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MAPA LOGDECEMBER 2014

www.mooneypilots.com

Mooney Aircraft Pilots Association

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MAPA LOG DECEMBER 2014 3

Columns6 Editorial by Trey Hughes

9 Shop Talk Lycoming Engine Overhaul Considerations by Kerry McIntyre 12 Insurance by John Allen How Additional Insured’s Fit Into Your Policy 16 Medical Matter by Dr. Bob Achtel Acute Cerebral Hypoxia 18 Ask Jerry by Jerry Manthey Jerry Answers Members Maintenance Questions

28 Letters to the Editor 32 Closed Head Trauma & The FAA by Larry Marshall, MD, AME

Departments14 New MAPA Members

30 Calendar of Events

35 Fantastic Vacations

36 Classified Ads

39 MAPA Safety Foundation

40 MAPA Homecoming

Registration

44 MAPA Merchandise

46 Advertisers Index

DECEMBER 2014 • Volume 37 • Issue 11

Features24 Mooney Service Bulletin

29 PPP Fort Myers, Florida by Ted Corsones

41 Pictures of Kerrville, TX for Homecoming 2015

46 Mooney Employee of the Month for August and September

@MAPA_Guy MAPA Members

Garment Bag page 44

ON THE COVER:New Mooney M10T & M10J Introduced at The Zhuhai, China Airshow

PHOTO COURTESY OF: Mooney International Corp.

SEE NEW LADIES SHIRTS ON PAGE 45 ORDER EARLY FOR THE HOLIDAYS; COMES IN 2 COLORS-BLACK AND PURPLE POTION

CONTENTS


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

Volunteers Joe Schmerber Ethel Manthey

Contributing Editors Dr. Bob Achtel John Allen Ted Corsones Trey Hughes

Jerry Manthey Kerry McIntyre & 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, TX 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 Rd. Ste 100, Kerrville, TX 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 and $59.50 for international addresses. U.S. editorial and photographic contributions are solicited. Self-addressed, stamped envelope must accompany all material that is to be returned. Material subject to editorial revision. The act of submitting editorial or photographic contributions shall constitute an express warranty by the contributor that the material is original and is in no way an infringement on the rights of others. Mooney Aircraft Pilots Association assumes no liability for information contained in contributed copy. No part of this magazine may be reprinted or otherwise duplicated without the written permission of the editor and/or publisher. Periodicals Postage Paid at San Antonio, Texas and additional offices. POSTMASTER: Send address changes to MAPA LOG, 1885 Airport Loop Rd.Ste 100, Kerrville, Texas 78028


FROM THE EXECUTIVE DIRECTOR

by Trey Hughes, MAPA Staff

EditorialIn early November, the announcement that the Mooney world has been waiting for was made at an Airshow in China. Mooney International will make two new models to expand their current line of aircraft. The following announcement was published on Nov. 11th.

On November 11th Mooney International introduced the first new Mooney models since the restructuring of the company at the Airshow China 2014 in Zhuhai, China. The Mooney M10T and the M10J fill a need and reflect innovation at a different level of the fleet mix and these aircraft will provide a steppingstone to the high performance M20 series.

The M10T is a modern fixed gear composite trainer equipped with Continental¹s CD-135 Diesel engine to train new pilots for the Technically Advanced Aircraft (TAA) that they will be flying in the future. The M10J will provide an

upgrade from the M10T airframe with more luxury and amenities for the owner pilot. In addition, the M10J will be equipped with the CD-155 Diesel engine. The M10T and M10J engines have leading turbo diesel technology, low operating costs, and provide pilots a fueling option of diesel or jet fuel. These two aircraft will provide the general aviation market with a modern aircraft, not only for the mature western aviation market, but also for the fast growing Chinese market. The M10 series is expected to gain certification and begin deliveries in 2017.

Until now as most followers of Mooney know, there has been no real trainer in the product line. The M10T will fill the need for a new trainer option for new pilots and flight schools everywhere so pilots can seamlessly move onto more performance advanced models. The M10J, displayed as a full-scale mock-up at the show, is a retractable gear, diesel-powered aircraft. The M10J

performance goals include cruise speeds greater than 170 KTAS and a range of more than 1,000 nm while maintaining a competitive market price. This new “J” will continue the value and efficiency that were made so popular by the original version in 1977. “We designed the all new M10J model with longtime Mooney fans in mind. The M20J helped change general aviation by making flying practical to more people across the U.S. Now, the M10J promises to do the same for the world. Not just in the U.S., but also in China as its general aviation industry quickly develops,’ said Dr. Jerry Chen, Mooney CEO.

At Mooney¹s unveiling ceremony in Zhuhai Dr. Chen said, “I am very excited to officially present the new M10 series of Mooney aircraft for Training and Performance. These aircraft mark a new beginning for Mooney and are an indication of great product innovation coupled with Mooney¹s long line of history making aircraft.”

FIRST NEW MOONEY!


MOONEY SUMMIT II

Time for another “road trip”. I was invited to attend the second Mooney Summit organized by Dr. Ron Dubin and Mike Elliott in beautiful Panama City Beach, Florida and with October being what it is even in Texas I was eager to accept a chance to visit the warm Florida coast. It turned out that Don Maxwell was also planning to attend so combining forces (and travel expenses) sounded like a good plan. The plan was to take one of the many Mooneys in Don’s shop (with prior permission of course) for the short trip to Florida with Don picking me up in Kerrville before heading east. Well, as they often say about plans, always have two. Mother Nature provided the Gulf of Mexico with Tropical Storm #9 which, although headed for mainland Mexico was predicted to turn NE and head back into the gulf and toward the LA/MS/AL/FL coast long about the time we would return to Texas. Now Don and I are not to be confused with youngsters and one doesn’t get this old by being stupid – and since I didn’t want to have someone write a safety article about ME, we used plan B and decided to drive to Panama City.

Of course we also had full-time jobs that required – at least in Don’s case – actual presence of some sort, so we were forced to make the 905 mile trip (from my house anyway) in one day on Friday Oct 24th. However, Interstate 10 is about a mile and half from our house and makes a nearly straight line east toward the Florida coast. If Don could time his departure right, we could meet at the home of former MAPA member Dwight Hildebrand (think of the M20J that

won most of the late 90s Homecoming beauty contests) to leave a vehicle and share the drive toward the Sunshine State. And it all worked out.

Of course, it meant that we would each leave well before sunrise, but one does what one must and we arrived just in time for the “Welcome Reception” that our hosts Mike and Ron planned for the Summit opening…never miss an opportunity for free food and drink. The reception was provided by Seahaven Resorts (our residence for the meeting), Premier Aircraft and Weep No More and during the evening door prizes were awarded thanks to the generosity of several sources. We must thank Concorde Battery, VDC Electronics, Elite Etc., MAPA, Mooney Ambassadors, Pilot Workshops, ASL Camguard, ACF 50, Comm1 Communications, Don Muncy, Nav Strobe Lighting and Mike Hall Aviation for their support.

The conference officially started on Saturday Oct 25 at 8:00 AM with a welcome from Panama City Beach Mayor Gale Oberst which was followed by the first of 5 seminars scheduled for the day. And the day would be packed with thoughtful information, thoughtful reflection and periods of lively and entertaining discussion. Speakers for the day included Jay Shears – Bendix King (ADS-B); Richard (fax) Simile – Premier Aircraft (Mooney Best Practices for Flying a Mooney); Mike Elliott and Tim McDermott (Accident factors); Don Maxwell (Owner maintenance and unusual things found during inspections); Jolie Lucas and Mitch Latting (Boots on the Ground). As an additional benefit, all the seminars qualified for FAA Wings

credit. In addition, Paul Beck from Weep No More gave a fantastic hands-on demonstration of fuel tank repair and care.

While seminars were going on in the main meeting room, CarolAnn Garratt gave a spouse flying course to the ladies not interested in the more technical aspects of the Summit. Saturday was capped off with a dinner sponsored by Mooney International at Runaway Island restaurant where yours truly eagerly indulged in fresh local sea food to my great delight.

Sunday the Summit concluded with seminars from Dr. Ron Dubin (Aeromedical factors); Max Gurgew (Importance of Vspeeds); and a general pilot workshop hosted by Wallace Moran. Unfortunately since Don and I were on a tight schedule (must be back in Texas by nightfall), we were forced to miss the happenings on Sunday and departed (again before sunrise) for the trip home.

Don and I would like to thank Mike Elliott and Dr. Ron Dubin for preparing and hosting this event especially considering the extraordinary circumstances that impacted this year’s Summit. Most MAPA members are aware of the tragic events just weeks prior to the Summit that took the life of MAPA member Bill Gilliland and left Mike in critical condition in an Indianapolis hospital. After months of prayers, recovery and rehab, with the support of friends and family, plans were completed and Mooney Summit II was a huge success. MAPA wants to congratulate Mike on his recovery. As a result of Mike and Ron’s dedication,


The Mooney Summit has established the “Bill Gilliland Foundation” to provide crisis therapy and emergency funding for downed pilots’ families and survivors. We will have more in an upcoming issue of the log on this note worthy effort to enhance GA and respond after an accident to benefit those most affected.

MOONEY SERVICE AND MAINTEN-ANCE MANUAL REVISION

Well there is finally some very good news on a revision to the Service and Maintenance Manuals for the M20R, M20M and M20TN. Owners and maintainers of these models of Mooney have been aware for several years that in the late 2000s when Mooney introduced the G1000 Advanced Avionics Suite in the R and TN, the maintenance manuals for both models were re-written and that re-write included a new chapter – 4 Airworthiness Limitations. And accidentally (I hope) these new chapters contained some very confusing and ambiguous requirements that up to this point had not been published in any other Mooney MM.

For those who don’t already know, in “big airplane” maintenance manuals, Chapter 4 lists items that MUST (emphasis mine) be accomplished for an airplane to be considered airworthy. Specifically the regulation reads;

The Airworthiness Limitations Section is FAA approved and specifies maintenance required under 14 CFR 43.16 and 91.403 unless an alternative program has been FAA approved.

In addition, the maintenance manual section was further confused with the use of the word “recommended” which really should have been more assertive and said “shall” in reference to accomplishment of the maintenance or replacement items referenced in the section. So operators, especially Ovation operators, were stuck between a rock and a hard place when it came to items need for continued airworthiness of their Mooneys. And the list included the powerplant (replace every 2000 hours), the propeller (replace every 2000 hours), the TCM magnetos (replace every 500 hours) which didn’t make sense to Part 91 operators and had the potential for horrendous maintenance costs.

