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What's your point?

Hello all. Would anyone be able to email me the Don Maxwell article on replacing engine mounts, please? It's not in the download section. Also the photos in above thread are now missing. Any photo's would also be welcomed. Many thanks, Denis Mexted. PS. I'm looking to purchase Lord mounts, J-9613-40 for a M20J.

Noticed in General Mooney Talk that there is a new topic on "Ovation part out". N62GH (what's left of it) is featured on the latest BAS website parts blog. Turns out it got totaled after the "door popped open" on take off. A 76 year old owner/pilot was flying with a 80 year old CFII in the right seat. They climbed to about 3,000 ft AGL while staying in the pattern and were returning to land on the same runway that they took off. At 10AM in perfect daylight/weather, they managed to land short of the runway, hit the perimeter fence, take out seven (7) HIRL lights, hit a berm and "shear the landing gear off" per the statement by the owner. The plane was bent into a U shape. The pilots were seriously injured by survived. All due to a popped door. https://globe.adsbexchange.com/?icao=a81482&lat=35.050&lon=-85.215&zoom=13.3&showTrace=2023-07-26&trackLabels&timestamp=1690380011 Accident Mooney M20R Ovation N62GH, Wednesday 26 July 2023 There is an NTSB investigation report. New In The BAS Disassembly Hangar October 2nd, 2025 - BAS Part Sales NTSB Docket - Docket Management System https://data.ntsb.gov/Docket/Document/docBLOB?ID=16046402&FileExtension=pdf&FileName=Investigative Photo's-Rel.pdf

Bad news on this one. I doubt there is much usable on this sad Ovation. All they are advertising are the avionics. This is the one where the door popped open and the pilot managed to crash land it into the approach RAIL lights on landing. The bottom of the plane is gone and it is literally bent in a "U" shape.... The NTSB investigated it. In the Accident Report the Pilot said "Hit the perimeter fence, took out seven (7) HIRL landing lights and hit a berm which sheared the landing gear off"..... BTW - this is another "the door popped open" while taking off and in the pattern with a 76 year old pilot/owner flying and a 80 year old CFII in the right seat. Accident Mooney M20R Ovation N62GH, Wednesday 26 July 2023

@geoffb, I found my reference. It’s from skytech. Supposed to get minimum 20v at the starter. Here’s a link to the troubleshooting guide… https://skytec.aero/aircraft-starter-performance-issues/

^this x100

Flying for hire

If you are an aviator, understand catching a diagnosis is often the same as a non-pilot catching a felony.

I don’t even do that, I just put them in a Dixie cup and spray them with LPS before I screw them in. They never stick.

A little bit of anti sieze on stainless fasteners seems to help immensely.

Thanks! I was able to correct a ground issue today by routing another ground wire. It’s insane to send the ground through two connectors. The unobtanium switch was bad too. Alan Fox to the rescue. Installing a WX31 10a switch breaker to get by until the factory switch arrives. -Matt

The interesting thing is that my 1987 K doesn’t have relays at all. It’s just wired right to the limit switches. And yes, that’s how it is in the wiring diagram too.

Sometimes people are just looking for the excuse to hang it up….

When mine did that it was a relay. Mooney used a couple of different relays. The original design used socketed relays that are available and easily replaced. The “improved” design (which I’ve been told by a well known MSC is no better) uses soldered-in relays making replacement somewhat more difficult

I paid Hector about $1,600 for covering my yokes in 2023 with a similar design. Worth every penny.

My comment was not meant as a defense of the OKC nor a criticism of Dev. It was simply me recognizing that they must have really done something to piss Dev off to elicit such a strongly worded rebuke. I experienced OKC through my dad's eyes and it was not a good experience. My dad was able to work through the SI process after bypass surgery. Several years later his PCP innocently prescribed him Metformin for elevated blood sugar levels; he was not a type II diabetic (and still isn't at 87) but was trending in the wrong direction. OKC's view was that a Metformin script equaled a diabetes diagnosis. He could not un-ring that bell even with a letter from his PCP, AME and blood work. I think it would have been possible to correct if he wasn't on an existing SI. He hung it up after a few years muddling through two SI's a year. He would start working on the next year's SI approval shortly after being issued his current SI. That was nearly 10 years ago. I'd hoped that things had improved.

Definitely check voltage at the starter first as @N201MKTurbosuggested. To do this I disconnected the big wire at the starter and had my wife crank it while I held the VM. There’s a troubleshooting guide for Continental starters (I think, or maybe it’s a Concorde battery one) which has you measure at the battery like you did and at the starter while cranking. It supposed to be something like 24V (edit, min at starter is 20v, see below) minimum at the starter. That’s from memory. After I checked all this, I realized my problem was the starter adapter which really sucked.

I believe removing the copilot seats, front and rear, might be easier than removing the right radio rack, depending on your panel setup. Makes it easy to lay on your back on the floor and reach the starter relay. Your legs can lay up into the rear of the plane where the rear seat goes. Not too bad under there that way.

Thus basic med. I dream of flying my plane to Mars, but mostly I just fly it to cheeseburgers.

The easiest way is to remove the right radio rack. It is not as hard as it sounds. I would do some more troubleshooting before I did any of that. I would connect your meter to the big wire that goes to the starter and crank it and see if you have any voltage there. If you have voltage there, you have a bad starter, not a bad relay.

Flying outside The US

Yeah, Bahamas has been on my bucket list but recently they have decided to 'up the fees' so I'm no longer that motivated.

Good point. I searched the US, Canada and Australian Registries. There are 6,823 Mooney's registered in those 3 countries. Obviously there are a few more in Europe and with less in South America and Africa. 159 are not M20 - they are the Mooney version of Ercoupe, A10's, M18's and M22's 96 are wood wing M20 and M20A 2,431 are Short Body 116 M20B 1.351 M20C 88 M20D 876 M20E 3,212 are Mid Body 770 M20F 126 M20G 1,492 M20J 824 M20K Only 925 are Long Body 17 M20L 263 M20M 427 M20R 60 M20S 128 M20TN 12 M20U 18 M20V So it seems logical that the greatest number with the greatest need should get priority attention if funds are made available. Luckily there is some commonality of parts "in the fleet". If you look at wing and tail assembly part numbers on the Long Bodies, you can see the M and early R's have many exactly the same part numbers and the later R's and TN seem to share the same part numbers. Of course the engine mounts are unique to each model. Maybe some things can be made in larger quantities and put on the shelf. But with only 128 Acclaims in the world (maybe a few more in Europe, etc) for instance, why would Mooney/LASAR build Acclaim engine mounts in advance?. They might sit forever. Seems better to build to order on demand. I suspect that there is more commonality amongst the Mid Bodies as a group and also amongst the Short Bodies as a group. Combined with the much greater numbers in the fleet, it would seem that these groups need immediate attention. @Fritz1 is hopeful that a $900K infusion by Owners or some other "financial solution" will put parts for his Bravo on the shelf, but the need for the rest of the fleet is as great or greater. @Paul Thomas is likely right "I just don't think Mooney/LASAR have it as easy as people think".

For 99% it is Canada, Mexico, and Bahamas with the latter being the largest and they accept basic med.

I am more curious as to why anyone wouldn’t be flying under basic med.