mooney aircraft pilots association november … introducing the 2017 mooney m20 ultras. the wait is...

MAPA LOGNOVEMBER 2017

www.mooneypilots.com

Mooney Aircraft Pilots Association

HAPPY THANKSGIVING


www.mooneypilots.com2

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

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

P I LOT P E R F E C TCONTACT [email protected] | 800.456.3033

MooneyAnncmntAdM20UlrCrtfctn_Sngl_MAPA.indd 1 4/18/17 10:55 AM


MAPA LOG NOVEMBER 2017 3

CONTENTS

Columns6 Editorial by Trey Hughes

12 Insurance by Barry Dowlen War Risk and Other Perils Coverage. Think You Don’t Need it? Not So Fast!

16 Medical Matter by Dr. Bob Achtel Flying A Mooney is not For the Faint of Heart

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

32 HIMS/Basic Med and The FAA by Dr. Larry Marshall AME

Departments14 New MAPA Members

27 Membership Applica-

tion

30 Calendar of Events

34 MAPA SF Schedule

35 Fantastic Vacations

36 Classified Ads

44 Mooney Merchandise

46 Advertisers Index

NOVEMBER 2017 • Volume 40 • Issue 11

Features24 Almost a Perfect Trip by Mark W. Danielson 28 Flying to the Eclipse by Steven Douglas Olson

ON THE COVER:

The aircraft parking area at Homecoming 2017

SEE ALL THE NEW MAPA Merchandisepage 42


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

Volunteers Joe Schmerber Ethel Manthey

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

Jerry Manthey Larry Marshall Steven D. Olson & The MAPA Members

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

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


Back Issues Back issues are available in

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

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

Printed in the U.S.A.

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

The MAPA LOG (ISSN 199-5243) is the official publication of the Mooney Aircraft Pilots Association. Published monthly by the Mooney Aircraft Pilots Association, 1885 Airport Loop Rd. Ste 100, Kerrville, Texas 78028. Contact MAPA by phone (830) 315-8008, Fax (830) 315-8011 or internet; http;//www.mooneypilots.com. The MAPA LOG is sent to each member of the Mooney Aircraft Pilots Association as one of the regular membership services. Membership in the U.S., its territories and possessions is $49.50, Canada $59.50, and $99.00 for international addresses. The electronic magazine, however is $39.50 for ALL members, U.S. and international. U.S. editorial and photographic contributions are solicited. Self-addressed, stamped envelope must accompany all material that is to be returned. Material subject to editorial revision. The act of submitting editorial or photographic contributions shall constitute an express warranty by the contributor that the material is original and is in no way an infringement on the rights of others. Mooney Aircraft Pilots Association assumes no liability for information contained in contributed copy. No part of this magazine may be reprinted or otherwise duplicated without the written permission of the editor and/or publisher. Periodicals Postage Paid at San Antonio, Texas and additional offices. POSTMASTER: Send address changes to MAPA LOG, 1885 Airport Loop Rd. Ste. 100, Kerrville, Texas 78028.


mailto:[email protected]




FROM THE EXECUTIVE DIRECTOR

by Trey Hughes, MAPA Staff

Editorial

In the middle of a draught? Bring Homecoming to town! Just like 2015 (only in the fall this year), the MAPA convention in Kerrville was welcomed by rain, rain and more rain when Mooneys arrived in town. But, just like 2012 in Fredericksburg, members found a way to safely get to the festivities anyway.

Our 42nd Homecoming was looking like one of the biggest conventions in years with more than 100 pre-registered members and 17 exhibitors taking up residence in the main exhibit hall at the Inn of the Hills Hotel and Conference Center in MAPA and Mooney’s home town, Kerrville, Texas. The Kerrville/Kerr County Municipal Airport, (KERV), was ready for the arrival of, based on pre-registrations, between 50 and 75 Mooneys of all types. Shuttle vans and rental cars were lined up. Meals were planned and food ordered. A very special banquet speaker was booked and enroute. Everything was right…except the weather.

September/October has historically been the time of year for the MAPA family to have their big get together, and in the Texas Hill Country this is usually some of the most pleasant weather with warm sunny days and cool, clear nights. So, the week started with rain, but we were optimistic that arrival day would find a cooperative sky. With Bill and Carol Pearson along with Jerry Manthey manning the shuttle vans, Randy Tucker and I

waited on the closed Kerrville runway 3/21 for our guests to arrive. Keeping an eye on Flightaware ™, we watched as Mooney after Mooney appeared in the system, all destined for Kerrville. But Mother Nature had other ideas and only 10 airplanes made it in to the airport that day.

Imagine my surprise when I arrived at the hotel for the Exhibitor’s Welcome Reception to find the place full of people, all happy and smiling with a refreshment of their choice in their hands. It seems that MAPA members are very cautious and resourceful, and found alternate transportation to the convention. There were Mooney’s parked all around Texas with attendees renting cars in order to drive to Kerrville. The week was starting off well.

After the Wednesday evening celebration, it was nice to see so many up early for breakfast in the exhibit hall Thursday morning. This day will be spent sharing time with the great exhibitors that were present this year. And we had a room full. The list of vendors filling the booth space included (in no particular order); Mooney International (they brought the full-sized Ultra cabin into the hotel), Smooth Power, Lake Aero Styling & Repair, Garmin International, Don Maxwell Aviation, Houston Tanks, Specialized Aero/Tejas, Falcon Insurance Agency, Cav Aerospace, Hartzell Propeller, Dugosh Aviation, Appareo, Jeppesen, Concorde Battery

and JP Instruments. In addition, Joe Schmerber – former Mooney employee and MAPA volunteer – had a display of his extensive collection of Mooney history and memorabilia. Also, MAPA’s own Jerry Manthey had a booth where he answered technical questions. Additionally, MAPA had a unique collection of Mooney and MAPA branded merchandise including some new stuff just for Homecoming.

Because of the large number of seminars, we had planned for this year, we actually started the presentations Thursday afternoon. First up was Ottis Cameron from JP Instruments who talked about JPI equipment operations. Darrell Pool from Smooth Power, next presented a seminar on Electronic Ignition systems. Finally, Garmin International’s Zach Evans had a seminar on ADS-B and what you really need to know.

We had something different this year for the ladies, a special co-pilot program presented by Kevin Kammer from Mooney International. Kevin spent some classroom time with the co-pilot wives preparing them for a trip to the Mooney simulator which would happen on Friday at the factory.

Thursday ended with everyone gathering back at the exhibit hall after dinner for our traditional Ice Cream Social sponsored by Don Maxwell Aviation. Everyone received a special complementary coffee cup filled with



WINNERS OF 2017 MAPA HOMECOMING BEAUTY CONTEST

JERRY JOHNSON M20C JACOB KERTZ M20E JOHN BREDA M20F

ANDREW STAGG M20G JERRY/LIZ AUGUST M20J TOM HARNETT M20K

TIM BAKER M20R TOM KOWALCYK M20R/S SAMUEL/ELIJAH JACKSON M20TN


ice cream along with all the usual toppings. And to finish out the first full day of Homecoming, MAPA member Brian Lloyd recounted his round-the-world flight in his Mooney retracing the flight of Amelia Earhart. This was an entertaining finish to a very busy convention day.

Friday began the technical portion of Homecoming with a welcome from MAPA and a greeting from some

members of Mooney International’s management. Lance Phillips – Director of Sales and Marketing welcomed attendees before introducing Rob Dutton, Vice President of Production Operations who brought everyone up to speed on all the happenings at Mooney since the last convention. Following Rob, Pia Bergqvist, Senior Editor at Flying Magazine, Mooney M20C owner and MAPA member related her recent experience flying

a new M20U Ovation Ultra from Arizona to Homecoming in almost total IFR conditions.

After the opening welcome, the real seminars began with Don and Paul Maxwell presenting a complex talk on maintenance issues. The Maxwells were followed by Carl Sharon from Houston Tanks who discussed fuel tank problems and solutions. We finished up before lunch with Dr. Bob



Achtel covering Summer Mountain Flying. While this was going on, Kevin Kammer had the ladies who had signed up for the co-pilot course, at the Mooney factory spending some time in the Mooney cockpit simulator.