Well, after several years of concern and coordination with Mooney Engineering, pushed by several prominent Mooney service centers along with MAPA, the FAA has approved a re-write of Chapter 4 for M20K, M20M, M20R, M20S, and M20TN aircraft to remove the onerous requirements. Instead, recommendations are now included in Chapter 5 “Time Limits/Maintenance Checks where more reasonable limits

are utilized and “on condition” or “per manufacturers repair data” was referenced.

MAPA wants to thank Bill Eldred, Director of Engineering, for his tireless effort to coordinate with the FAA (no easy task) and resolve the Chapter 4 issues and ease the maintenance requirements for Mooney owners and operators.

HOMECOMING 2015

When – May 13-17Location – Kerrville, TexasWhere – Inn of the Hills Hotel and Conference Center (800-292-5690)

NOTE: The registration forms in previous issues of the MAPA LOG have incorrectly noted “Forums will be at the airport”. This was a carryover from the form we used for last year’s convention. The registration form in this issue of the LOG has been corrected and members should know that all forums and exhibits will be at the Inn of the Hills.

To Register – Mail or fax the form found in the MAPA LOG or call the office at 830-315-8008.

Cost - $180 per person if paid by April 17, 2015, $250 per person if paid after April 17.


I would like to take this opportunity to share some of my experiences with overhauled aircraft engines and how the overhaul industry has changed over the past twenty years. I will discuss the Lycoming 0-360, IO-360, and TIO-540 engines in this article.

Let’s begin by discussing what your options are when TBO arrives. Almost everyone first thinks of replacing their worn our engine with a factory new one. The factory offers new engines and these are exactly that – new. These engines are built with all newly manufactured parts and have zero time. But they are expensive and are not without their faults.

I can give you a good example of how buying a new engine resulted in unexpected headaches. In January, 1997, the FAA issued airworthiness directive #97-01-03 requiring replace-ment of piston pins in TIO-540 engines manufactured within a certain time frame. If you bought a new TLS or a new engine or cylinder assembly for it, you may have had to disassemble your new engine to comply with the AD.

The next consideration for replacing your run out engine is a factory remanufactured engine. These engines may have been remanufactured using crankshafts, crankcases and drive gears all within new limits, but not necessarily new parts. The rest of the parts in these engines will be new. These engines are considered “zero timed”, but only the engine manufacturer can make this determination.

Next offered by the factories is a factory overhaul. It’s almost the same as a factory reman, except the new logbook has the total time of that engine that you must carry forward.

The last two options are 1) a rebuilt engine by an authorized aircraft engine overhaul shop or 2) an engine overhauled by a powerplant-rated mechanic. These last two options vary widely as to what new or used parts may be in them and if these parts meet new or serviceable limits when installed in that engine. Serviceable limits means the part in question was serviceable only when installed. But keep in mind that the part could be worn out within one hour of running the engine. The FAA considers any part within serviceable limits to meet overhaul requirements. As you can see you must be careful when shopping for an engine for your airplane.

Another item to consider is the resale value of your new engine. If you buy a factory new, reman, or overhaul, just about everyone agrees that you got one of the best since you went directly to the people who manufacture them. But there are some nationally recognized engine overhaul shops that also provide good resale value if and when you decide to sell your airplane.

On the other hand, it is very rare to find a powerplant mechanic that is recognized in the field for overhauls. Even though you can get some excellent overhauls done by experienced and knowledgeable powerplant mechanics, this option rarely provides any type of resale value.

On all Lycoming engines, I always insist on all new cylinders including pistons, valves, valve springs, valve guides, valve keepers and valve rotators. Twenty years ago it was a different story concerning cylinders. There were many cylinder options, such as exchange overhaul, channel

chrome and rebarreled cylinders. More cylinder options were added in the last ten years like cermichrome, satin chrome, new chrome, boring oversize, new Superior cylinders, and cernimil. Even though some of these options work well, you can’t tell how many times the cylinder you get has been overhauled or welded and overhauled. Every time the aluminum head on the cylinder assembly goes through another cycle (heat up and cool down), it’s just one more cycle away from cracking. Since no one records the total time on cylinders, you may get a first overhaul or a seventh-overhauled cylinder.

Another problem with overhauled cylinders is if the overhauler grinds and seats the valves instead of replacing them. If ground and seated, the rocker arm ratio changes, causing stress on the camshaft. If the crankcases are lapped and line bored, this places the rocker arm pivots closer to the camshaft, reducing dry valve tappet clearances. Lycoming engines have different length push rods so you can maintain the correct valve clearances, but they also have a camshaft mounted high in the crankcase that gets very little oil during start up and tends to wear down the cam lobes prematurely.

A classic example of Lycoming camshaft wear is a customer who can’t believe how much faster his IO-360 powered 201 is after installing a new engine. He also can’t understand why his airplane just sails along at 12000 feet when the last engine would barely get him there. It is a simple fact that a new (unworn) camshaft is allowing the valves to open farther and stay open longer. The engine is therefore developing its rated power.

Most people think that compression is what makes horsepower and torque

SHOP TALK

BY KERRY MCINTYRE

LYCOMING ENGINE OVERHAUL

CONSIDERATIONS


in an engine, but camshaft duration and lift are what allows the engine to breathe properly. If your engine can’t breathe, compression means nothing. Always get a new camshaft. Reground camshafts are okay in your car but camshaft data (ramp and lobe lift) are proprietary info that Lycoming does not give out. This makes it difficult for a regrinder to get the job perfect every time.

Many parts are mandatory replacement items during overhaul as per the Lycoming direct drive overhaul manual. Some other parts just make common sense to replace. Items such as rod bolts, gaskets, oil seals, oil pump gears, main and rod bearing, needle bearings, hydraulic lifters, oil pump drive gear shaft, rod bolt cotter pins, all safety wire, all bushings, spark plugs, fuel injection nozzles, alternator belt and oil filter should be changed. Drive gears and some hardware can be reused if they are magnafluxed for cracks and inspected for wear and pitting. Rods can be resized and rebushed. Counter weights can be rebushed and reused. But pins and clips must be replaced.

In the accessory department, I always insist on new Slick magnetos and harness. Bendix mags are okay to be rebuilt. Fuel servo and flow divider or the carb must be rebuilt or replaced. Always install a new fuel pump (gear driven pumps can be rebuilt). Prop governors are getting like rebuilt cylinders, so make sure the flyweight assembly in your overhauled prop governor is new if you can’t verify the total time on it. A new permanent magnet starter is worth every penny – this is a good opportunity to get rid of your old field coil type starter.

You can overhaul the alternator, but always buy a new dry air vacuum pump. Wet pumps can be overhauled. Don’t waste your time on dry vacuum pump kits. They don’t last very long and your vacuum pump is pretty important in IMC conditions. Always have your oil cooler flushed out and at least resealed (or overhauled) before installing on the engine. Don’t allow any of the old oil from the hoses, oil cooler or prop to get into your new engine. At engine replacement time you should replace all fuel and oil hoses and install fire sleeve on the new hoses before installing them in the airplane.

I’m going to take a moment to talk about porting and flow balancing

cylinders and balancing the engine. Some rebuilders want you to believe these things will make your engine better. Flow matching or balancing cylinders won’t hurt, but don’t let anyone remove any material from your cylinders so they will all flow the same amount of air. When an automotive race engine is ported, it requires the removal of cylinder head material in an attempt to allow air to flow in and out of the intake and exhaust ports. This practice creates an engine that will rev higher and faster, but aircraft engines don’t run faster than 2700 or 2800 RPM and are operated typically at a constant 2400 RPM for long periods of time. Porting is a waste of money and will only cause premature cracked cylinders and worn out valve guides.

Balancing an airplane engine is a good thing if done properly. The problem is that to balance a rod properly, you must first balance each end of the rod and then mass balance that rod to match the others. Most shops won’t take the time to do it right. Your crankshaft will already be balanced when overhauled and your overhauler can install balanced piston sets. Counter weights are always matched and installed as pairs so they will be okay. Try to remember that we are dealing with an engine that turns only 2700 RPM – not 7000 RPM like an automotive race engine. You can do more good by dynamic balancing your prop and engine at normal cruising RPM after the engine is broken in.

Oil is one of the most misunderstood options an aircraft owner must deal with, but it’s one of the most important items you must understand if you want your engine to get to TBO. Aircraft engines were designed long before synthetic or semi-synthetic oils. Let’s take a look at what works and what is a waste of money. As I said before, airplane engines run at a constant RPM for the majority of the time, so you need oil that won’t change viscosity and will maintain a good flow through the engine at 200 degrees oil temperature. This is a job for straight weight detergent oil, not multi-viscosity oil. Your car is operated in a variable RPM range and has much tighter tolerances than your airplane engine. Your car can use multi-viscosity oil. Your airplane doesn’t need it.

The only reason to run multi-viscosity oil in your airplane is for cold weather starting (below freezing). Here in Wyoming, I service my customers with

Aeroshell 100W in the summer and Aeroshell 15/50 in the winter. If you live in the southeast or southwest, you can use Aeroshell 100W in the summer and 80W in the winter, assuming you don’t live where it snows. And don’t mix brands of oil – if you prefer Phillips oil, stay with it. On the Lycoming IO-360 engine and TIO-540, I recommend changing the oil at 25 hours. As the oil starts to get black or dirty, its viscosity is getting thinner and the engine will tend to use oil faster. By keeping clean oil in the engine, it will tend to use less of it and provide better lubrication because the viscosity remains close to 50 weight. Dirty oil also loses its ability to carry contaminants to the filter. Just because one quart of oil is five dollars and another is only two dollars doesn’t always mean the five dollar oil is better.

During engine overhaul time, the flame tubes in your muffler and the ball sockets in the exhaust systems should be inspected and overhauled as necessary. Turbo models should always get new V-band clamps if the time on the clamps can’t be verified. V-band clamps are very important. If they are old, throw them away and put new ones on. Try to remember that a little preventive maintenance now will give you more quality flying time later and some of these items are just a drop in the bucket compared to the cost of the engine overhaul.

I hope I have brought to light the do’s and don’ts of Lycoming engine overhaul in your Mooney. If you have any questions or comments, feel free to call me at my aircraft repair shop (307) 789-6866.


