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I would have thought any unpressurized mags on early 231s would have been changed out by now. That engine needs pressurized mags.

Maybe a damaged noise gear leg from tow damage? If that's the case, it should have been caught on preflight.

I paid cash for the Mooney. I’ll probably be buried in it. I guess I don’t care what it is worth.

That thing weighs 467 lbs. You will need two M20Es to haul that thing around.

s&g if was was retired with a bunch of money i'd maybe try and start with a chevy LZ0, inline 6, should be alot smoother naturally plus it's a bit closer in weight. my poor little e would get places before it left

Took the words out of my mouth. Market for the newer ones appears to have softened quite a bit. At least it looks like that from looking at controller. interest rates and the confusion over bonus depreciation probably played a role as well.

So this gentleman was involved in a crash due to water in the tank right of his airfield and he goes over the experience and what he has learned from it, I though I would share here in hopes of all of us taking something from it to keep us safe in case one day that propeller decides to stop spinning. the interview stars at the 5:35 mark.

That's a pretty unusual failure on a Mooney. I'm curious about what led to that.

Good afternoon, My name is Ron Stowell of Granbury Aviation Services in Granbury Texas KDGJ. Has anyone had a recent fuel tank real seal done? If so can you provide a real estimate on labor time for it?

https://asn.flightsafety.org/wikibase/546065 Since when did a Mooney become a twin jet Challenger? - Citing Virginia State Police, Potomac Local reported that the Bombardier CL-600 twin-engine plane slid about 200 to 300 feet on the runway. The pilot, a 47-year-old from Washington, D.C., was the only person on board. On a more serious note, it is reported as a gear malfunction with no injuries.

If all checks out and pre buy doesn’t reveal anything major then it’s already sold and gone. If not there will be a reason it has not sold. A steal of a deal on a Mooney is like a unicorn.

Here is an M20E with LASAR speed mods, 201 windshield and cowling and speed brakes and O&N fuel bladders and they are asking $49,500. Paint looks new, engine 1405 hours and airworthy, Dated avionics but still. Also Trade-A-Plane has 124 Mooney's for sale which I think is up. Mooney M20E - N5668Q - Aircraft For Sale - Indy Air Sales Mooney M20E - N5668Q - Aircraft For Sale - Indy Air Sales

Here is one that is and M20E with electric gear and modified with 201 cowling and windshield that is airworthy and they are asking $49,500. Mooney M20E - N5668Q - Aircraft For Sale - Indy Air Sales

AeroCruze 100 Install PICS! Moving right along. We discussed the changes today -- cnc'ing the rod length etc for both pitch and roll. Install looks great so far. Decided to do a new Pilot's side panel and cover it with the 3M Carbon Fiber to make it all look the same. This will allow the shop to organize and not deal with previous 'holes' that were covered over. Hardware is about finished for install -- wire is being run. Gonna look nice once completed! -Don

They could own 100% of a Corporate shell of Mooney consisting of 100% of the intellectual property, the drawings, technical files, the type certificate, the machine tools and presses which can be sold. etc. if they could settle the Vendor/Supplier liabilities. These are all things that can be sold. Don't mean to imply that they want it back as a going concern. I was pointing out that it is actually a way for Meijing to "shed the 80%" owners who brought nothing to the table. I always suspected that this shadowy "US Financial LLC Wyoming" owners group were just looking to flip the company for a quick buck. They never brought anything, never invested anything, to Mooney. Just pointing out in Bankruptcy, that is a process to orderly dispose of both assets and liabilities. If Meijing holds debt in Mooney (i.e. they loaned money to Mooney at any point), then Meijing stands at the head of the line after Suppliers in their claims. As both a shareholder and holder of senior debt then they stand at the head of the line for reorganization of the equity/stock.. They can either take control in a Chapter 7 bankruptcy reorg or get paid out of asset sales after Vendors/Suppliers in a Chapter 11 bankruptcy liquidation. 80% owner US Financial LLC gets squat. This is exactly what VanGrunsven did at Vans. Rather than liquidate, the VanGrunsven family took 100% control rather than liquidate. The employee ESOP which owned the majority of the Vans stock got squat. I agree with your comment about LASAR.

MP and RPM.

I'd definitely take a look at the data tag on the mag. The 10-79020-18 is an S6LN-25, which is an S-20 magneto, not an S-1200 mag (which is what the 420807 sensor is for). So that would definitely be the wrong sensor if that's the mag you have. If you have a pressurized S-20 series magneto, the 420806 is the proper PN per the 930 installation manual "For the pressurized Bendix -20, 200, series & S6LSC-25P and non-pressurized Slick 600 use JPI P/N 420806." There isn't enough in the picture to positively identify the mag for me, but it being unpainted, feels like an older style mag.