After the morning session of seminars finished, everyone broke for lunch. The ladies were shuttled back to the hotel from the Mooney factory for their own special lunch sponsored by Falcon Insurance Agency which included a very special talk on Acute Coronary Syndrome in women, given by Dr. Bob Achtel. After lunch, the ladies were shuttled back to Mooney for more simulator training with Kevin.

The afternoon session of talks began with Dr. Larry Marshall who answered questions about BasicMed. Larry was followed by Tom Harnett who addressed aircraft ownership and taxes for 2017/2018. Next on the agenda was Jerry Johnson from the MAPA Safety Foundation who conducted Flight Review Academic training session for everyone, but especially targeting those who pre-registered for the Flight Review course that the Safety Foundation presents every year. Those pilots would complete the course with the aircraft work on Saturday morning.

Appareo’s Kelly Keller was next on the program with another discussion on ADS-B In/Out solutions and she was followed by the final seminar on Friday – Kerry McIntyre from KNR Aviation who talked about “How to buy a Used Mooney.”

Dinner Friday evening was open and allowed visitors to sample from the many good restaurants that Kerrville has to offer. As they do each year, several MAPA members (about 35) gathered at the Cowboy Steak House to celebrate Mooney fellowship along with some excellent Texas “red meat.”

For those signed-up, Saturday morning began early at KERV with the flying portion of the BFR course, while the rest met in the Grand Ballroom North to continue the seminar schedule. First on the agenda was the new ownership of Lake Aero Styling & Repair who introduced themselves formally to the MAPA family. Then, Dan Riesland discussed Mooney parts issues and LASAR solutions. The last seminar for this year’s Homecoming was Don Grunke from Concorde Battery who talked about the various batteries found in aviation and how to maintain battery airworthiness.

At 10:30 Saturday morning, the vans departed the Inn and headed to the airport for our traditional “Airport Day” and fortunately, the day started bright and clear. This is a regular event at Homecoming and allows attendees to see all the Mooneys parked in the special convention parking area and cast a vote on which one is their favorite in the various model categories. It is also the time that we arranged to have our own personal tours of the Mooney International factory without any distractions. These tours are conducted by volunteer guides chosen from plant employees. This is always a special treat for Homecoming attendees who look forward to these tours each year to see what new things are happening at Mooney. While the tours and aircraft judging was going on, Kerrville Aviation and Dugosh Aircraft were grilling lunch for everyone including the Mooney tour guides, so we all had a picnic on the runway among the beautiful Mooneys.

Things were winding down as we approach Saturday evening and the banquet. At 6 PM folks gathered in the lobby of the Grand Ballroom to share one more toast and some social interaction before assembling in the banquet hall for our formal dinner. We had several special treats for everyone this year, and it all started off with

the Pledge of Allegiance along with a prayer. Then the eating began!

We continued the activities with Jerry Johnson announcing the recipient of this year’s MAPA Safety Foundation Scholarship Award and then we gave away some prizes and awards of our own. After the door prizes – some great stuff like a Mooney engraved inside a Lucite cube, a Garmin watch and a Yeti Cooler – we awarded the plaques for the winners of the Beauty Contest. You will find pictures of the winners and their Mooneys elsewhere in this issue of the LOG. We also presented a special award to Lu and Hubert Compton (the supplier of our peanuts every year) for the Longest Continuous Attendance at Homecoming – 40 years straight!

Many folks in the Mooney community may not know who Mike Miles is, but he is one of the most important employees at Mooney International. Capt. Mikey as he is known around Kerrville is the Chief Test Pilot and holds most of the FAA Designations for production and engineering at Mooney. His name is in most of your log books for licensing of your aircraft. He is also the guy who conducts the R&D flight test for new certifications and models. Friday Sept. 29th was Mikey’s last day, retiring after 41 years of employment at Mooney. MAPA decided to do something special for our friend Mikey.

Tom Bowen started the tribute off with a recap of Mike’s employment at Mooney, recounting all the jobs he has had over the past 41 years starting on the shop floor as a fabricator and assembler, then as a quality inspector and culminating with his appointment as Test Pilot. As a Test Pilot he has participated in 25 new model or design improvement test programs. Mike has signed over 20,000 Official FAA Documents as a DER, DMIR and DAR during his time at Mooney.To honor his service, MAPA presented


Mikey with a plaque celebrating his impact on the Mooney world and the MAPA family. The award presents Mikey with “The Texas Legion of the Tail” commemorating his impact on this Texas legend. We also presented Mike with a framed photo of him in the cockpit of an early Ovation over Kerrville with the factory in the background.

The evening finished with our special keynote speaker USAF Ret. Major Brian Shul. Brian Shul was born in Quantico, Virginia, in 1948. He graduated from East Carolina University in 1970 with a degree in History. That same year he joined the Air Force and attended pilot training at Reese AFB in Texas.

Brian served as a Foreign Air Advisor in the Vietnam conflict, flying 212 close air support missions in conjunction with Air America. Near the end of all hostilities, his AT-28 aircraft was shot down near the Cambodian border. Unable to eject from the aircraft, Brian was forced to crash land into the jungle. Miraculously surviving, he was severely burned in the ensuing fireball. Crawling from the burning wreckage, he was finally found and rescued by a Special Forces team.

He was evacuated to a military hospital in Okinawa where he was expected to die. Barely surviving 2 months of

intensive care, in 1974 he was flown to the Institute of Surgical Research at Ft. Sam Houston, Texas. During the following year, he underwent 15 major operations. During this time, he was told he’d never fly again and was just lucky to be alive. Months of physical therapy followed, enabling Brian to eventually pass a flight physical and return to active flying duty.

Two days after being released from the hospital, Brian was back flying Air Force fighter jet aircraft. He went on to fly the A-7D, and was then selected to be a part of the first operational A-10 squadron at Myrtle Beach, SC, where he was on the first A-10 air show demonstration team. After a tour as an A-10 Instructor Pilot in Arizona, he went on to instruct at the Air Force’s Fighter Lead-In School as the Chief of Air-to-Ground Academics. As a final assignment in his career, Brian volunteered for and was selected to fly the super-secret spy plane, the SR-71. This assignment required an astronaut type physical just to qualify, and Brian passed with no waivers.

If you have never heard Brian speak, I urge you to take the first opportunity to attend one of his presentations. It is inspiring, educational and very entertaining. We were fortunate to have Brian speak for the second time at a MAPA Homecoming and he had so much fun with all the Mooney pilots,

he may make another appearance at a convention at some future time.

A MAPA Homecoming is not accomplished by one or even two people. It is the accomplishment of several entities. I would first like to again thank our exhibitors who make it possible for us to have a convention of this size at a reasonable cost to attendees. I would also like to thank the generous sponsors who contributed to special activities at this year’s convention.

• Falcon Insurance Agency – Ladies Luncheon

• Don Maxwell Aviation – Ice Cream Social

• Kerrville Aviation/Dugosh Aircraft – Airport Day Lunch

• Mooney International – Banquet and Speaker

There were some special people who made this year’s convention enjoyable and possible. We’d like to thank Lu and Hubert Compton for again providing the Virginia Peanuts that we all snacked on throughout the week. Jerry Manthey again took his convention time and volunteered to drive one of the vans transporting folks to and from the airport and the ladies back and forth between Mooney and the hotel. Also, driving a MAPA van were Bill and Carol Pearson who each year volunteer to pick-up arrivals (regardless of the weather) at the airport. They have sat with me several years in pouring down rain waiting for arrivals. Helping with registration and merchandise sales, Margaret Garrett, Peggy Walker and Ethel Manthey. And helping with set-up and tear-down, Joe Schmerber.

We are looking at 2018 and have tentatively set aside the second week of October for Homecoming 43 so watch the MAPA LOG and the website for information and firm dates so that you too can join the fun and fellowship of a MAPA convention.