ALL AMERICAN AIRCRAFT www.allamericanaircraft.com

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830-885-5723 Fax: 830-438-4099

1999 M20M “Bravo” N67TF, 1275 TT, 34 SMOH (Crankcast AD) Garmin 500, Dual 430W’s, GTX 330, GDL-69A

1982 M20K “231” N1152K, 3410Tt, 1583 SMOH, 245 STOP (Dugosh), Garmin 430W, G696 (Gizmo), intercooler

1981 M20K, “231” N4006H, 3390TT, 629 SFOH, 347 STOP, Garmin 430W, intercooler, speed brakes, EDM-700

1985 M20J, “201” N57986, 2025TT, 25 SMOH (Air West), KAP 150, King Digitals, RNAV/DME

1994 M20J “201” N468S, 2075TT, 167 SMOH (West-ern Skyways), Garmin430W, EDM730, KLN90, WX900

1967 M20F, Executive, N6420Q, 3125TT, 498SMOH, 3 blade prop, Garmin 530, STEC30 w/GPSS

1982 M20J, N1160N, “201”, 3725TT, 1560 SMOH (A3B6), Garmin 430W, GTX330, Garmin 496, EDM830, GAMI

1966 M20E, “Super 21”, 2925TT, 851 SMOH, 3 blade, Garmin 430, Brittain, EDM700 Speed Brakes

1989 M20J “201”, N5254T, 2310TT, 802 SMOH, Dual Garmin 430W’s, EDM700, 93 gallons, new leather


INSURANCE

by John Allen, Falcon Insurance Agency • Kerrville, TX

HOW ADDITIONAL INSURED’S FIT INTO YOUR

POLICY

It is probably the most frequent endorsement request that we receive. Someone has asked to be included as an additional insured to your aircraft insurance policy.

It seems that every FBO, Airport, or training facility would like to have their name placed on the MAPA member’s aviation insurance policy as an additional insured. With the cost of insurance and the size of liability awards, it is not difficult to understand why there are so many wanting to share the MAPA member’s coverage without being charged for it.

To understand this request it is important to refresh ourselves as to the different types of insured’s. The policy breaks them up into two categories one being the “named insured” and the second termed “other (or additional) insured.

Named Insured

The named insured on the policy is normally the aircraft owner or possibly the lessee of the aircraft. This is the individual or entity that determines the amount of coverage that is required, orders the policy, and pays the premium. The named insured is given broad coverage under the policy and in turn has certain obligations to perform. Other entities may be added as named insured for specific reasons. It is required that the named insured have a proven insurable interest in the aircraft or some other acceptable reason for appearing as a named insured in the policy.

There is also a clause in most aircraft policies that states that not only is the named insured covered under the

policy, but also persons getting into, riding in, or alighting from the aircraft. This is called the “Omnibus Clause”. Also included as insured’s under these clauses are persons or entities that have been given permission to use the aircraft or are otherwise legally responsible for its use. The exception to this rule is that individuals or entities that are engaged in the commercial aviation business of training, selling, maintaining, or manufacturing aircraft are excluded from this coverage. The underwriters have taken the position over the years that individuals or entities involved in commercial aviation should provide their own insurance coverage.

Additional Insured’s

Should a person or entity not meet the definition of an insured as explained above, it will be necessary to endorse them specifically on to the policy. At times we find that our explanation of the “omnibus” clause does not satisfy the person or entity asking to be an additional insured. They want to see their name on an endorsement to be certain that the coverage exists. Other situations that might require an additional insured endorsement for an entity involved in the commercial aviation business require close examination and prior approval of the insurance carrier. If a person or entity does not meet the test of an “other insured,” they may ask that the named insured add them as an additional insured. Ultimately it is the named insured’s decision to grant this request or not, but to have it properly insured it must be agreed by the underwriters and they will question the benefit to the insured and determine if a charge is required should they agree to endorse the policy.

Coverage Limitations

In the past, insurance carriers have attempted to limit the coverage extended to an additional insured to the named insured’s operations only. The thinking was that the carrier would protect the additional insured for any liability brought on them by the negligent operations of the named insured only. That is the reason these endorsements read:

It is agreed that Mr./Ms. Smith is an additional insured but only in respect of liability arising out of the operations of the named insured.

That wording has worked in the past to limit the coverage to the named insured’s negligence, but recent court decisions have changed that and it is possible that this wording could be interpreted to mean that the named insured will be picking up the negligent actions of the additional insured as well. Also by adding the additional insured to the policy, the limit of liability on the policy could be shared with the additional insured in the event of a loss. That could leave the named insured out of coverage when they need it the most. So it is generally not a good idea to add another party to the MAPA member’s insurance policy unless there is a clear benefit to the member, and it is agreed by the underwriter.

When it is Worth it

One such example of a clear benefit is adding a training entity such as the MAPA Safety Foundation (MAPASF) to the policy. When taking the course MAPASF does request that they be added to the policy as an additional insured with a waiver of subrogation as do


★ MINNIS AVIATION★ AIRCRAFT / ENGINE’s & PROPELLER STC’s - MOONEY& CESSNA

AIRCRAFT STC’S • Mooney M20R & TN 310 BHP STC • Mooney M20S 310 BHP & GW INCREASE • CESSNA 206/207 TOP INDUCTION 520 & 550 engines -300 / 310 BHP • CESSNA T210-L, M, N & P210N TURBO NORMALIZED CROSS FLOW ENGINE

PROPELLER STC’S • MOONEY M20R, S & TN - HARTZELL - F7498 (TN TYPE “S” PROPELLER) • MOONEY M20R, S & TN - HARTZELL - N7605-2 COMPOSIT PROPELLER • CESSNA 180, 182, 206, 207, 210 & P210 – HARRZELL - 8068 & 7693

ENGINE STC’S

• CONTINENTAL IO-520-A, D, E, F & L CONVERSION TO IO-550-D, E, F & L • CONTINENTAL IO-520 & IO-550 CROSS FLOW HEAD (TOP INDUCTION)

IO-520-A, D, E, F, & L & IO-550-D, E, F, & L

Minnis Aviation LLC (678) 398-9781 Bob Minnis (678) 361-5696 Cell

E-mail [email protected] for information on these and other STC’s

other training companies such as Flight Safety International or Simuflite (CAE). This is an acceptable request as it allows MAPASF to provide training in the members owned aircraft without paying for additional insurance coverage and passing that charge back to the member. Normally, underwriters will readily agree to this request and promptly provide a certificate of insurance to verify the coverage. The underwriters feel this is a good investment as the additional risk is well worth the extension of coverage under the policy as MAPASF is known as an excellent training resource and it results in a better trained pilot.

If you have any questions about any issues discussed in this article, please contact your MAPA Falcon Aviation Insurance representative.


MOSAES BUCHANAN

MARK BURDICK M20G

BUY VAN BUSKIRK

JEFFREY CAMPBELL

DAVID COHENM20B

MARTY CRABDREE

RAUL DEL GADOM20F

CHARLES GEORGEM20C

STEPHEN HAMMACK

DANIEL LUBELLM20J

JOHN MENINGER

DAVID PRESTON SHORE M20F

ANDREW WALLIS

JOHN WEINSTEIN

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MEDICAL MATTERS

by Dr. Bob Achtel, M. D., Former Major USAF, Member FAAST Sacramento FSDO

ACUTE CEREBRAL HYPOXIA

John left California in his Acclaim S, bound for Tucson. At FL 200 he had picked up a 25 knot tail wind and he was “smoking”. The ride was smooth and the weather severely clear. John was wearing a rebreather mask with a built in microphone. The oxygen flow to his mask was adjusted properly and his pulse oximeter read a heart rate of 77 and an oxygen saturation of 93%. Life was good.

John is 68 years old and a bit overweight. He is on FAA approved medication for hypertension. John has 8000 hours as PIC. He learned to fly in the Air Force.

John was cleared to land. John was reducing power when suddenly he lost his vision in his right eye. John repeated over and over again “Don’t panic and fly the plane.” Then on short final his eyesight returned in his right eye.

John checked into a hotel near KTUS international. He would be home tomorrow and promised himself that he would see his doctor ASAP. John had finished dinner in the hotel restaurant. He tried to stand up but his left leg was weak and would not support him. It was time to declare an emergency. An ambulance was called. In the emergency room, John’s left leg had regained it’s strength and he was able to walk to and get up on a gurney. John had had a mini stroke called a TIA (TRANSIENT ISCHEMIC ATTACK). Most likely a clot had blocked blood flow to the right side of his brain (motor cortex) for less than 5 minutes. The earlier loss of vision most likely occurred because of a clot lodging in the artery (ophthalmic artery) which

supplies blood to John’s right eye. If untreated, John’s risk of having a full blown stroke in the ensuing 90 days were quite high.

CAUSE OF STROKES (CVA CERE-BRAL VASCULAR ACCIDENT)

The problem can start in the arterial blood supply to the brain, the carotid arteries. Cholesterol (oxidized LDL) in the blood burroughs it’s way into the arterial wall. The immune system responds by sending in inflammatory cells which go after the cholesterol and gobble it up. Over time a yellow streak can be seen bulging into the lumen of the artery. I have seen these streaks in the aorta of an 18 month old child during surgery. Over decades connective and elastic tissue and calcium are laid down as part of the healing process. They form a cap over the plaque which is partially obstructing the artery. Smooth muscle cells also migrate to the plaque and form a cap. The stuffed cells (macrophages) manufacture an enzyme which attacks the cap and it ruptures. A clot can be released which can then go to the brain where it lodges in an artery thereby cutting off the blood supply to the brain tissue down stream. Without arterial flow, after 5 minutes there is death of the distal brain tissue from hypoxia. This is called an ISCHEMIC STROKE. Meanwhile the ruptured cap may be located in a smaller vessel, like a coronary artery. A clot forms at the site which may totally block the artery. Heart tissue which is downstream dies and we have a heart attack (myocardial infarction).

CAN THIS DISEEASE PROCESS BE PREVENTED OR AT LEAST DELAYED--YES

If you are willing to alter your life style this disease process of atherosclerosis can be slowed down considerably.(TABLE #1). This table lists the risk factors over which we have some control. Cholesterol levels can be lowered by proper diet and medications (primarily the STATINS). Obesity and Adult Onset Diabetes will respond to weight loss as a result of diet and exercise. Hypertension can and should be treated. If placed on medication make sure it is FAA approved. The only thing that should smoke is the exhaust on your Mooney. The American Heart Association recommends 2.5 hours of aerobic exercise per week. I try to exercise for 30 minutes 5 times each week.

There are factors which we cannot control (TABLE 2).

SYMPTOMS THAT YOU ARE HAVING A STROKE (TABLE 3)

If you suddenly develop weakness in a limb, have trouble speaking or understanding others or develop a severe unexplained headache you MUST seek medical attention immediately. The clock is running and any chance of preventing permanent cerebral damage is being measured in minutes.

