Jibsheet1

This aircraft had been SOLD. 1990 Mooney M20M TLS. 1040TT. Fresh annual, W&B, and pitot static. ONE OWNER PLANE! ADS-B in and out. Annuals and service have been maintained throughout its life and it has been in a heated hangar from new. The plane has a recent annual and all ADs and SBs have been met. Engine is a “wet head” and has good compressions on all cylinders. There was a gear up landing made in 2005 with minimal damage. A new prop was installed and the plane was ferried to FL for repairs. Engine was torn down and given a 0 SMOH at that time. Located at KGKJ Port Meadville PA. Logs are complete and delivery available in the lower 48. This is a nice straight flying plane and like all Bravos very quick. Has factory speed brakes. I am listing this plane for a friend who is selling his father in-law’s aircraft. I have been flying the aircraft and have all of the logs so will be able to answer most questions you may have. Jeff Call or text 814-881-8249

Thank you to all for your comments. As stated Mooneys are capable of flying slower and the flight in on Sunday went very well at 90 knots. I followed a flight of RVs who were also at 90 knots and things were going well until they started slowing down for, no lie, a J3 at 50 knots. The flight was cleared to 2300 feet to overtake the slower traffic and then the fun began. Some of the RVs, I believe a flight of 7, went up to 2300 and then several split off. One went back to try the approach again and the other was all over the place. Thankfully all landed safely that day.

I will be flying out to Oshkosh this year and was hoping some of you could offer some advice on altitude selection during the Fisk arrival. Although a J is capable of 90kts I am a bit concerned about getting behind an aircraft like a J3 cub only capable of 55kts. The Notam says if you are unable to maintain 90 then to fly 135 kts at 2300 ft. What do you guys suggest for the approach? Thanks, Jeff

I also fly a J with the Century IIB and it had the exact same problem. Slowly and almost imperceptibly the plane drifted to the right regardless of whether or not the AP was linked to the GPS or the heading bug. I was fortunate to have a simple problem and solution. I flooded the two AP switches with contact cleaner and I have not had a problem since. It is a quick and cheap thing to try before you start buying parts. Good luck!

I believe the 3 blade prop gives a few inches extra ground clearance when taxiing.

Another question to go along with the OP. Is there a difference between a three bladed and two bladed prop when considering the best cruise rpm? I am also flying a J.

I have been enjoying reading and learning from so many knowledgable pilots on this forum so here is my 2 cents. I have flown with DC 13.4 for years and they were good and still work fine. When I got my Zulu 2 it was a night and day difference. They are far more comfortable, significantly quieter, and feel lighter on my head both overall weight and clamping force. So far my longest flying day with the Zulus was 7 hours and they were comfortable throughout the flight. I was considering Halos but they do nothing to protect the mastoid process which is the bone behind the ear. Loud sounds can still cause hearing loss to protected ears if you are only using ear plugs and not a full shooting muff type hearing protection. Good luck with your quest for the perfect headset.