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1980 M20K 231, N231HN, SN 25-0263, Garmin GNS-430W WAAS Certified GPS/Nav/Com/Color Map, 68 Hour TT Since Continental Factory Reman. (Cont. TS10-360-LB, 210 hp)

1984 M20K 231 N5762H, SN 25-0826, One Owner Since 1997 (in Dry Lubbock, TX). In-tercooler equipped. Nice Panel. Good airframe and engine times. Really nice original paint

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INSURANCE

BY BARRY DOWLEN, President of Falcon Insurance Agency

One of the most misunderstood exclusions on an aircraft insurance policy is the War, Hi-Jacking and Other Perils exclusion, commonly referred to as the “War Risk” exclusion. The reason this is so often overlooked is that we live in a country where the thought of our aircraft being destroyed by an act of war is almost inconceivable. But, did you notice that “other perils” part in the title? You may be surprised to learn exactly what is excluded.

The policy wording of the various companies differs but we will examine the traditional version of the war risk exclusion endorsement known as AVN48B. This language originated in Lloyds of London and has been adopted by many of the North American insurers. It includes the following wording:

This policy does not cover claims caused by:a. War, invasion, acts of foreign enemies, hostilities (whether war declared or not) civil war, rebellion, revolution, insurrection, martial law, military or usurped power…

Things are relatively stable in the United States, so maybe this first section does not give us too much to worry about, but take a look at some of the other excluded occurrences and think about some of the things happening in our country.

This policy does not cover claims caused by:

c. Strikes, riots, civil commotions or labor disturbances.

d. Any act of one or more persons, whether or not an agent of a foreign power, for political or terrorist purposes and whether the loss or damage resulting therefrom is accidental or intentional.

e. Any malicious act or act of sabotage.

The concern here is not being covered for damage to the aircraft arising out of a riot or a civil commotion, malicious act or sabotage. We do not think of these issues as war related but sure enough they are excluded. Airports are not immune to vandalism and none of us know where the next riot will occur especially in our current political climate. As we read on, we see that the wording also excludes the following:

f. Confiscation, nationalization, seizure, restraint, detention, appropriation, requisition for title or use by or under the order of any government (whether civil, military or de facto) or public or local authority.

That part of the exclusion is why we strongly urge our clients who fly to

Mexico or Central America, to purchase War Risk coverage. There is always a possibility that a local commandant at the airport decides to detain or confiscate your aircraft and it could possibly be damaged in the process. Maybe you eventually get the aircraft back but the policy would clearly exclude such damage unless you purchase the coverage.

Each aviation insurance carrier has a different view of War Risk coverage and some policies will read differently than the one cited here and might even have this coverage written back into the policy. The important thing is to check your policy and see exactly what is listed on the War Risk exclusion. Also check the expansion coverage endorsement and see if it adds back any of the coverage. Falcon recommends that you consider your own situation and determine if this coverage is something you might need. The endorsement to add this coverage to your policy is normally called a War Risk Buy Back endorsement and the cost for the physical damage portion can be as low as .05 per $100 of hull value. That equates to about $50 per $100,000 of value. If you have any questions, or decide you would like to add this coverage to your policy, we are always ready to help. Just give us a call.

WAR RISK AND OTHER

PERILS COVERAGETHINK YOU DON’T

NEED IT?NOT SO FAST



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Pia Bergqvist

Kenneth Bowersox

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John Edlund

Patrick Booth

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Philip Klann

LASAR, Inc.

Kyle Ludwick

Andrew Maurer

Tom Morgan M20J

Bill Nolan

John O’Brien

Clayton ParkerBenjamin Srigley

Louis StrohackerM20E



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Truly superior pilots are those who use their superior judgment to avoid those situations where they might have to use their supe-rior skills.

Every one already knows that the definition of a ‘good’ landing is one from which you can walk away. But very few know the defi-nition of a ‘great landing.’ It’s one after which you can use the airplane another time.

Author Unknown


MEDICAL MATTERS

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

FLYING A MOONEY IS NOT FOR THE

FAINT OF

HEART

Bill is a high time instrument rated Mooney pilot who flies weekly. He is in his late forties and has always been in good health. The one exception has been with nasal sinus infections. Currently he is on two medications, an antibiotic and a decongestant. A week ago, Bill attended a dinner party and had more wine than he normally consumes. Before going to bed that night, he felt dizzy and attributed it to the wine. Now, a week later, he once again felt dizzy for a few moments while pre-flighting his Mooney. Bill attributed his momentary dizziness to not getting enough sleep the night before.

Bill’s take off and climb to 14,000 feet MSL was uneventful. His oxygen flow was adjusted to give an oxygen saturation of 94% on his pulse oximeter. The conditions were severely clear and he even picked up a tail wind of 25 knots. Bill engaged his auto pilot. Life was good.

Life was good until Bill was roused from unconsciousness by sound of the Pratt and Whitney engines of the USAF fighter ahead of him on his port side. Bill had ignored his body’s warning signs. Never launch unless you are certain that you are fit to fly. ATC had been unable to receive a response to their transmissions. Upon their request, an intercept aircraft had been launched. Bill was escorted to a nearby military field where he was given permission to land.

LOSS OF CONSCIOUSNESS

There are many causes of syncope (fainting). (TABLE 1). There are everyday situations that have been associated with syncope (TABLE 2). Bill’s situation needs to be explained. Alcohol was obviously not a factor. An uncontrolled sinus infection might lead to syncope. However, Bill’s infection was well controlled. Bill’s initial evaluation by a Flight Surgeon was unremarkable. Bill was transferred to the Emergency Department (ED)

at a local hospital. Three percent of all ED visits are for syncope. An EKG recording device with blue tooth capability was attached to Bill and he spent the night at a nearby hotel. During the night, he was aroused and brought back to the ED. The technician, who was monitoring multiple patients, detected several runs of irregular heartbeats in the EKG tracings that Bill transmitted.

TIMING OF THE HEARTBEAT

Like the timing of detonation in an engine’s cylinder, the rhythmic beating of our hearts is closely timed to create the maximal output of blood. To do this, small charged particles of primarily potassium, but also sodium and calcium ions must cross in and out of the heart muscle cells to permit precision contraction of the heart muscle itself. This activity is reflected on the EKG (engine analyzer). A delayed response, widens the EKG tracing, making the heart



susceptible to a loss of regular rhythm. A loss of regular heart rhythm (arrhythmia), can lead to presyncope (dizziness), syncope (fainting) and even sudden death.

THE PROBABLE CAUSES OF BILLS SYNCOPE(FAINTING)

Bill was on two medications for his nasal sinus infection. One was a decongestant which contained pseudoephedrine, better known as Sudafed. Sudafed can both raise your blood pressure and cause the heart to beat irregularly. These effects are due to the release of Adrenalin (Epinephrine) type compounds. The effect of pseudoephedrine could not be

initially ruled out. Bill was also on an antibiotic call Erythromycin. This antibiotic can interfere with the electrical impulses within the heart. Most states require that the pharmacist provide written material and discuss with the patient potential side effects of all drugs. Have you ever read the material provided? Have you ever discussed a new medication with your pharmacist? Side effects may be delayed and not having problems in the past does not guarantee that you will not have them with the same drug in the future. Bill’s antibiotic was stopped. Sequential 24-hour tracings of Bill’s EKG’S, did not reveal any abnormalities.

SUMMARY

Bill lost consciousness behind the yoke. Had his pharmacist been a Flight Surgeon he could have been grounded before his eventful flight. Had he read the warnings associated with his medications he would have realized that he was not fit to fly. Finally, he became selectively deaf, when his body tried to warn him.

Bill is back flying his Mooney without restrictions. He is no longer permitted to land at a military air base.

TABLE 1COMMON CAUSES OF SYNCOPE (FAINTING)

CARDIAC

HYPOGLYCEMIA (LOWBLOOD SUGAR)

SEIZURES

HYPOXIA (LOW BLOODOXYGEN)

ANEMIA

LOW BLOOD PRESSURE(HYPOTENSION)

NERVOUS SYSTEMDYSFUNCTION

TABLE 2SITUATIONS ASSOCIATEDWITH SYNCOPE

ANXIETY

FEAR

PAIN

STRESS

HUNGER

ELEVATED BLOOD ALCOHOL


MOONEY MAINTENANCE

by Jerry Manthey, MAPA Maintenance Instructor

Ask Jerry

Following is recent e-mail correspondence between me and a Mooney owner who resides overseas.