CONCLUSION

Obesity in this country has reached epidemic proportions. Each year 750,000 Americans experience a CVA.


Ninety one percent of adults have a total cholesterol of over 200 Mg%. Current guidelines are to keep your total cholesterol below 170 Mg%. If you do nothing to lessen your chances of a CVA your Mooney will miss you.

TABLE 1

FACTORS WHICH INCREASE THE RISK OF HAVING AN ISCHEMIC CVA WHICH CAN BE TREATED

ELEVATED SERUMCHOLESTEROL(LDL-C)LOW GOOD CHOLESTEROL (HDL LESS THAN 40)HYPERTENSION (BLOODPRESSURE OVER 130/85 MMHg)INCREASED SERUMTRIGLYCERIDES.OBESITY (MEN WAIST SIZE OVER 40”,WOMEN OVER 35”)DIABETESFASTING BLOOD SUGAR GREATER THAN 100 Mg%CHRONIC STRESSALCOHOL GREATER THAN 1 DRINK A DAY FOR WOMEN & 2 FOR MENSEDENTARY LIFE STYLECIGARETTE SMOKING

TABLE 2FACTORS WHICH INCREASE THE RISK OF A CVA THAT WE CANNOT TREAT.

AGE (MEN OVER 45 & WOMAN OVER 55 YEARS OF AGE)SEX (GREATER RISK IN MEN)FAMILY HISTORYRACE (GREATER IN AFRICAN AMERI-CANS, HISPANICS, ALASKAN NATIVES, AMERICAN INDIANS.

TABLE 3SIGNS OF A STROKE

SUDDEN WEAKNESS IN ARMS, LEGS, ONE SIDE OF FACE OR BODYTROUBLE SPEAKING OR UNDER-STANDINGSUDDEN VISION PROBLEM IN ONE OR BOTH EYESSUDDEN HEADACHE WITHOUT AN OBVIOUS CAUSENUMBNESS OR HEAVINESS IN LIMBS


MOONEY MAINTENANCE

by Jerry Manthey, MAPA Maintenance Instructor

Ask Jerry

QUESTION:How often are the fuel injectors on a Continental engine supposed to be cleaned?

ANSWER:The injectors should be cleaned the first 100 hours on a new or remanufactured engine and every 300 hours thereafter. Care should be taken when cleaning the nozzles. Nothing should be run through the calibrated orifice. Air pressure should be used to blow through the orifices and the screens after cleaning.

QUESTION:Each Continental engine must have the fuel systems “set up”. What do you mean by this?

ANSWER:The fuel system--fuel pump must be adjusted. A calibrated adjustable orifice and relief valve in the re-circulation path insures the fuel pump delivery is maintained proportional to engine speed. The high and low end of the fuel pump must be adjusted on the ground with calibrated gauges. Continental has a very precise set of procedures to accomplish this set up for each fuel-injected engine. The “set-up” procedure should be accomplished by a highly qualified F.B.O.

After speaking with many Continental engine equipped Mooney owners, I found that most of the Mooneys have never been “set up” or rechecked after leaving the factory. If properly accomplished, your Mooney will perform much more efficiently and will perform according to Mooney factory specs.

QUESTION:How often should I lubricate my Mooney?

ANSWER:Every Mooney Maintenance Manual contains a chart which specifies how often and what type of lubricants to be used. The majority of the lubrication frequency schedule dictates 100-hour intervals. The lubrication chart also

indicates each point and specifies the type of lubricant to be used.

Many of the Mooney’s I have inspected reveal a lack of lubrication and the wrong type of lubricants being used. The FAA under FAR 43 allows pilots to lubricate their Mooney under the preventive maintenance rule. The lubrication of your Mooney IS VERY IMPORTANT from the wear standpoint! A well-lubricated Mooney is much easier to fly. The cost for the lubrication project is minimal, requiring only a grease gun, lubricants and a set of old clothes! You will get dirty when lubricating your Mooney!

Most Mooney owners have their Mooney’s lubed at the annual, which is on an average of every 110 to 120 hours. I highly recommend all accessible lube points, without removing panels, to be lubed at least twice a year. There are two reasons for this--(1) your Mooney is a big investment! (2) parts are getting more expensive all the time and lubrication is a very good accident prevention method because when you are crawling around and beneath your Mooney, getting dirty, you are also LOOKING!!

QUESTION:I have a Lycoming 0-360-AID and you said that all engines should burn some oil. I change oil every 25 to 35 hours and may add a quart every other oil change. How much oil should it burn?

ANSWER:There is nothing in writing to specifically say that any one model’s engine should burn “x” amount of oil over a given number of hours. Oil lubricates and cools valves and cylinder assemblies. In actuality, the oil used by some engines is blow-by on the rings and will exhaust the crankcase via the breather and of course, there will be different amounts also burned in the combustion chamber of the cylinders on most engines. In both cases, this helps lubricate the cylinder assemblies.

One quart of oil used every eight to twelve hours is very good. The more oil used in less hours is, of course, not an ideal situation. Negative oil burn in between oil changes is rare. The best

scenario in this case is “if it isn’t broke, don’t fix it”!

QUESTION:How do I bleed the hydraulic flap actuator?

ANSWER:The Mooney Maintenance Manual, Number 104, Page 6-4, Item 7, gives a very precise procedure for bleeding the flap system. There are nine items to accomplish. Keep in mind there is a plug in the flap actuator that might help in these procedures.

QUESTION: I own a Mooney 231 and 252 and when I pull the engine cowlings I see several yellow rubber Adel clamps. Why are some yellow and some black?

ANSWER:The yellow rubber Adel clamps are made of special rubber to be resistant to oil and grease. Mooney has a Service Bulletin (SB) 20-80 that shows Continental SB 87-14. Both of the SB’s require that both clamps on the oil check valves for the turbo have these yellow clamps installed. The black rubber deteriorates very quickly and then the metal on the clamp chaffs the turbo check valves. In a very short time it will cause an oil leak. This in turn will cause an engine failure if the oil leak wasn’t discovered on the ground. So those pretty yellow clamps have a purpose and must be installed at the correct location (turbo check valves). I guess you could purchase all yellow rubber clamps for the entire engine, then we could be sure we had the right clamps at the right place. However, I don’t think you will like the price difference between the yellow and black clamps!

QUESTION:The two braces on the back of the nose gear assembly of my 1974 M20C have been dented by someone turning the nose gear too far. I estimate these dents to be about 1/8 inch deep. How do I determine if the damage is “within limits”?

“Can this be repaired or must the entire assembly be replaced?”


ANSWER:1/32 of an inch is the maximum allowable dent according to a Mooney published letter found in front of the Service Bulletins.

Call Laser Mods in Clear Lake, CA for an exchange nose gear.

QUESTION:I owned a 1966 M20E for four years. I average 150 flying hours a year and my prized aircraft has eaten three generators so far! I just had the fourth installed! Is this normal? The guy who sold me the plane said there is a spare generator in the luggage compartment. Carry it with you because you will need it! The old Delco’s are getting scarce. Is there an alternator retrofit? If so do you know of a shop experienced in doing the conversion and is it worth making the change?

ANSWER:This is not normal and it is well worth making the conversion.

First check mounting hardware for proper bolts, shims and nuts. The hardware parts are Lycoming and will be found in the engine parts catalog.

Check the engine generator mount for security and the lugs for wear and elongation. Check the pulley for alignment and wear. Alternator conversion kits are available on the after market.

QUESTION:How often should I change my oil filter?

ANSWER:Very simple--every time you change the oil!

Many times, over the years, while teaching aviation maintenance and turning the wrench, I have been questioned and challenged on my answer to this question. After a great deal of researching many aircraft and engine manuals to determine if there are indeed regulations or practices to support my answer, I found that in each instance they recommend filter changes with each oil change. Manufacturers checklists always recom-mend oil filter change with oil changes. Most articles written in aviation publications always indicate “oil fil-ter changes in conjunction with oil changes”. I could find no information or articles on oil changes indicating “oil

filters should be changed every other oil change.” Along with this information, I submit that in most articles written about internal engine damage, the damage was discovered as a result of inspecting the oil filter at oil change. In these cases, if the oil filter had been changed every other oil change, it is possible that the engine could have had catastrophic damage before the next oil and filter change!

An excellent publication put out by the FAA is AC No. 43-16A that actually documents problems of aircraft and engines. In most issues there are usually several cases cited wherein metal or contaminants were found in the oil filter during oil change. Further investigation revealed internal engine damage. It is doubtful whether these engines would have made it to the next oil change before stopping or coming apart. It is possible that the metal appearing in the oil filter would be there during the cycle when you DID NOT change the filter and hence maybe an engine stoppage in the air or even worse, disintegration! In MOST cases your oil filter will give you advance warning on imminent internal damage to your engine. Oil analysis is NOT A SUBSTITUTE for oil filter change. Oil analysis will not tell you when there is metal in the filter. Oil analysis is a very good tool but only when it is used along with changing the oil filter. My personal experience with oil filters has been that when I found metal during the oil and filter change, further investigation usually revealed there was internal engine damage. What better time to find out during inspection rather than during flight!

QUESTION:How often should I change flexible hoses?

ANSWER:Mooney maintenance manuals spell it out very clearly. Every seven (7) years or at engine overhaul. The Aeroquip 601 fuel hoses should be changed every 24 months. This is the recommended time limit. However, sometimes circumstances will dictate they should be changed more often. For example, you may park your aircraft outside on the ramp in the Southwest U.S.A. where ramp temperatures could reach well above 100 degrees during the summer, or the Northeast or Canada where winter temperatures reach well below

the freezing levels. Should this prove to be the case, flexible hoses may have to be changed more often.

The manuals are a guide and they recommend certain time limits based on normal environmental conditions. Environmental conditions in your area may have an affect on the condition of your flexible hoses and this may dictate how often you should change your hoses.

A very careful inspection of the hoses should be made at each 100 hour/annual inspection for condition.

If unusual circumstances occur, such as metal in the oil filter, overheating/fire in the engine compartment or chaffing, the hoses will definitely have to be changed ahead of schedule!

Remember, these are flexible hoses installed on your brakes and master cylinders that require a time change. There are two hidden flexible rubber hoses installed on the fuel system. They are located under the upholstery in the wing root next to the pilot and passenger. All fuel feeds through these two short hoses in a path to the engine. I call them the Piper Mooney fuel hoses!

All flexible hose assemblies should have a metal tag installed with the date of manufacture and part number.

FAA Publication AC No. 43-16A documents numerous leaks, accidents and even fires from old flexible hoses (in some cases as old as the twenty to thirty year old aircraft!)

