom Covers 42

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Cole Aviation 23

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Don Maxwell Aviation Service 5

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Dugosh Aviation 41

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Falcon Insurance Agency 48

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Gamijectors 15

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Hartzell Prop 2

www.hartzellprop.com

Henry Weber Aircraft Dist. Inc. 34

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Houston Tank Specialists, LLC 19

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Jaeger Aviation 46

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JPI Instruments 47

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Lake Aero Styling 34

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Mena Aircraft Engines 10

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Plane Cover 13

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Plane Power 41

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Smooth Power 22

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Tejas Aero Services 42

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Vantage Plane Plastics 22

www.planeplastics.com

Wet-Wingologist East 43

www.wetwingologistseast.com

Weep No More 17

wwwweepnomorellc.com

Zeftronics 15

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Spatial Interior for your vintage Mooney

Simple, quick and effective repair methods add new life to cracked and discolored plastics. Optional STC approved lower side panels add space and elegance. Installed without screws will please any mechanic.

Jaeger Aviation

Email: [email protected]

320-444-3042

For details, visit:

www.jaegeraviation.com



Documents

Mooney Aircraft Pilots Association JANUARY 2017 MAPA LOG · But the little ball thingy called the “turn coordinator” is bouncing left and right. Are you in a left or right turn?