“Question” “We own a 1998 M20J Allegro S/N 24-3429, registered D-EPSM (previously G-DEST) which my father bought directly from the Kerrville factory 18 years ago. It’s a spectacular airplane with a very nice engine that was running smooth and cool with EDM 700 Graph Bar very equally until.... we did Engine OVHL last year. After OVHL, the engine never ran cooler again and instead of cruising LOP at 360 degrees CHT with cowl flaps closed as before. We no longer can fly without keeping cowl flaps open and mixture rich to keep CHT hardly at 410 degrees!

We tried almost everything after 90 Hrs. since OVHL...installed new baffles, verified engine alignment, (new engine mounts were installed at same time of the OVHL engine), magneto trimming, cockpit and engine mixture control coordination, etc. We are talking to NORVIC who did the engine OVHL to find proper advice, but I was wondering if the main problem is the injectors?? They installed overhauled injection nozzles and I think that they cannot be correctly calibrated for this engine...Or is this a stupid idea??

Do you recommend to install complete new nozzles from Lycoming? If we are going to install new nozzles, do you recommend that we install GAMI Injectors or are they recommended only for 6 Cyl. engine??”

“Answer”“1. When they installed overhauled fuel injection nozzles, were they the standard ones or GAMI Injectors? GAMI’s are calibrated for the engine in which they are installed.

2. First, do the easy things. You must make sure your engine instrumentation is correct (very important). If you still have the fuel injectors before O/H, clean them and put them in to see if that makes a difference.

3. Make sure all your cooling baffles are installed correctly. When installed properly, with the engine cowling installed, it makes a sealed box so the intake air has to circulate down through the cooling fins on the cylinders.

4. I don’t recommend GAMI’s on four-cylinder engines as it has been proven that they don’t help much.

5. Are the push rods matched close to the same length for all four cylinders?

6. How is the oil temperature? Is it running the same as before the O/H?

7. Are all parts back in the engine? There is one small part in the accessory case that, if left out, will cause high oil temperature.

8. Are all hose connections connected properly?

9. It sounds like a cooling baffle problem even though they are new. My past experience with four-cylinder heating problems usually were baffles not installed properly. Did the new baffles come with the flexible fabric installed? Is there a cooling baffle installed between the cylinders on each side of the engine? Are they installed properly?

10. Maybe you should fly to the shop in the UK and let them have a look at it.

11. One last thing--was the engine broken in properly? Lycoming has an S.B. on break-in procedures.

I have a question on the fuel injectors. I have never heard of overhauled fuel injectors! Usually they are new standard or GAMI’s. When you install GAMI’s they are calibrated for your engine. They will require information on your engine that you write down while you are flying before they send them to you or your mechanic. New standard fuel injectors do not require calibration before installation. Ask



questions at your O/H shop??? Please let me know what you find? WATCH YOUR POCKET BOOK!!”

“Answer from Mooney owner”“I know what GAMI Injectors are and how they work. I know they are calibrated for a specific engine with the specific “GAMI Lean Test” performed on the engine while flying. I just asked you about GAMI Injectors because I wanted to know your opinion on them for 4 Cyl. engines. I didn’t install GAMI’s on the engine, neither before or after OVHL.

We had factory new standard injector nozzles before OVHL and now we have standard OVHL nozzles but I don’t know whether they are the same as before, or different ones...but it’s an interesting question? I will ask NORVIC if they still have my original nozzles, but I don’t believe they have them...it is already past one year.

The baffles are installed correctly, but my mechanic installed different baffles from the original. These are not fabric flexible. They are like rubber, but still flexible. I am not quite sure if I have the ...cooling baffle installed between the cylinders on each side of the engine...” I think we only have baffles on the forward part and on each side of the engine, longitudinally. I will check it.

Oil temperature is good. Normal range. On first 25 Hrs. after OVHL it was hot, but then normalized and it is totally OK now.

We will check the Push Rods and we will also check hose connections. I will keep you informed.”

“My response to the Mooney owner”:I neglected to ask you if all cylinders were running HOT. If they were, then I really think your problem is with the cooling baffles.

After the cowling is installed, I would advise you to look under the cowling, with a flashlight to see whether or not ALL the rubber is lying flat against the sides of the cowling. Make sure the back-top rear of the cooling baffle, at the engine, must be perfectly flat and lying forward against the cowling!

I have seen rubber installed on new cooling baffles where they did not fit well with the cowling installed. Rubber is thicker so it tends to curl up and leave small areas for the intake air to sneak out at the top back of the engine.

IMPORTANT! Check all areas of cooling baffles, with the top cowling off, for small areas that air can sneak out. Any small area should be covered. The box must be tight!

I AM AGAIN REPEATING THIS ARTICLE, because there are some people who still don’t believe me!

HOW OFTEN SHOULD I CHANGE MY OIL FILTER?

Very simple, every time you change your oil!

I have been questioned and challenged on my answer to this question many times over the years while teaching aviation maintenance and turning the wrench. After researching many aircraft and engine manuals to determine if there are regulations or practices to support my answer, I found that each requires filter changes along with each oil change!

Manufacturers checklists always recommend oil filter change with oil changes. Most articles written in aviation publications always list oil filter changes in conjunction with oil changes. I could find no information or articles on oil changes stating 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 was 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 which 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!

Remember, the cheapest item on your Mooney is oil and fuel. I always add an oil filter because I call it the cheapest life insurance you can buy!

Have a safe Mooney Maintenance flight!


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It was the vacation of a lifetime -- until that red light came on. Red lights are never good, especially in airplanes . . .

Our trip started in a rush. Weather was surrounding Texas like Santa Anna’s Army, so we had to leave pronto. Early AM, the weather briefer and I ruled out the planned northern route to Sedona from our private airstrip near Weatherford. While my dentist tooled that morning, my mind contemplated the options. As soon as I slid out of his chair, I sent a text to my wife asking her to pack and be ready. Once I got home, she rushed our dog to his Granbury hotel while I loaded the airplane. When she returned and we were about to depart, our neighbor came over saying a desperate calf was on the wrong side of the fence. Coaxing the calf with the plane’s tow bar with my neighbor blocking on the opposite side, the little guy chose to squeeze between the fence bars and reunite with his anxious mom. Problem solved, we hopped in the plane and took off for Las Cruces about four in the afternoon.

Storm cells challenged us before we had logged our first thirty

minutes. Cruising at 8500 MSL kept us under the weather, dodging showers under Center’s watch. With the storms staying south of Guadeloupe Pass and nominal winds, we had no problems the rest of the flight. With New Mexico’s magnificent clarity and the outstanding service from the folks at Southwest Aviation, we were very happy to have landed in Las Cruces.

We departed for Sedona early before density altitude became a factor. Even at 10,500 feet, the high terrain made a direct route a poor choice, but there were plenty of opportunities to cut corners. A recent MAPA article discussed the visual illusions associated with Sedona’s plateau runway, but I found the thin air a bigger concern. Allowing more time to slow down and with less responsive power, I really concentrated on flying a stabilized approach. Crossing the threshold at 75 IAS made for an easy landing.

The next morning, we were heading to Modesto, but it was a tough decision on deciding whether to take off uphill into the small headwind or downhill with a

tailwind. Considering the plane’s weight with full fuel and two people with bags, I couldn’t justify taking off downwind. Besides, when you run out of runway at Sedona, you’re already two hundred feet above the town. After a superb breakfast at the Mesa Grill, our flight west was easy, only deviating a couple of times around mountain showers. Since the military owns so much airspace along our route, there were few shortcuts to be had, but a slight easterly tailwind helped push us along. Following an overnight visit with my brother, we left for South Tahoe with 40 gallons to reduce weight.

A wedding is what drove us to South Lake Tahoe, and this time we only had to deviate around one co-altitude TCAS target, which we never saw until it was crossing our 9 o’clock. I paid a premium to hangar the plane for two nights because I couldn’t risk hail damage. Thankfully, the weather cooperated perfectly, giving the wedding party a beautiful sapphire sky. At 6200 MSL, departing Tahoe in a non-turbocharged airplane can be a challenge. Since the runway behind you and altitude above do no good, I back-

ALMOST A PERFECT TRIP

BY MARK W. DANIELSON



taxied to use every inch of the pavement, powered up and the leaned engine, released brakes and let it roll. As with Sedona, I stayed low until the plane was cleaned up at 110 indicated, then cruised the eastern shoreline while talking to the other planes in the area. For whatever reason, my TCAS wasn’t picking up the closest airplane, but a seaplane had both of us on his screen. TCAS is a superb aid, but since it can never account for all aircraft, all eyes were outside until we were well clear of the area.