Last, but not least, the really forgotten hoses are the ones on the vacuum systems. They are usually located under the instrument panel. In many cases they are only changed after a vacuum problem is discovered which, in turn, points to a leaking vacuum hose.

DON’T FORGET the hoses on the auxiliary vacuum pump in the rear fuselage! The P.C. systems have many vacuum hoses also. They, too, are a source of leaks when forgotten.

Don’t let your Mooney be the subject of an article in FAA NO. 43-16A where a broken hose, because of old age, causes an accident! Remember, our Mooney’s don’t notice OLD AGE, just some of the hoses do! Have a safe Mooney maintenance flight!!


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M E R R Y

C H R I S T M A S

FROM OUR FAMILY TO YOURS

AND HAPPY NEW YEAR TO ALL


RE: What’s up with ADS-B by Brian Lloyd, October LOG

10 November 2014

Mr. Trey Hughes

Director: MAPA

Trey, excellent article by Brian – provides a lot of information. A minor nit – the R in ADS-R stands for re-broadcast not repeater.

While everything is possible with technology and regulatory require-ments, I would not hold my breath for a portable ADS-B Out solution because:

A transmitter is required with a strong enough and reliable signal along with reliable power supply. The power requirements will be much higher as compared to a receiver.

Would probably require external antennas – one for the WAAS GPS and the other for ADS-B UAT communications – transmit and receive.

The UAT-Out solution would also need to interface with the transponder since both must transmit the same transponder code.

(BTW – I have not seen any portable ADS-B out equipment, maybe Brian has better information than I do.)

The next logical question is: How does this affect the MAPA community?

The specific issue that is causing headaches are owners of non-WAAS G1000 equipped Mooneys. What I don’t know is how many Mooneys are affected by this.

There are two pathways – none of them good at this point.

Upgrade the GTX33 transponder to a GTX33 extended squitter transponder and upgrade the GPS’s to WAAS GPS’s. This pathway requires Mooney to provide the solution and not Garmin. At AirVenture 2014, I was told that maybe there will be a Mooney solution sometime in 2015 with cost TBD – I’m guessing quite high.

Go with a UAT solution – for example using the Garmin GDL 88 with the internal WAAS GPS. This would not involve Mooney but the GDL 88 (at this time) does not “talk” to the G1000

effectively negating the ADS-B In functionality. Apparently new software from Garmin would be required, i.e. additional cost. Additionally by not providing WAAS GPS capability, this option will not allow shooting LPV, LP, LNAV/NAV and Garmin’s own LNAV+V approaches. This option also would not be appropriate for Mooneys flying in the flight levels as the transponder solution is required.

There are many articles that address upgrade paths – but none that I have seen addresses the non-WAAS GPS G1000 conundrum.

Thanks,

Luca

Luca F Bencini-Tibo, ATP/CFII Weston, Fl

M20R owner

Thanks Luca for your response and insights on ADS-B implementation and issues. Look for a solution to the non-WAAS G1000 problem very soon from Mooney ED.

From: Cathy Ahles [[email protected]]Subject: Hypoxia Hi Trey: I received my October MAPA Log this a.m. and was very excited to see your editorial on hypoxia. It’s extremely informative, and I was most interested in the situation you described with Lela. Fred and I experience exactly the same thing. He flies, I snooze, and we joke about his stories boring me to sleep after 33 years of marriage. As I described to the group at the Mooney Summit, on the way there, after an hour at 12,000 ft., I checked my blood oxygen and was astonished (horrified, really) to see readings of 77-78%. By definition that’s severely hypoxic, and I quickly donned oxygen. On the way home, I decided to repeat the experiment but waited only about 20 minutes at 11,500. Again, I got readings below 80%. As you note in your article, after putting on oxygen it took but 10-15 seconds to feel significantly better, and I enjoyed the flight – awake – the rest of the way home. Since I was paying attention, I

noticed that the sky looked bluer and the ground, greener.

There are other implications. One of them is pets. Whenever possible we take our dog, proud of how well-behaved she is in the plane. Now I understand that, like me, she’s hypoxic! At Sun ‘n Fun this year, we bought her an oxygen hood, to the great amusement of everyone at Premier. We’ve not had to use it yet, but our plan was to put it on Lily when we have to briefly pop up to higher altitudes clear weather, as well as during sustained flight above 14,000. From now on, she’s going to don oxygen when I do, and that may be 10,000 feet. As a side note, I tried to get a reading from her paw, ear and tail. No joy. If you haven’t done this recently I bet the readership would find a story on pet safety informative. Another implication is incapacitation of the pilot. Because both of us are in our 60’s, I’ve begun to contemplate the possibility of having to land the Mooney myself should Fred become incapacitated. If I ever had to take over from the right seat, with an on-board health emergency and all that stress, I better be sharp as a tack. I just thought I’d share some of these thoughts. Your experience matches what I hear from many flying spouses and I’m glad I could help shed a small amount of light on the subject for the non-pilot passengers in the MAPA family. Look for a follow-up in a future issue of the LOG on external things like carbon monoxide poisoning that can induce hypoxia at even lower altitudes. Your experience with your pets was something I had not considered and I think that you should write an article for us about your experiences and solutions. I’d be happy to publish it. ED.

LETTERS TO THE EDITOR


February in Florida. Sunshine and Flying. It doesn’t get any better! We will return to Fort Myers, Florida (Page Field) for our next pilot proficiency program – February 6-8, 2015. What a way to start a New Year!

At this program many pilots take advantage of the site by bringing their families along to enjoy a midwinter vacation. Our training airport is near the massive ecosystem called the River of Grass – better known to us as the Everglades - a natural environment that teams with countless species of birds, animals, flora and fauna. It is also located near Sanibel and Captiva islands – known worldwide by shell collectors. At the museum you will visit the Great Hall of Shells and learn the role that shells have played in ecology, medicine, literature, religion, art, architecture, and as a source of food. Then you may wish to visit the Imaginarium. There you will experience your world by touching a cloud, or feeling the force of a hurricane or encountering a thunderstorm, and view the 60 interactive exhibits and the live fish, sharks, turtles, swans and iguanas.

Perhaps you will wish to be a bit more active. Have you tried an airboat ride through the Everglades? It is an event to be remembered. Then, on the other hand you may wish a more leisurely pursuit. Advertised as Southwest Florida’s number one tourist stop is the Giant Flea Market. There you can treat yourself to a festive atmosphere as you stroll through hundreds of bargain-packed booths. If not totally exhausted you can move on to upscale shopping at the Miramar Outlets and the Bell Tower shops.

Remember, that this mid-winter program is a favorite for our pilots. The temperature in February in Florida is ideal – daytimes in the 70s and nighttimes in the 50s. As most of you know, the Snow Birds are in residence during the winter months and hotel rooms are at a premium. On your behalf we have planned ahead. We entered into a contract with our headquarters hotel two years in advance. This enabled us to negotiate fabulous rates for you. However, the headquarters hotel wants reservations in as soon as possible as the general public will be willing to pay much higher rates for the rooms. Our available slots will fill up quickly. I urge you to make your reservations early and avoid being disappointed. Do it now! If another event preempts your attendance at this program, it will be much easier for you to cancel this program than to try and make a hotel reservation the days preceding the program.

As all previous pilots who have trained with us are aware, our instructors are Mooney-specific instructors, and many of them own their own Mooney airplanes. It is no coincidence that we love Mooney’s as much as you do.

On my most recent application for airplane insurance, I was required to respond to the following questions: (1) Last Instrument Proficiency Check; and (2) Provide a Certificate verifying Annual Recurrent Training in Your Airplane. The program in Fort Myers will satisfy these requirements. At the completion of the program, each eligible pilot will be endorsed for a flight review, instrument proficiency check, and will receive FAA WINGS credits. Pilots will also be awarded Certificates of Successful

Completion of a Mooney specific recurrent training program, which they can present to their insurance agents prior to the anniversary dates of their policies. These documents should prove helpful as each of you negotiate for a favorable premium on your airplane renewal policies. Another national aviation insurance carrier states “If all pilots approved to pilot their aircraft take annual refresher training – or participate in the FAA pilot proficiency award program – please make sure that their insurance agents or brokers know of this and tell us about it when renewing their policies.” Your reward will likely be a reduction in your insurance premium.

Our FBO, The Aviation Center, has constructed a new facility, with exceptional amenities and an expanded parking ramp.

Please check our website for more information about our organization at Mooney Safety Foundation. Once again, I encourage you to make your reservations early. Shake away the Winter Blues. Complete the registration form in this magazine and mail it, together with your check to:

MAPA Safety Foundation, Inc., 1885 Airport Loop Rd. Suite 100, Kerrville, Texas 78028. If you have any questions, you may call MAPA at 830-315-8008 and speak with Lela Hughes; or you may call me directly.

Safety Is No Accident

PILOT PROFICIENCY PROGRAM

FORT MYERS, FLORIDAFEBRUARY 6-8, 2015

BY TED CORSONES


CALENDAR OF EVENTS

LET’S DO LUNCH

Florida Lunch Group

Future Dates and locations of our lunches are as follows:

We meet at 11:30 a.m. on the second Saturday of all events. Please contact Dave at [email protected] or 352-343-3196 if possible before coming so the restaurant can be given an accurate count. Or by the Thursday night before for last minute changes if you are not on my e-mail list.

Dec. 13 Punta Gorda (PGD)

Jan. 10 Leesburg (LEE) EAA Chapter 534 will cook our lunch, then we will provide rides to and from our house where we will be running model trains in the back yard.

Feb. 14, Bartow (BOW)

March 14, Fort Pierce (FRP)

Discussion Forums for Mooney Enthusiasts

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

Mooney Ambassadors--Share the Passion!

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

Dec. 6th, Oceano Airport Toys for Tots, Oceano CA (L52) Point Person: Jolie Lucas Join us for our an-nual Toys for Tots event in cooperation with the US Marine Corp. Make a child smile for Christmas.

New Jersey Mooney Pilots Group

The New Jersey Mooney Pilots Group was founded to bring together owners and pilots of all vintages of Mooneys in the New Jersey, New York, and nearby region. We schedule frequent fly ins at various desti-nations, plan events, and promote general aviation in our community. Our membership is continously growing as more mooniacs join our ranks. If you fly a Mooney out of New Jersey or nearby states and would like to be on our email list to be alerted of our upcoming flyings, go to our web site at http://NJ-Mooney.com


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By Larry Marshall, MD, AME, HIMS SPECIALIST

CLOSED HEAD TRAUMA & THE FAA

In completing the 8500 form, questions regarding loss of consciousness or altered level of consciousness can be the result of closed head trauma, and this can be very concerning to the FAA.