Owning 100% of what is the question? Let's face it the production line won't be reopened. As previously mentioned part sales are $6 million, not a lot there at the end of the day. My guess is that Meiijing has already written off their investment. They wouldn't want it back. They wouldn't want to open their checkbooks to continue to finance operations. I am not sure who LASAR is in terms of finance and deep pockets, my guess is they thought this was an opportunity to add marginal revenue without a lot of work, I suspect they are wrong as somebody who has bought a company that needs work. Never again. Probably the reason Don Maxwell passed, that would have made more sense. Just internet speculating.

I'm going to check again on the mag. I don't see them being replaced in the logs with a pressurized version, and my engine is a GB from 79 so I don't think it was changed over to pressurized mags. But that sure does look like a hose going into the mag now that you point it out And that sensor looks a lot what my wire and I saw something on the mag that looked like I imagine that does under the shrink tube. Maybe it just pulled out? I'd expect that to be crimped in I guess.

I suspect I'm going to find something very rigged, considering the whole thing I'm holding is a set of butt splices. I looked in my logs and the mag is 10-79020-18, the unpressurized mag it looks like. I suspect the wiring is all the same it's just sensor end that's different. I suspect that for whatever reason when they where installing the EDM they ordered the wrong sensor, then cut off the end and wired it up to an existing sensor from whatever was in there before I guess. I need to get back to the plane for a better look to be sure, I didn't know what I was looking for yesterday when I had it apart. I suspect I'll find something loose from the sensor, might just end up ordering a new one to clean this up instead of adding yet another butt splice.

You are correct that many high tolerance structural parts and most brackets are predrilled. But I don't think skins are predrilled. Here is a NOS Mooney factory wing skin for sale. Mooney RH Wing Skin P/N 220000-194 NOS (1022-669) – Safe Skies Aviation, LLC

That picture sure looks like a pressurized mag to me? Isn't that a hose going in to the mag right there? So the 420807 sensor mounts underneath the calibrated leak orifice plug on the magneto. Most of the pictures that you'll see online linked to the 420807 are the wrong picture... It's more like a washer with a lead. I'll attach a picture below. It would likely be a pain to pull the orifice and change the sensor with the mag in place, though depending on the clocking of the mag, it might be possible.

Actually there are bigger problems: It appears that the 180 HP Austro 330 weighs about the same as the Rocket 305 HP TSIO-520 Installing the Austro in a M20E actually derates it at sea level from the original 200 HP Lycoming As you point out batteries and more lead will be needed in the tail to keep the M20E off its nose with the additional 250-300 lbs on the nose. UL will drop to about 500 lbs...maybe less Maybe a fairer comparison would be the Continental CD-300 used in the Diamond DA-50RG. It has a dry weight of 560 lbs...probably closer to 600 lbs installed.

Just to be clear if it is not already, the multiplier (13.7 or 14.9) only applies to LOP ops. The formula does not apply if the engine is operating Rich of Peak. When LOP the power output is determined solely by fuel flow, or so the GAMI people tell us. While ROP it is determined by both MP and FF. Have to go to the POH tables for ROP ops power. I have a JPI 930. I have well over a thousand hours flying with it. I ignore the % power display, it is based on an algorithm and the algorithm needs a calibration factor called the "K factor." The K factor is supposedly pre-set from the factory for your aircraft. From many hours of experience with the 930 the display is just not accurate. It is about 7 - 8% off in my aircraft. And how would you as the pilot calibrate the K factor? With what instrumentation? You would need instrumentation that would accurately read out the BHP the engine is producing while in flight. The one way I found to approximately calibrate it is to learn to operate LOP, then make a LOP power setting while flying the aircraft in level flight. The LOP formula can then be used to determine percent HP and note the airspeed. Then get out of LOP operations and, while still in level flight, operate the engine ROP, allow the airspeed to stabilize (t takes a little bit in a Mooney) and determine what ROP combination of MP and FF is required to produce that airspeed. Then look at the percent HP display and note how far off it is from the percent power you obtained using the LOP formula while in LOP operations. Adjust the K factor so the percent HP display is correct for that ROP power setting. I never did this in my own aircraft, it seemed like alot of screwing around to get the display to read approximately correctly. I just ignore the % power display, it is not required equipment.

TSIO-360-GB. Local mechanic says "they are rare but we can get them in, I won't do the inspection as I've never seen one pass we only replace them". My normal mechanic says he's had it on backorder for me for over a year and has signed off two annuals with it. I'm due again soon for the recurring, and I want to do my own due diligence on the part lookup. My logs indicate the part number should be 646534 (when it was last replaced). Continental doesn't show any superseded part numbers so that means it's the right part? They list Boeing as the supplier (with no supply of course). Spruce has it as "special order". I know these things are apparently completely unobtanium, but I want to make sure of that before I firmly tell the local mechanic to go pound sand. I'd also like to get my hands on one before it inevitably fails an inspection.