Reaching sufficient altitude near Truckee, I pointed the plane towards Davis for a cheaper fuel stop, and in Napa, laughed at how quickly they waved us away from the corporate jets. We happily parked next to two other Mooney’s for our five-night visit.

Somehow, we managed to stay one step ahead of the weather on this trip. In the short time we were away from home, a stationary front had drenched Texas, and then came Hurricane Harvey. On the day before leaving California, heavy wildfire smoke began smothering

the Napa Valley. By the time we flew out the next morning, the entire Bay Area region was brown and featureless. We were as happy to leave California as we were Texas ten days earlier.

The return leg to Sedona gave us a pleasant surprise when Joshua Approach offered us a direct Sedona clearance through their restricted airspace. Totally coincidental, the new route took us directly over Edwards Air Force base and kept us north of the Victor Airway, which I prefer for traffic avoidance. The shortcut also shaved fifteen minutes off our flight, which made up for the unusual easterly headwind. Once again, we parked next to two other Mooney’s. When we took off the next morning, one of these Mooney’s had left, but another had taken its place. We never met any of the Mooney pilots, but our plane made new friends.

Several hot air balloons slowly defied gravity in the distance, but the beautiful scenery quickly faded once we left Sedona. Staring into the sun, time passed slowly,

and it didn’t help that we lost two hours once we crossed into Texas. Plainview proved to be an excellent fuel stop. Their runways were freshly sealed, and Rocket Aviation’s loaner car got us to and from a restaurant in short order. With the weather briefer calling for clear skies, the last leg of our trip should have been easy.

Unfortunately, shortly after takeoff, the red over-voltage light I mentioned earlier glared at me like the Devil’s eye. Had this not been the final leg, I would have immediately returned for landing, but with the good forecast and a short duration, all I needed was for that metal thing up front to kept spinning. Interestingly, the Aspen PFD and MFD immediately went on their internal batteries, but the SAI340 standby attitude indicator, Garmin 430W, KX155 and transponder kept working fine. The JPI showed the voltage a little above 12, even though the amps showed negative 8 to 11. Whether this was a voltage regulator or alternator issue was moot -- I wasn’t about to start troubleshooting by pulling or


resetting circuit breakers, but I did turn the PFD and MFD switches off. At some point, our Mode C failed, but the primary transponder kept painting. Forty-five minutes into the flight, the PFD blacked out, and thirty minutes after that, the MFD followed suit. Those times impressed me, because that is plenty of time to land, had this occurred in actual IFR conditions. Fifty miles from home, a nasty line of thunderstorms cut across our route, but the sunny landscape in the distance assured me this was a narrow band. Once again, flying below the weather made it easy to navigate around the showers. We landed under clear skies without incident.

In summary, only that Devil’s eye kept this from being a perfect trip. We used Flight Following on every leg, and it’s the cheapest insurance money can buy. Our plane immediately went into the shop and they found the alternator was bad. Although I wasn’t in the market for a new one, at least I now have a new baseline for one of the plane’s most critical components.

Admittedly, there were times on this trip when a turbocharged engine would have been nice, but chugging along at 10 gph and 150 knots was fine. Sedona’s Sky Ranch Hotel is a great place, and the old-but-get-you-there rental car we rented from the terminal

gave us lasting memories. If you fly into South Lake Tahoe, let Mountain West Aviation arrange your rental car through Enterprise. Enterprise will pick you up at the airport while the competition will cost you a 30-dollar cab ride into town and a 25-dollar drop-off fee if you leave it at the airport.

Judging from the number of Mooney’s we saw on the ramps and heard on the radio, there is no question Mooney’s are still one of the best cross-country airplanes out there. We’re eager to see where our next great adventure takes us. Hopefully, next time the Devil will stay away. Fly safe!



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

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

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

Membership Application

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It was March. I was talking to my wife, Erin. “Let’s fly somewhere fun this year,” I said.

“Ok, I’ve been thinking about finding somewhere to see the eclipse,” she answered.

“Where would that be?”“How about Rexburg?”

And so, I began looking for airports in the path of total eclipse and not too far from my home airport in the Salt Lake Valley (U42).

I’ve flown to Rexburg (KRXE) a few times. A nice little airport next to a golf course. I called the airport manager just to get an idea on the expected traffic for eclipse day.

The airport manager who answered the phone said the phone had been ringing off the hook. “It’s going to be crazy here on the day of the eclipse you probably shouldn’t come, there won’t be anywhere for you to stay. You could try Driggs (KDIJ) or St. Anthony (U12).

I called Driggs. The manager there said they had been taking reservations all year and their reservation list had been full since March. “Strange,” I thought, “how can an uncontrolled airport really stop anyone from landing there?”

So, I called St. Anthony Airport also on the path of totality. The airport manager told me that he wasn’t sure that they could accommodate us either.

I called Smiley Creek (U87); the grass strip up just south of Stanley, Idaho. They were friendly but didn’t know how

crowded it would be. I talked to my friend Ron Simmons about the parking space for planes at Smiley Creek. He estimated that you could fit 200 planes there. It seemed like a great opportunity to go to a beautiful place in the Sawtooth Mountains to see something spectacular like the solar eclipse.

So, I decided to go there; one caveat: I’ve never landed on a grass strip so I was a little worried. Again, I called Ron. He said: “It’s like landing on the best runway you’ve ever landed on, it’s the nicest grass runway ever, they keep it manicured as nice as any fairway.

I still wanted to research what it was like to land a Mooney on a grass strip. I started searching the internet and found a video of someone in Central America landing his M20J on a grass strip. Then, I went to the mooneyspace.com forum and picked up some opinions. That didn’t help.

Opinions varied widely from: “don’t do it!” to “It’s not a problem.”

Finally, I planned to fly up to Smiley Creek by myself without my family and try it out. However, on the day I was supposed to fly and check it out I didn’t feel well so I skipped the flight. Along came August 21, the day of the eclipse.

I knew based on my research that landing on a grass strip shouldn’t be a problem and there was always the Stanley airport where they have an asphalt runway in case the grass runway was over my head.

We packed the plane with supplies for the trip. Including a shelter and sleeping bags in case weather or a mechanical issue would ground us at our destination. Because hotels were all booked, there would be nowhere for us to stay if we were grounded.

From the South Valley Regional Airport (U42) we took off just two and a half hours before eclipse time of 10:15 AM MST and headed up to Smiley Creek. I requested flight following to help me avoid the many small planes headed from the Salt Lake area to one of the many airports in totality, Rexburg (KRXE) and

FLYING TO THE ECLIPSE

BY STEVEN DOUGLAS OLSON


mooneyspace.com


Idaho Falls (KIDA) being two of the more popular destinations that day.

Salt Lake Approach granted flight following to me that morning. However, on the way back to the Salt Lake area, I listened to ATC deny flight following to many flights due to the traffic load. Hearing that, I didn’t even make the request on the return flight.

I climbed to 11,000 feet to clear the Sawtooth Mountains. I flew over the Sun Valley Ski resort just Northwest of Hailey and soon a valley to the northeast opened up in the Sawtooth’s and I could see the grass strip! It was easy to see because there were many planes lined up along the strip.

Now I had to descend from 11,000 feet to 8,650 feet and slow the plane down enough to land.

The Idaho Division of Aeronautics has a published document of Recommended Standard Operating Procedures for Smiley Creek which prescribes 8,650 feet as you approach the pattern and then 8,200 feet (1000 feet AFE) once in the pattern. Because of the rising mountains to the south, the preferred runway for landing is 14. Runway 32 is the prescribed runway for takeoff. This avoids the steeply rising Sawtooth Mountains to the south.