Many neurological issues can occur from head injuries. Over 70 percent of individuals who are involved in automobile accidents and at least 50 percent of all major trauma, excluding burns, involve head injuries. It is estimated that 80 to 90 percent of persons with head injury have mild trauma. It is also estimated that 10 percent of all persons treated and who recovers from mild to moderate head injuries had about 10 percent of continuing need for medical care services as a result of their head injury. Approximately 500,000 hospitalizations and 75,000 deaths per year are due to closed head trauma. Many issues related to closed head trauma can be neurological, cognitive, behavior, and psychosocial. Males are affected three times more often than females.

Head injuries can be divided into mild, moderate, and severe. Mild head injury usually results from no loss of consciousness, amnesia, or abnormality on a physical exam. If there has been unconsciousness for any reason, it’s usually less than 30 minutes, with amnesia less than one hour. Moderate head injury, unconsciousness for more than 30 minutes but less than 24 hours, amnesia for more than one hour, but less than 24 hours. MRIs or CAT scans may reveal a collection of blood in epidural spaces of the brain that are resolved without surgery. Severe head injury results in unconsciousness or amnesia or a combination of the two exceeding 24 hours in duration. This can also result in depressed skull fractures with fragments into the brain, penetration, trauma, lacerations, contusions of brain substance. There usually is focal neurological signs with hemorrhage

and bleeding. There also can be central nervous system infections, like meningitis or abscesses up to six months of a head injury. Severe head injury can also result in post-traumatic seizures and lack of higher central nervous system functions or personality disorders.

As you can probably understand the FAA’s concern regarding the severity of head injury in a pilot. There are many adverse consequences resulting from a head injury that can affect one’s ability to fly and the FAA, as well as the U.S. military, has done extensive research on closed head trauma related to residual brain damage. One of the most important symptoms noted is the post-traumatic amnesia (PTA), which is the interval from the moment of injury to some point of recovery.

The post-traumatic amnesia that is more than 24 hours places the individual at greater risk of severe brain damage and also of traumatic epilepsy.

If one has a seizure after a closed head injury, there is a 25 percent probability that he will have more seizures. If there is a bleed into the brain from a closed head trauma, that increases the risk to 35 percent for a seizure. When seizures do occur, 50 percent of them will occur within six months, 75 percent of seizures will occur within 12 months, and 90 percent of seizures will occur within two years.

The risk of traumatic epilepsy from head injury is substantially reduced if two years have elapsed after the head injury, and there have been no seizures. Studies have shown that 25 percent of those individuals will develop traumatic epilepsy many years after the injury. If an air crew member has taken a prophylactic anticonvulsive medication, he would be ineligible to fly until it has been withdrawn and

he has been seizure free for at least six months.

In traumatic head injuries, the part of the brain most vulnerable to damage are the frontal and temporal lobes. The cognitive test for judgment, memory, high abstract reasoning, mental flexibility are largely mediated by these parts of the brain.

Mild intellectual deficits may be missed on the detailed neurological exam and a good neuropsychological assessment, combined with reports from prospective relatives or friends, may be the best tool for detection of a brain injury.

In review of the data from the military, without much detail, in summary, it appears that the civilian world parallels the military in symptoms and also FAA policy in dealing with these issues. Applicants with mild and moderate head injury and a seizure within the first week must have at least two years’ recovery off medications. If a seizure occurs beyond the first week that the airman suffered a severe head injury, the airman should be five years seizure free off medications prior to any consideration. If the airman has intercerebral hemorrhage or bleeding or brain contusion, even though there has been no seizures, they are not considered for medical certification for five years. This is due to the increased likelihood of seizures in such circumstances.

In my review of the literature, it is apparent that depending on the type of medical certificate one is applying for determines the approach the FAA likely will take regarding closed head trauma. It has been explained to me that as a solo pilot in a single engine aircraft, there are risks involved with a history of closed head trauma. In commercial operations where there are two pilots, there is also great concerns especially with prodromal


periods or warning periods of seizures, headaches, clouded sensoriums, or loss of consciousness that there may not be enough time for the second in command to obtain the controls. (You can understand how it is more critical when flying many passengers around on a first class medical than out flying yourself as a private pilot). The requirements are tighter for an **ATP pilot. There are a few symptoms that can occur either before or after a closed head trauma would be near syncope, syncope, fainting, dizziness, light-headedness, tunnel vision, cognitive dysfunctions, ability to comprehend, and, as mentioned above, seizures and loss of judgment.

Likely, you can see the implications of the above in driving a car or flying an airplane. The FAA wants to be reassured that there is no risk to public safety after report of closed head trauma or syncope. Much of this is under Title 14 C.F.R. 67.113, 67.109, and C.R.F. 2009.

A loss of consciousness is disqualifying under medical standards. Dizziness or fainting, one or two episodes of dizziness or fainting, may not be disqualifying. For example, dizziness upon sudden arising ordinarily is not a true dysfunction. Likewise, the orthostatic faint associated with moderate anemia is no threat to aviation safety as long as the individual is temporarily disqualified under the anemia until the anemia is corrected.

Episodic disorders or dizziness or equilibrium, however, are another matter and require careful evaluation and consideration by the FAA. Benign positional vertigo or acute labyrinthritis may not be disqualifying if the applicant has totally recovered.

An unexplained disturbance of con-sciousness is disqualifying if the cause of the disturbance is explained and a loss of consciousness is not likely to recur, then a medical certificate may be possible.

Some of the above is left to the discretion of the AME at the time of the medical examination. If the pilot has any of the above disorders, it is likely a good idea to make an appointment prior to his examination and discuss details with the AME. Information that the AME may request will be very helpful for the pilot to obtain his medical promptly and reassure the FAA

that all is well or to establish a criteria for deferral for future special issuance of his medical. Electrocephalogram, brain imaging, MRIs, carotid doppler ultrasounds, comprehensive cardiac evaluations to only name a few tests that may be needed. Events leading up to the syncope, a narrative is always helpful in one’s own writing.

I personally find the medical consequences of closed head trauma to be a very grey zone with the FAA. A very proactive AME who can reassure the FAA that all is well can be very helpful. As mentioned above, the AME needs information from the pilot. It is best to obtain that prior to the exam. Closed head trauma is common. With our aging pilot population, unfortunately people fall. It has been my experience in medicine that people do not have to fall very far to create closed head injuries and severe complications of closed head injuries. It appears that a lot of pilots who had a closed head injury with loss of consciousness and amnesia in the past assume that now all is well. If it’s well with me (the pilot), it’s well with the FAA. Not necessarily so. From the data and information provided in this article, you can see that unfortunately many pilots can be unpleasantly surprised.

Be prepared. Bringing too much information at the time of the exam is never an issue, even if it is six inches thick. Most competent AMEs can review the information and use what is pertinent. As a layman, you may not know what the AME or the FAA needs. We hope that the above concerning closed head injuries has been informative and in some way may help you or a fellow pilot friend with an issue to obtain your medical or maintain your medical.

Please feel free to call or e-mail if you have any questions or concerns. If we’re busy, we’ll get back with you.Larry J. Marshall, M.D., AME 20547, HIMS 619-443-3843e-mail: [email protected]

MERRY C H R I S T M A S

AND

HAPPY

HANUKKAH


Southwest Texas Aviation, Inc. Serving Mooney Owners Worldwide for over 28 years!!!!

(800) 749-SWTA•ServiceParts•Maintenance•Inspections•Repairs

[email protected]

SanMarcos,TexasMunicipalAirport:KHYI


Myrtle Beach, SCOceanfront home, by Mooney owner, 3 BR, solarium, 2 B, oceanfront gazebo & deck, legacyproperty.net Mention MAPA for discount. 843-448-3097 Karole Jensen.

Put-In-Bay, OHPut a Little Island in your life. Beautiful Private Single Family Home Pilots Fly into Put-In-Bay Airport (3W2) Our home is just across the street from the runway. Located right on Beautiful Lake Erie/3 bedrooms; 2 baths; completely furnished. No smoking; No Pets; Seasonal rent only from Memorial Day thru Labor Day Call: Ron Borchert at 330-659-9664 or 216-701-5252. MAPA Discounts. [email protected]

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

Martha’s Vineyard4 Bedroom 3000’ private home overlooking Vineyard Sound. East Chop residence has fireplaces, balconies, full kitchen, 3 bath, oil heat, walk to pristine public beaches town of Oak Bluffs. References and security deposit required. MAPA members only: May, $6000/wk; June 1-15, $7000/wk; June 15-Sept 15, $8,500/wk. 847-234-1627, E-mail: [email protected] Books up quickly! Barry Carroll

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

San Diego, CABeautiful San Diego Apartment just minutes from airport,museums, Sea World, & beaches. This cozy & quite 1 bedroom apartmentis nestled in the heart of Balboa Park. A large deck patio with treesoverlooking a delightful canyon, walking distance to golf. dining, andshopping. Call Jim Abraham 602-570-1362

Sanibel Island, FL25 minutes from Ft Myers (KFMY) Page Field to a ground floor 2 bdrm 2 bath tropical paradise condo that sleeps 6 people. Overlooking beautiful garden only steps from heated pool or one of the best shelling beaches in Florida. Rates and any questions - [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

FOR RENT-ALASKAFlying to Alaska? Apartment/Hangar located PAUO (Willow AK) great fishing, sightseeing, hiking and flying. 4400 ft hard pack gravel runway with paved run up areas. Near Denali National Park, easy drive or flight to Anchorage, Homer, Fairbanks, etc. Daily rent $120, or weekly $700 car available for reasonable daily rent, apartment is rustic but clean, warm and dry. Fuel on airport. Randy 907-441-9252 mention you are a MAPA member.

Advertise Your Vacation

Spot!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.

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.

Fantastic Vacations for Mooney Owners


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 & 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. Com-mercial Classified rate is $5.00 per line including address; $30.00 minimum charge. All classified ads must be received by the 10th of the month preceding this issue, i.e. June 10, for inclusion in July issue.

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

CLASSIFIED

“AIRCRAFT WANTED”Mooneys, All Models!! Run out ok; needing P&I, radio upgrades ok; fast discriminate transactions on your ramp, 20 years experience/references.Jim Cardella 760-803-3093 email: [email protected]

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

LASAR FREE WEB SITEList Your Mooney for sale free at www.lasar.com form 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] – “like” us on facebook!!

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] .