I made my radio call and began my descent. That brought the airspeed up significantly. I flew the recommended route which helped to bleed off some speed. The recommended route is to first fly counter-clockwise to the east of the airfield and around to the crosswind on the south end and then on the normal left downwind for runway 14. I now had the speed down to 120 mph and from there

flaps and gear-down slowed me to my base target of 90 mph.

“Park on the east side of the strip.” Instructed the field Marshall.

I came in a little bit fast, 80 miles an hour over the start of the strip, there are no numbers so I can’t really say over the numbers, but the start of the strip is marked with white rocks. I was looking for the sprinkler heads along the edge of the strip and at the same time I noticed that I had quite an audience.

There were 88 planes already there and I was the last to show up, just 15 minutes before the eclipse.

I flared into ground effect and quickly made my third check to see the landing gear indicator on the floor. The plane settled onto the grass and easily slowed to taxi speed as I looked for a spot to tie down.

I shut down and my family and I disembarked just as a couple of pilots came over and helped me push the Mooney over to a spot in between a Maule and Cessna 185.

We unloaded our camping chairs, put on our eclipse glasses and looked up. The eclipse hadn’t started. I found time to walk the field and inventory the planes. There were Piper Cubs, lots of Cessnas, a couple of twins, a Maule, some experimental planes but we brought the only Mooney. That surprised me. I know Mooney’s are in the minority, but you would think that out of 88 planes there would be at least one other Mooney.

It was great talking to the other pilots. Many asked questions about the Mooney:

“Was it hard to slow it down?” “No, not really, flaps and gear seem to do the trick.”

“What model is it?”“The F Model, 1969.”

Finally, the eclipse started and the airfield became silent as we watched. People whispered and were as reverent and as quiet as a church congregation. When the eclipse entered totality, there were some gasps and oohs and aahs, it was like watching the Universe preach a sermon.We took off our glasses and looked at the corona spiking out of the sun.

The nice couple next to us in the Maule had a telescope with a filter that allowed us to see the solar flares leaping from the surface of the sun.

A partial eclipse is an interesting occurrence, but a total eclipse is an exciting experience. It’s like the difference of seeing a swimming pool versus jumping in that water.

During the eclipse, the temperature dropped about 20 degrees. My daughter was so cold, she got into her sleeping bag.

It was a surreal experience worth every penny of the 20 gallons of 100LL that we used getting there. If I ever have the chance to see another eclipse, you can bet that I will do everything it takes to get to the zone of totality.

The next eclipse in the US is April 8, 2024. I’ll be flying to Kerrville to see that one. Kerrville will be at the center of totality. I’m sure I’ll see some Mooney’s at the airport for that one!


CALENDAR OF EVENTS

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

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



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By Larry Marshall, MD, AME, HIMS SPECIALIST

I attended the Basic HIMS seminar in Denver, Colorado, just before our MAPA get together in Kerrville. A lot of updated information was covered regarding Basic Med and HIMS. I would like to share a lot of it with you.

HIMS (Human Intervention Motivation Study) was initially developed for airline pilots by the FAA and ALPA (Airline Pilot Association) by a grant from Congress. It has now expanded to all pilots including student pilots and air traffic controllers to a certain degree. HIMS covers alcohol and drug use, depression, ADHD (Attention Deficit Hyperactivity Disorder), PTSD (Posttraumatic Stress Disorder), incarcerations, white collar crime, etc.

The program has been in existence since the early ‘70s and has helped over 6,000 pilots back into the cockpit. Part of the theme is that it is easier and cheaper to rehab and monitor a pilot than it is to train a new one. The bar is higher for a Class I potentially ATP (airline pilot) than a Class III (private pilot).

If discovery of drugs or alcohol is encountered in the workplace, a lot has to be done for the protection of public safety and our federal

airspace. A DOT (Department of Transportation) test random can be done on commercial pilots and truck drivers. There are several levels of BAL (blood alcohol level) and the important BAL of > greater than 0.04 is legally disqualifying. BAL > 0.15 to 0.20 is considered alcohol abuse and BAL > 0.2 is considered dependence. As a company airliner pilot, any registration of alcohol on a breath test is considered disqualifying. I understand that even showing up for work (for an airline company) with a hangover is considered intoxication and prohibitive to fly and will land one in a HIMS program.

Something was said that airline companies consider 0.02 BAL as disqualifying. There are more substances involved other than alcohol. Marijuana is second on the list for frequently used substances. Marijuana is state-by-state controlled. Yes, you can drive a car while marijuana is in your system. Pilots come under federal regulation and cannot fly under the influence of marijuana or other substances.

One may ask, what if I just obtain a Basic Med from a state licensed physician? There is no oversight from the FAA regarding Basic

Med. The federal airspace is federal and Basic Med does come under FAR 67. The answer is no. (You can’t use drugs or alcohol and fly under Basic Med.) The FAA is in control of a pilot’s license and by filling out the 8500-2 form for Basic Med with a pilot’s signature allows the FAA to check the National Driver’s Database for violations. If found they have the power to hold/suspend a pilot’s license. This was one of the issues discussed about Basic Med. More will be discussed shortly.

Back to HIMS. As an airline pilot, if alcohol is encountered by one of many means, then the pilot is grounded. His or her union is usually involved and requires the pilot to attend a 28-30-day in-house program. Several exist around the country and it likely depends on the airline and who they are contracted with. Usually 90 AA meetings need to be done and documented in 90 days.

Much discussion was done regarding AA as a Christian organization. Referral to spiritual being exists in AA. All religions are involved in AA and reference to a higher spiritual being is mentioned in the Big Book of AA.A P&P study consists of an FAA trained psychiatrist who does

HIMS/BASIC MEDAND THE

FAA



a psychiatric evaluation and a psychologist who is FAA trained who does a neurocognitive screen memory test as well as other psychological testing relative to pilots.

Monitoring is usually required for drugs and alcohol issues. Usually 14 tests in 12 months which are random and usually at the spur of the moment. Aftercare may be required based on the degree of the issue and the class medical that the pilot is maintaining. Aftercare is more intense than going to AA meetings and is usually weekly for at least three hours. With compliance, AA meetings, aftercare, a P&P study and possible follow-up visits with the psychiatrist, psychologist, testing for alcohol and drugs, and HIMS AME follow-up visits, one can eventually graduate from the HIMS program and have their SI (special issuance) removed.

If a pilot is depressed and on one of the four FAA approved antidepressants, they may be able to fly under SI and the HIMS program. As long as they are on an antidepressant medication, they will be monitored under HIMS and as long as they are stable, they will be allowed to fly.

The four SSRI (serotonin selective reuptake inhibitors) are Prozac, Zoloft, Celexa, and Lexapro. Some discussion regarding adding more antidepressants to the list of FAA approved medications was done. The issue is side effects of antidepressants and flying. The ones listed are the ones proven to be safe. Others will be added to the list in the future. I would rather fly with someone not depressed

on an antidepressant than someone depressed who needs an antidepressant.

Other psychiatric issues are considered and may require one of the four approved SSRI medications. Anxiety and PTSD (Posttraumatic Stress Disorder) are an example. Schizophrenia and Bipolar Disorder are not approved. ADHD (Attention Deficit Hyperactivity Disorder) on an amphetamine salt for treatment are not approved to fly. A history of ADHD resolved is a case-by-case basis from the FAA. Usually it requires a psychiatric report and more.

Neuropsychologists HIMS trained are very involved in the HIMS program. They test memory and the ability to make decisions.

I took the exam to see what it was like. There is specific software that the neuropsychologist will use. It appears that the test evaluates memory and the ability to multitask in an airplane. A pilot may have to keep a CDI centered while calling back numbers, altitudes, and headings. The test will load a pilot down until failure and then compare the results to the same age similar pilots. I have noticed that the FAA uses this memory test for HIMS pilots and others as well.If a pilot has, for example, had several gear-up landings or had penetrated Class B airspace several times, the FAA may want the pilot evaluated with a neurocognitive test done by FAA approved neuropsychologists.

A lot of discussion in Denver was over Basic Med with the FAA and

our Federal Air Surgeons. There are many issues unresolved, and many issues in the gray zone. Most replies were that it will require attorneys and time to work through many unresolved issues. A lot of licensed physicians will not sign off on a Basic Med for many reasons. Likely, the pilot has an existing medical condition and there is a risk to public safety. The physician usually has no training or knowledge of aerospace (aviation) medicine. Also, the physician does not have oversight from the FAA who will review a medical certificate and give it their final approval. Lastly, the liability issues with a Basic Med are real. The FAA designates an AME to conduct flight physicals and evaluate pilots for a medical and the FAA oversees and will make the final decision regarding approval for a pilot to fly. No liability risk exists with this.

An AME is like an FAA DPE (Designate Pilot Examiner). Doing Basic Med eliminates all of that. That is why licensed physicians and AMEs are reluctant to take the liability risk to do a Basic Med. Most malpractice insurance carriers will not insure a physician to do Basic Med or will increase the rates by a lot. In time, the problems will be worked out. Hopefully this was informative. Please call or email with comments or questions. If I am busy, I’ll get back to you.

Larry J. Marshall, M.D., AME, HIMS e-mail: [email protected] Phone: 619-443-3843




2017 MAPA SAFETY FOUNDATIONPILOT PROFICIENCY PROGRAMS

(CREDIT CARDS WILL NOW BE ACCEPTED )

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

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

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

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

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

February 8-11, 2018___________ September 6-9, 2018____________ Palm Coast, FL (Flagler Executive Airport) Manchester, NH

Have you attended a PPP previously? If, so, how many times?

Name: MAPA # Address: City: State: Zip: Tel: Cell: FAA E-Mail: Mooney Model: N# Year: Credit Card #: Exp. Date: CVV:

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

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

Please make checks payable to: MAPA Safety Foundation

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

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



Fantastic Vacations for Mooney Owners

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

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

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

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

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

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

Advertising spaces

on this page are available

for $30.00 each.

Send email to:lela.hughes@sbcglob-

al.net or fax 830-315-8011

Vacation spot information has been provided by MAPA members, therefore MAPA

accepts no responsibility or liability regarding information published.

Advertise Your Vacation

Spot!

St. George Island, FLBeautiful 2 story, 1st row from beach,4 bedroom, 4.5 bath home, sleeps 10 in private plantation on St. George Island, FL. Private landing strip 1 milefrom house. House nestled on a woodedacre with private walkway through live oaks to beach a few hundred feet away. Fully furnished kitchen. Screened in poolwith hot tub. Reserve via www.resortv a c a t i o n p r o p e r t i e s . c o m Then you will search for Camel-lia Cottage. Casey Borowski

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


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

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

The following is a list of the frequently abbreviated words:

TT - Total Time

TTAF - Total Time Airframe

TTAF & E- Total Time Airframe and Engine

Or TTAE- Total Time Airframe and Engine

SFO- Since Factory Overhaul

SMOH - Since Major Overhaul

SPOH Since Prop Overhaul

SFRM Since FactoryRemanufactured Engine

SFREM Since Factory Remanufactured Engine

NDH No Damage History

P & I Paint and Interior

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

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

CLASSIFIED

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

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

MOONEY SPECIALISTSA combined maintenance and new flight training facility located at the Trenton-Robbinsville Airport (N87) in Central Jersey. Factory trained mechanics with over 100 years combined experience in performing speed mods, annuals, PC repair, major

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

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

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

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

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

1968 M20F N3805NAs of 6/1/2017 annual TTAF3995, engine TT1480, TSMO 947, TSPO 313. Complete logs, excellent condition, paint:9, light weight starter, new 4 probe EGT, manual gear, strobe lights, 1 piece belly panel, gap seals, wing root fairings, tail root fairings, cowl closure fairing. Custom upholstery, instrument panel rewired with GNS530 WAAS, Century HSI, PS 7000B-3 audio panel, 4 place intercom, front and rear shoulder harness new door seal, ¼ glass.

SOLD




www.airmodsflightcenter.com




Rebuilt fuel selector, flap actuator and retractable step. All new nose and main gear donuts and new engine lord mounts. Always hangered and the very vest maintenance. $56,900. Norm Grahm 860-836-9299 email [email protected]

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

FOR SALEGarmin 696 GPS Reman by Garmin 2015, GXM 40 Antenna, Protective cover & carrying case, manual, yoke mount, Power Cord $775. Garmin Glo GPS, Blue tooth to ipad Mini, 2 power cords, instructions, panel mount $75, new Kennon Sun Shields for Long Body Mooney $125, Hartzell 3 blade zippered prop cover $85, 4 new Aerox MSK-MS Silicone Rebreather Oxygen Masks $135. Bob Achtel 916-997-1967 or email: [email protected]

1987 M20K “252”Award winning M20K, 1445 TT Airframe and Engine: King equip + Apollo 2001 GPS, stormscope, moving map. Leather interior, some mods. Always hangared, complete logs, MSC maintained all its life! 707-263-0462 or email: [email protected]

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

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

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

1987/2000 M20JN2014U was AOPA’s year 2000 Sweepstakes Airplane-“Millennium Mooney” 1987 AF totally refurbished by AOPA’s published process in 2000. TTAF 3625, SMOH 1115, SPOH 15. UPSAT radios, Apollo MX20 MFD w/charts, Apollo GX60 IFR GPS, Apollo SL 30 NAV.COM, Apollo SL 15 Aud. Pan., Apollo SL 70 Mode C Trans, Cent. Triden 3 axis AP w/AH,

Vision Micro Systems V1000 Engine monitor, Aspen EV. Pro, Aero-auto trim system, Strikefinder, P2 Gear Adv. System, speed brakes, Tanis engine heat, Stand-by vac, Lopresti Boom-beam, TKS de-ice system, new interior 2016, paint 7, custom covers, new gear pucks 2016, portable 0-2 system, Annual due Jan. 2018, will deliver in US w/fresh annual. Price reduced to $114,500 Tim Murphy 612-730-2501 or email: [email protected]

FOR SALENew Kennon Sun Screens, Schauer Automatic Battery Charger, 5 amp, 24 volts. Used Battery Minder, Model 24041-AA-S1, 24 volt, 4 amp, for Lead Batteries, 3 bladed McCauley Propeller Canvas Cover, PowerTow Model 35 gas Towcard with Mooney connectors, 2 BoseX headsets. Norm Smith Nose Gear Lock, Garmin 696 (Refurbished at Garmin in 2016, Garmin 796, Air Guard Security System (gold color locking aluminum plate that sits on the yokes, coversthe entire instrument panel to prevent rmoval of avionics fits M20C,E,J, K. NEW-NEVER USED 1) One Scott rebreather 02 Mask with electric microphone, 2) Two Aero silicone rebreather 02 masks with dynamic microphones, 3) four Aerox oxygen rebreather masks. USED: Two place Aerox portable oxygen system. Bob Achtel 916-997-1967 or email: [email protected]

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

1966 M20C N2794WTT: 2200, Has not been flown or inspected in 10+years. $5000 at Buchanan AF, Concord, CA. Call or email, no text, Gayle Chamberlain 925-351-7247 or email: [email protected]

SOLD










NAV.COM







1979 M20K 231TTAF 3162, TSIO-360-GBC-LB1, SMOH 580, SPOH 613; intercooler, KY 197 Com. KNS 80 RNAV, KX155, HSI, KMA20, PS intercom, Century 41, new tires, recent Leather Interior, good glass, resealed tanks, no damage, complete logs, always hangered. November Annual, BFD, Asking $59K. Terry Palmer 814-598-3636 or email: [email protected] Photos/Logs: http://tpalmerphoto.com/n231me.html

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

1979 M20J N4665HBased in Fort Myers, FL (KFMY) last 17 years. Complete log books 3537 TT. 760 SMOH, Engine and Prop. Mechanical and Avionics 10; paint 7; interior 5 due to age. All AD’s up to date, next annual 9/17; compressions 78+/80. Upgrade-renovation program-recent up grades: Mag overhaul 5/17, ignition harness 5/17, break caliper 5/17, gill battery 4/17, ELT battery 4/17, new RAPCO vacuum pump 2/17, new windscreen 10/16, new baffles 11/16, new doughnuts 6/16, gear repainted 6/16, annual ATC 50. Garmin 300Xl IFR GPS, Map, Com

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

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

FOR SALECockpit cover in good condition for M20R. Was used for a 2000 Ovation 2. $150 includes shipping. Stephen Saracino 781-975-0868.