PARTING OUT 1967 M20FExtremely low time, highly modified air frame, parts include but not limited to complete 201 panel, one piece belly, cable operated speed brakes, fully adjustable lumbar seats with head rests, tail assembly, and most parts in between. Parts located in Michigan. Contact Tom Kobe 863-227-5339.

1986 M20K ROCKETMooney 252 Rocket conversion for sale. 4572 TTSN, 1146 SFRM engine installed in April 2001. Turbo-wastegate controller-propeller and governor were overhauled at that time, 3 blade full feathering McCauley prop, 420 SPOH, GNS530 WAAS certified, KFC150

autopilot, altitude hold and preselect, JPI EDM730, Shadin fuel flow, GDL69 data link, dual glideslope, PM2000 intercom 4 position, front seats both hardwired for Bose, extended range tanks (104.6 usuable), resealed by Weep No More in 2006, built in oxygen, speed brakes, GAMI injectors, electric standby vac, heated prop, new paint, interior and windows in 2004, Midwest aircraft, all maintenance and annuals by Willmar Air Service (authorized Rocket service center) in MN, Fresh annual Oct. 2014 and Pitot/static done in July 2014. $149,900. Complete and detailed logbooks available in electronic format upon request. Call Tim Linquest 612-220-3963 or email [email protected] for photos and copies of last 5 years annuals email me [email protected]

FOR SALEHoskins 14V Used Strobe Power Supply #701295-3A in working condition, which I removed from my 1979K. If interested, please email me at [email protected] Graminski

1981 M20J 20124-1161, N1003F, 3063 hours, 1099 SFOH, 85 SPOH- Sept. 2009, Annual


due Nov. 2014, IFR. This low time 201 has been hangared in the Midwest and maintained by a Mooney specialized service center. It flies well and all avionics are in working order. A solid IFR platform. Tanis engine pre-heater, dual yoke mounted PTT, electric trim, autopilot disconnect, vacuum gauge, wing fuel sight gauges, standby vac. Garmin GNS 430W, KY 197 Century Autopilot with S-Tec altitude hold and ILS coupling-King KCS55A HSI, KT76A transponder, KMA 24 audio panel, KNS80, King KR87 digital ADF with remote indicator and flight timer, dual glideslopes, 3M WX10 stormscopes, JPI EDM 700 engine monitor, vertical compass card, updated panel lighting for night flights. SB 208 compliant, SB282 compliant. $89,900, Douglas Chyatte 610-937-9372, email: [email protected]

1986 M20K 252TSEN387WB, 25-1055, 3200 TT, 120 SMOH by Victor Aviation Limited Edition II to new limits, 10% workmanship warranty until December 2016. Pro-rated warranty until December 2021, 120 SNEW de-iced prop. Dec. 2011 firewall forward overhauled, new prop, shock discs, tires, brakes, and windows. This Mooney is squawk free and ready to fly with a full engine warranty until Dec. 2016. Garmin GNS 530, KFC 150 AP w/Flight Director, KAS297B altitude preselect/vertical speed select, KCS55A slaved HSI, KX165 w/ILS, KR87ADF, KLN88 Loran, KT76A transponder, KMA 24 Audio panel with 3 LMB, Flightcom 403 intercom, WX10A stormscope, Insight GEM610 Engine Monitor, Arnav FC10 Fuel Flow, too many items to list send email for more info. $161,900, located 57D Paul Boak 248-318-8849, or email: [email protected]

1/3 SHARE IN ’91 BRAVOBased at KADS. This aircraft is a rare find and has the Ovation interior Mod. TKS, Full Garmin panel, Garmin 500,520.430. Fully loaded with too much to list. Call for details and specs. Marlon Lewinsky TX 214-876-7169

1981 M20J1750TT, Engine 230TT SFRM, KX197 Comm, KX155 Comm/Nav, KT76A transponder, KR87 ADF, KMD150 GPS, KNS80 R-NAV, KMA24 Audio panel, NSD 360A slaved CDI, WX10 Stormscope, PS1000 II 4 place intercom, Hoskin FT101 Fuel Totalizer, KMD 700 engine analyzer, Century 41 autopilot with alt.

hold, Stby Vac, Speed Mods, Electric trim, Leather, Fuel tanks resealed 2012, Richard Cunningham, IL 309-642-0256

MOONEY ACCLAIM EXTERIORLIGHTSOriginal strobe and Nav lighting equipment removed from a 2007 Acclaim just replaced by LED lighting. Includes 3-point high-intensity original equipment wingtip and tail STROBE LIGHTS with high-voltage power pack plus wingtip POSITION/NAV LIGHT units. Undamaged, perfect condition. Only one set available. All Mooney factory equipment as originally installed. Inexpensive way to repair wingtip damage, failed strobe components or to have as a shelf spare. $395 with free shipping. Email: [email protected]

1965 M20CTT4560, SMOH340, In/Out 7/8+, IFR cert., new instrument panel, IFR KLN94, KMA24 marker, KX155, ILS Nav/Com, KY97A dual comm., AT150 transponder, King ADF, GPS/NAV head, JPI engine analyzer/fuel flow. Monroy Traffic monitor, Inst. Ring lights, digital tach, Sky-Tec starter, SMOKE system, 1 piece WS, wingtip ext. strobe lights, speed mods, new plastic/carpet interior. New circuit breakers, resealed fuel tanks, new donuts, Johnson bar, hangared, annual Jan. 2015, $64,900. Wayne Baker, 931-337-9282, TN, email; [email protected]

1978 M20J N201YLTT1982, 274 SMOH, US Navy Captain, Naval Aviator & professional pilot the only owner. Purchased directly from factory, excellent condition, always hangared. IFR instruments, red leather interior, Paint & Interior like new. Chrome spinner, tanks stripped and sealed 2008. “Mattituck Red Gold” overhaul 2002. Garmin GNS 530, Glideslope, Aeronetics 8130 HSI, Garmin 340 ann., Collins transponder, Century 11B autopilot, King 62 DME, Collins Nav/Com, Avionics 4 cylinder EGT/OAT, Elect Trim, Alt static, aux power unit cable, ADF650 TSO, Innovations FM/AM radio, IFR qualified, 4 place intercom, sheep skin covers, fresh annual 05/01/14, all AD/s completed. No corrosion, best offer, contact Jim or Agnes in OR 503-647-0162 email: [email protected] photos by email

1968 M20FN3470N, S/N 680065, TT2,799, 635 SMOH, 62 SPOH, new prop control & hub 12/08, Elec gear, O&N Fuel

Bladders, IFR, Garmin GNS430W, King KX155, PA Eng. Intercom, new carpet/armrest, nice paint/upholstery, hangared, current owner past 30 years. Asking $59,500 KY Stew Byrne 502-339-7426 email: [email protected]

COVERMooney Standard Cover made by Bruce’s Custom Covers. Excellent condition. It would fit most Mooney models. $245+shipping, includes a fabric case. Gary Jones 360-751-0143.

1977 M20J1902 TTAF, SMOH 158, (2) KX170B, KT76A transponder, KR86 ADF, KMA 20 Audio panel TSO, Encoding Alt, Century 11B Autopilot, SBA400 Sigtronics intercom TSO, new Battery, vac pump. Electric Fuel Pump, Tanks resealed, Fresh annual 8/1/14, owned & hangared at PVT Airport MN since 1979, red leather interior, white exterior trimmed Maroon, Very clean in & out $72,500 (pictures available) Richard Molnau email: [email protected]

AIRCRAFT TUG WANTEDLooking for EZ-Go tug. Running or not, any condition. Please call or email Ron Borchert 216-701-5252, email: [email protected]

1977 M20JN201TG (Total Garmin) S/N24-0136, TTAF 4924, 856 SMOH, 219 SPOH, 98 STOH/w all new cylinder assemblies, last annual 3/2/14, IFR cert. until 11/1/14, maintained by Mooney Service Center. All Garmin avionics: GNS 530 WAAS, GNS430, (2) GI-106 ILS/GPS glide slope indicators, GTX330 transponder w/Mode S traffic, GMA 340 Audio Panel, autopilot STEC55-Xw/alt. hold & glide slope coupling, JPI Fuel Scan 450 fuel computer, all over $45K when installed. Also, new tires full cover w/cowl plugs, gust lock, Sky-Tec starter, Gel battery, fair leather seats/paint. $92,500 OBO please email: [email protected] for photos and additional information. Terry Carlson 405-694-7011 OK

LEASE YOUR MOONEY5,000 hour pilot 3,500 in 231’s, 1,500 in Meridian’s and Bravo needs to lease Bravo/Acclaim, from mid-July to mid-September anticipate around 20 hours of flying total. Have hangar at KONP, Newport, Oregon, contact Steve Schuster OR 425-829-6576 or email: [email protected]


FOR SALEGarmin 400W new in box with new antenna. Bought as a backup for my panel-decided to repaint instead. Contact Brad Spires, [email protected] cell 775-721-2199 $5,000 includes shipping.

FOR SALEMcCauley Prop with Boots and backing plate, Serial Number 000654, Model Number 2A34C41, new condition but no log book. Removed for three blade conversion, Fits Ovation, best offer, plus freight. Ballard Jones email: [email protected]

1968 M20FN333MT, S/N 680142, TT3150, 825 SMOH, 50 hrs since new Scimitar Prop, Factory Elec Gear. No Damage except gear up 1975, same owners since 1971. (Bought Ovation3) Collins Microline, everything works except ADF. IFR due 6/15. Useful load 1021. Many speed mods. Equipment list sent on request. $62,500 Marvin Torme email [email protected]

1968 M20G StatesmanN6913N, TT3670, SFRM 30 hrs., new Hartzell 3 blade prop 30 hrs., annual 10/13, new windscreen, upholstery 2010, KX170B Nav Com w/Localizer, KX170A, King KLN90B GPS, KT78TSO transponder Mode C. Hangared, Logs, Clean Sturdy and Smooth. $42,000 Jose Garcia 361-729-1333.

1986 M20K 252Low Time!! N252RK, SN 25-1094. TT1090 Continental TSI0 360-MB1, SMOH 289, King HSI, 297B, KNS 80 RNAV, 196 TSO COM/165 TSO NAV-Com, KLN 90 GPS/KN64 DME, KT 76A transponder, KR87 TSO ADF, KFC 150 autopilot w/flight Director, S-TEC yaw damper with trim, WX-10A stormscope, Hoskins FT101 Fuel Monitor, Intercom, 02, Prop De-Ice, Standby Vac, Speed Brakes, 2 alternators, always hangared, dry climate bird, no damage history, moving up to a Bravo with TKS. This is a fantastic bird, fast and economical 170 KTS @ 11-12 GPH. Paint is nice, no crazing on windows, fresh annual. Price: $135,000 for MAPA members only. Contact Robert Richard, FL 786-581-7225.

1992 M20M TLS-BravoS/N 27-0136, TTAF 1950, due for annual inspection and Pitot static/transponder check, all AD’s complied with last annual. Engine Lycoming TIO 540-AF1B(Bravo Engine Mod)

serial number L-9356-61A, new turbo charger installed 2012 @1900 hours, compression 78/80# on all cylinders during last annual, McCauley 3 blade TT 750, Aspen EFD 1000 PDF with XM weather receiver, Garmin GNS 530W certified for enroute, terminal and GPS precision approach mode, JPI EDM 701, KFC 150 2 axis autopilot w/rate of climb, speed brakes, engine oil pan pre-heater, radar altimeter, oxygen tank (inspection due), prop de-ice boots, RNAV 81, Redundancy -2 alternators, 2 batteries, 2 vac pumps, standby AI. David Jones owner, being sold by Michael Hincheliff 501-733-0550

1989 M20M TLSS/N27-0028, 1441.3 TTAE since new, 88.3 STOP, 1065.0 SNEW Propeller, King KMA-24, Garmin GNS530, KX155, KN64, KT76A, KR87, KFC150 w/preselector and CWS, KCS55, WX1000, Artex 406 ELT, Hoskins FT-101A, speed brakes, Bose, 02, dual alternators, hot prop. Gear up landing 1992 at 376.0 TT. Repair detailed in logbooks. Call Bob 575-430-3333, or email: [email protected]

1979 M20K 2311750 TTAE excellent condition, one owner, former USAF pilot, always hangared @ PIA Metro, 3 new jugs @ approx 900 hrs, complete logs, AD’s complied with, R&B accents on white/black leather. All King avionics including, but not limited too, KFC 200 autopilot, KNS80 RNAV, K192 COMM 1, K170B NAV/COMM 2, K176A transponder, KR 85 ADF, KMA 20 mixing panel, built-in 02, Aux power panel, elect trim; more. Priced to sell $57,900.00 Photos by mail, Gordon Hoffman IL 309-688-2389

1967 M20FN3288F, 5,855 TT, 1,615 SMOH, 1,134 SPOH, 3-since Eddy current inspection, Brittain B-5 A/P w/Alt., KX155, KX155 w/GS, Foster 500 Loran, Garmin GTX320A Xpdr, Narco ADF-31, Horizon P-1000 Digital Tach, Ives Auto-Vac 2, Insight Strike Finder, Tanks resealed, new side windows, manual gear, original paint & interior in poor condition. Fresh annual March 2014, NDH, All Logs, Has served me well since 1983. Update it or fly it IFR with confidence as-is. $29,000. Bob Barnett, CT, 860-627-0071 or email: [email protected]

1991 Mooney TLS BravoNDH, 1839 TTAE, 200 SOH Prop, Original paint & interior and Silvercrown avionics, LR tanks, Owner

since 1996, Well maintained, always hangared. $123,500 Robert Jetmundsen GA 404-867-2983

¼ Share in 1979 M20KI’m selling my ¼ share in a 1979 M20K 231 based at KBJC. TTAF:5,000, SMOH: 150, Garmin 430W, Avidyne EX600 w/XM weather, HSI w/coupled autopilot, new audio panel, EI analyzer, speed brakes, large 02 bottle. Good interior and paint. Annual completed Feb. 2014, Asking $29,500. Mike Mayfield 719-440-9836 or email: [email protected]

1995 M20R OVATIONOne owner since new, always hangared, King equipment, autopilot, HSI, JPI engine monitor, 20 STOH, WXI 1000, electric standby vac, electric trim, annuals at Dugosh, will give new annual at Dugosh, Fuel totalizer, retract Hobbs, KLN90 GPS, 1176 TT, $159,900, Walter Murray AR 501-258-6926 or email: [email protected]


2015 MAPA SAFETY FOUNDATIONPILOT PROFICIENCY PROGRAMS

Cost Per Person $845GIVE 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 6-8, 2015 _____April 24-26, 2015 Fort Myers, FL Santa Maria, CA

June 5-7, 2015 September 11-13, 2015 Chattanooga, TN Atlantic City, NJ

October 9-11, 2015 Fort Worth, TX

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:

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

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

Please make checks payable to: MAPA Safety FoundationMail 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


REGISTRATION“HOMECOMING CELEBRATION”

Kerrville, TXMay 13-17,2015

Name: MAPA #: Spouse/Guest Name: Address: City: State: Zip: Mooney Model/Year: N#: Phone: Fax: E-Mail Address:

REGISTRATION INCLUDES:All planned meals (hospitality and registration at the Inn of the Hills, ice cream social, ladies luncheon and style show at Inn of the Hills, airport lunch during the beauty contest, plus admission into all technical forums (we have some new and very interesting forums planned). Forums will be in the meeting rooms of the Inn of the Hills. Factory tours will be available. You will be eligible for door prizes and a registration gift.

General Session will start at 8:00 am on Friday, May 14, 2015 at the Inn of the Hills

REGISTRATION: $180 per person if paid by April 17 (# attending)$

After April 17 registrations fees will be $250.00 per person (# attending)$

PAYMENTYour registration may be paid by check, Master Card, Visa, American Express, and Discover. Send your payment along with this completed form to: MAPA Convention, 1885 Airport Loop Rd., Ste 100, Kerrville, TX 78028 You may phone or fax in your reservations to 830-315-8008 and (fax) 830-315-8011 .

Bankcard #: Exp. Date:

Signature:

Note: Registration fees do not include hotel. If you are unable to attend after sending in your registration, please notify us by April 14th to receive full refund. After April 14th , we are committed to meals, guest speakers and other costs that cannot be refunded. (No shows/No Refund). Our Host Hotel is the Inn of the Hills. Their phone number is 800-292-5690, let them know you are with the Mooney Pilots Assoc., and the rate is $99.00 per night, that rate expires on April 14, 2015 so please make reservations as soon as possible. Car rentals are available at the Kerrville Airport through Kerrville Aviation. Call them for details at 830-257-8840.


SIGN UP NOW FOR MAPA HOMECOMING CELEBRATION 2015 IN KERRVILLE, TX


IT ONLY TAKES ONE DISTRACTION TO MAKE A GOOD PILOT LOOK BAD

DON’T LET SOMETHING LIKE THIS HAPPEN TO YOU

Isn’t it time to add an extra margin of safety to your flying by upgrading your Mooney with a

P2 6601 Audio Advisory System?Landing Gear Advisories Vne Overspeed AdvisoryStall Warning RepeaterHour Meter Activation

Call (952) 472-2577 or visit p2inc.com/mapa


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

CELEBRATING 20 YEARS IN BUSINESS - 20 YEARS OF EXPERIENCE WORKING IN MOONEY FUEL TANKS ONLY.

- SAME PEOPLE,SAME PLACE, SAME COMPANY.

- THE BEST GUARANTEE ON THE MARKET 7 YEARS - OVER 950 MOONEY FUEL TANK RESEALS SINCE 1993

-ALL WORK IS AIR TIGHT WARRANTEE.

-OVER 50 MONROY LONG RANGE TANKS INSTALLED

$600 off on our 20th anniversaryMONROY LONG RANGE TANK INSTALLATION


MAPA MERCHANDISE

Golf Shirts: 100% cotton, Red/Black all sizes, Burgundy, Ivory, Pink, limited sizes

$30.00

Al Mooney StoryBy: Gordon Baxter$19.95

Caps: $15.00 Coffee Mugs: $6.00

Key Chain:$10.00

Denim Long Sleeve Shirts now available

$35.00

Garment Bag-Made in the USA

$24.95

Fleece Jackets: Black and gray

$47.00

Jackets: Port Authority 85% polyster, 15% nylon, Black or Stone

$67.00

MERCHANDISE ORDER FORMQty. Color Size Description Price Each Total

Shipping Info:Shipping charges for all orders $13.00. 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____$13.00 _Int’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

T Shirts available in while onlyLimited Sizes

$18.00

Boots On The Ground: The Men and Women Who Made Mooney DVD $40.00

IT IS ALMOST CHRISTMAS, PLACE YOUR ORDERS BEFORE IT IS TOO LATE................................


The Sky Is Our Studio

akg.com/aviation© AKG 2014

For more information go to

AV100AVIATION HEADSET

Premium Active Noise Cancelling

Suddenly, the industry standard looks rather standard.

Introducing the AV100, the first aviation headset from AKG, one of the recording industry’s most trusted producers of high-quality headphones, microphones and wireless systems. Thoughtfully imagined from the ground up, the AV100 is the result of more than six decades of acoustic innovation. It’s lighter, quieter and, with the addition of its built-in LED map lights, more brilliant than any other headset on the market.

Bose A20 AV100

NEW LADIES SHIRTS JUST IN TIME FOR THE HOLIDAY SEASON

LADIES NEW SHIRTS $35 each and come in black and purple potion. They are 62% Polyester, 33% Rayon, and 5% Spandex. They come in sizes Small - 2XLarge. Sizes do run a bit small.


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Aero Comfort 21

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AKG Aviation Headset 45

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Aviation Credit Corp 22

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Falcon Insurance Agency 48

Gamijectors 34

Gemini Aircraft LLC dba Dugosh 4

Hartzell Propellers 2

Hartzell Engine Tech 21

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P-2 Aviation Technology 42

Plane Cover 13

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Sky-Tec 42

Southwest Texas Aviation, Inc. 34

US Aviation Group 42

Vantage Plane Plastics 22

Wet-Wingologist East 43

Weep No More 22

Zeftronics 15

Mooney International Corporation

Subject: August Employee of the Month

Mooney International Corp. has recognized Julia Meador, as the employee of the month for August, 2014. Julia’s hard work ethic, professionalism, and constant willingness to help everyone has been outstanding.Presenting her with the award is Jerry Chen, CEO of Mooney International Corporation.

Mooney International Corporation

Subject: September Employee of the Month

Mooney International Corp. has recognized Ruth Garcia, as the employee of the month for September, 2014. Ruth’s dedication in the supply chain and purchasing areas, during a time of increased work, were truely appreciated. Ruth’s hard work and positive attitude are appreciated by everyone.Presenting her with the award is Jerry Chen, CEO of Mooney International Corporation.

mooney aircraft pilots association december … · 41 pictures of kerrville, ... mooney aircraft...

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