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

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

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

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

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

1975 M20FAnnual 09/2016, All logs, 4780TT 970 SFO, Prop 970, S-Tec 50+ GPSS, Garmin 430 W, new Stratus

SOLD




http://tpalmerphoto.com/n231me.html

http://tpalmerphoto.com/n231me.html

sq.ft







transponder EGS, KX170, KMA 20, KN65, Dual GS, JPI 700 & 450, Co-pilot brakes, O&N bladders, Paint 9+, Int 7+, Xlnt windows, nosewheel damage 2012, maintenance @ Top Gun Aviation KSCK- Dennis 925-698-9391

1984 M20K 231Special edition, TTSN 2750, 760 SMOH, 56 STOH @ Poplar Grove Airomotive, 230 hrs SPOH, hot prop static system check 10-15 Annual 09/16. Merlyn Black Magic Variable waste gate, Standby Vacuum, King Silver Crown stack with Garmin GTN650 tourch screen GPS coupled to King525 HSI with GS, 256 FD & KFC 150 autopilot, KMA 24 audio panel, KNS 80 RNAV coupled to KI 206 with GS, KY197 COM, KT76A ENC transponder, PS engine PM 3000 4 place intercom, 4 place Oxy system, Portable 4 pl Oxy sys included, EI Digital tach, JPI EDM 830 engine monitor with tach, MAP, & Oil temp, original interior, new paint 1998. Great business aircraft with great cruise performance 70% 170 KNS @11 GPH out of traffic, below oxygen levels between 10 & 12. 2 owners since delivery in December 1984, Based in WI, always hangered for 20 years. Asking $110K, contact Wayne Walker 608-774-1720, email [email protected]

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

FOR SALEMooney Service and Maintenance Manuals. For M20K, Includes

complete set of electrical schematics. Very extensive. 2 binders. Approximately 5 inches thick. $65.00 includes shipping. Ken Yale 317-710-2306 or email: [email protected]

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

1978 M20JClean wheels up landing 1/17. N201LC, TTAF 2570, SMOH 430, wings stripped painted 2008 blue on white, GPS KL90B, transponder, Mode C, S-TEC, w/altitude hold, AZON (TCAS) #PCAS MRS, 4 port intercom, Apollo 920 GPS, ADF, new 3 bladed McCauley Scimitar, Willmar fuel tank reseal 11/28/08, 2nd owner, always hangered KUNG (IL) or KMVY (MA). Annual 09/2017. Owner retiring. $70,000 B. Carroll 847-234-1627 or cell 847-624-1627.

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

1989 M20M TLS BRAVON200CT,1870 TT, Aspen EFD 1000 Pro, Garmin GNS 480 WAAS w/GMX200, GTX33EX w/ADS-Bout. JPI 701 Eng Analyzer, Monroy LR tanks, King KFC150 w/Alt & VS Preselect, #2 King KX165 w/ILS & KX64 DME, Terra 40 Radar Alt., Shadin Fuel Flow, Jet Glow Paint by Harrington 1996. October

annual, Bravo conversion at 832 hrs, Turbo Gamijectors, Compressions and Oil Analysis Excellent (78-79-76-78-78) Oil Chg and analysis @ 20 hrs, prop TSPOH 550, Interior/exterior original. Good Shape. One ground incident in 1995 at 725 hrs, original owner, always hangered, all records.$135,000 SC Charles Tabor 864-225-8663 or 862-844-1469.

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

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










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

PARTNERS WANTEDKERRVILLE TXI am looking for 2 partners in a M20K 252TSE 1986. Upgrades over factory equipment include WAAS GNS530, Garmin audio panel with 4

place intercom, Garmin GTX330ES transponder, JPI LCD engine analyzer. Looking for IFR rated candidates, but will consider all. More information available upon request. If interested contact me at 909-684-3674 Kevin Kammer

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

1970 M20C RANGER180 hp Lycoming 036-A1D engine, TTAF 4132, 565 SMOH, elec. Gear and flaps, 152 SPOH with “B” HUB, tanks resealed, 2 Narco MK12D Navcoms, KMA20 TSO audio panel, PM 501 Intercom, Narco AT165 transponder, Brittain Wing leveler, voice warning through headset “Stall” & “Gear Up” pictures available, $39,000 call Don Strassberg, FL (Clearwater KCLW) 727-465-6696 or email: [email protected]

SOLD



mi-connection.com



MAPA HOMECOMING CONVENTION 2017


JUST IN TIME FOR CHRISTMAS ORDER YOUR NEW MAPA MERCHANDISE

HOODED SWEATSHIRT $47.00 DENIM L/S SHIRT $35.00

STERLING SILVER MOONEY NECKLACE $60.00STERLING SILVER MOONEY EARRINGS $70.00BUY BOTH FOR $120.00

VISORS IN BLACK OR TAN $15.00

SCOTTE VEST WITH 24 POCKETS$140.00

MENS POCKET TEE $22.00WOMENS (NO POCKET) $18.00

NEW RED GOLF SHIRT 60% COTTON, 40% POLYESTER

$40.00MOONEY LOGO CUP

$6.00

LIL LARRY LED MOONEY LOGO FLASHLIGHT$24.95

ORDER FORM ON PAGE 44



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

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

- SAME PEOPLE,SAME PLACE, SAME COMPANY.

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


MAPA MERCHANDISE

MERCHANDISE ORDER FORMQty. Color Size Description Price Each Total

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

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

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

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

Keychains$10.00

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

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

Caps with contrast wave come in Black w/Red, Khaki w/Black, and Stone w/Black

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

Port Authority Fleece Jackets come in Black and Gray $47.00

Caps with barbed wire and camo come in Black w/camo and Khaki w/camo

CALL MAPA OFFICE TO CHECK FOR SIZES


MAPA LOG NOVEMBER 2017 45Client: Textron AviationAd Title: McCauley Propellers For Your MooneyPublication: MooneyTrim: 8.5” x 11” Bleed: 8.75” x 11.25” Non-Bleed: 7.5” x 9.875”

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

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

FEWER ADs | LONGER TBOs | SINGLE-PIECE HUB


Advertisers Index

Aero Comfort 4

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AGL Aviation Services 31

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Aircraft Spruce & Specialty Co. 21

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All American Aircraft 11

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Alpha Aviation 15

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Bruce’s Custom Covers 20

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Cole Aviation 23

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Don Maxwell Aviation Service 5

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Dugosh Aviation 20

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Falcon Insurance Agency 48

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Freeway Airport Inc. 46

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Gamijectors 22

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Hartzell Prop 21

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Henry Weber Aircraft Dist. Inc. 30

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Houston Tank Specialists, LLC 13

www.htsllc.net

Jaeger Aviation 46

www.jaegeraviation.com

JPI Instruments 47

www.Jpinstruments.com

Lake Aero Styling 13

www.lasar.com

McCauley Prop 45

www.mccauleyprop.com

Mena Aircraft Engines 31

www.menaaircraftengines.com

Mooney International 2

www.mooney.com

Smooth Power 31

www.smoothpowerLLC.com

Tejas Aero Services 20

www.TejasAero.com

Vantage Plane Plastics 22

www.planeplastics.com

Wet-Wingologist East 43

www.wetwingologistseast.com

Weep No More 22

wwwweepnomorellc.com

Zeftronics 15

www.zeftronics.com

Spatial Interior for your vintage Mooney

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

Jaeger Aviation

Email: [email protected]

320-444-3042

For details, visit:



www.aerocomfort.com

www.aglaviation.com

www.aircraftspruce.com

www.allamericanaircraft.com

www.alphaaviation.com

www.aircraftcovers.com

www.coleaviation.com

www.donmaxwell.com

www.dugosh.com

www.falconinsurance.com


www.gami.com

www.hartzellprop.com

www.henryweberaircraft.com

www.htsllc.net


www.Jpinstruments.com

www.lasar.com

www.mccauleyprop.com

www.menaaircraftengines.com

www.mooney.com

www.smoothpowerLLC.com

www.TejasAero.com

www.planeplastics.com

www.wetwingologistseast.com

wwwweepnomorellc.com

www.zeftronics.com