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Welcome to aircraft ownership. You might think that when you pay for an inspection, everything is inspected. Not so. I've had brand new aircraft with tools left in the inspection bay and the inspectors stamp to ok the close up of the bay on the inspection panel. A lot of shops service the airplane in accordance with the MM, lubricate, clean filter etc but do not poke around. Some get into the weeds more than others. You will find good shops who carry a lot of Roundup. Those are the ones you want as they will keep you ahead of problems. The avionics shop seems like those kind of people.

Looks like a sellers annual. Did the shop know the seller?

You already have received good comments above, but I will add my opinion that it is unusual, if not impossible, for every flaw to be found on pre-buy. Especially if it was not done by one of the well-known Mooney experts. I would also opine that it's not super unusual for things to be missed at annual -- particularly the first couple of inspections on a new-to-you airplane by a new-to-you shop. It's not what we hope for, but that's reality. Even if you are not mechanically inclined, you need to constantly poke around your airplane looking for anything that doesn't look right.

Of course the cost of the engine is just part of the expense. The OP seems to acknowledge that the engine hoses need to be replaced as well. Other things to consider: The engine mount should be cleaned up inspected and repainted. Usually they need it. Its a good time to have the prop resealed and painted which means the old oil and lead sludge will be cleaned out. The exhaust should be carefully inspected. Often there is something going on there. Repair/replace any bad baffling. It's a good time to clean and paint it. How many hours on the alternator?

Always good for Distracted Pilot Training. Better than open cabin door.

@Marc_B Thank you for the write-up. Looks like a very clean install.

I paid Zephyr $45,800 to overhaul and upgrade to the IO-550N last May which took 12 lbs off the engine. That included replacing the cam which was $2300. They installed J&J Nickel cylinders. Took 65 days mostly because cylinders were scarce. Fuel flow needed to be tweaked after installation but other than that all is good. Florida is also a no sales tax state on aircraft parts. I’m just past 200 hours and it runs great.

Indeed, that's the recipe for Airbus, the big risk of using that in Mooney (or Airbus) is skipping to "check speed for retraction step by step" I had someone who did that after bouncing while I checked him in Mooney: oh boy, what a ride ! Go-around did not exist in 1967 maybe, they were simple: accelerate straight and level and do what you like.

That's posh I think others answered the question on "vario" Finding a new analogue one would be expensive. I think Garmin PFD (e.g. G5, GI275) process static input and give a sort of "instantaneous vertical speed reading"? Altough their screen is too small and IVSI info is even smaller (I never look at it), it's obvious when wheels leave the ground or when Mooney is climbing, I don't have to look inside aircraft to figure it out (in Jets, the pilot can climb 50ft while his wheels are on the ground, so they want an extra confirmation).

Not to steal the thread here, but... Does anyone still make an IVSI for certified GA aircraft? I'm sure ones made for the big Boeings, etc., have a big sticker price.

So far there is nothing to stress too much about, although a professional assessment of the damage to that aileron rod is called for. Tank patching, replacing cables etc are all relatively normal. (Not saying cheap, just a common expense that was likely to happen at some point of your ownership) However, the fact that they weren't picked up earlier is slightly worrying. I would suggest you find whoever is going to be your future mechanic, and pay them for a bit of time to check it out for other things that might have been missed. Not a full PPI but just professional opinion. Ask your avionics shop to recommend someone because they seem to be doing a good job of being professional.

@bradcarrWelcome to MS and to Mooney ownership. Sorry to hear about your issues with your new toy. The issues you describe should have been identified during the pre-buy/annual. Mooneys are known for tight spaces and using screws that are too long can cause issues with control rods. I suggest that you check all the inspection plates on botom of wings. I think that the second or third inspection plate from the root of the wing needs tohave short screws to avoid rubbing on the aileron control rod. Ideally, the pre-buy would have been done by mechanic of your choice, preferably someone with Mooney experience and with you present, but that may not always be possible. I could not be present at pre-buy for my first Mooney and there were some things missed that later cost me money and I could have negotiated price concessions. When I was buying my current plane, the seller was kind enough to let me and my mechanic use his hangar and tools to do the prebuy. We found couple of things that needed to be addressed, agreed on reasonable concession, shook hands and closed the deal. In fact, the seller helped us to get parts and fix couple of things right on the spot as we were doing the pre-buy. The fuel leak can be a challenge to fix right. Did the logs show any recent work on the tanks?

Mooniacs, Thank you for your comments and participation in this thread! Your contributions were informative, and a consensus has emerged that provides an answer to the question posed at the beginning. In sum, pilots may serve as pilot in command of Mooney M-20s while exercising Sport Pilot privileges under the new MOSAIC final rule, provided the airplane's originally certificated maximum takeoff gross weight doesn't exceed 2,740LBS. -Cheers

I believe there is a movable (vertically) weight rigged to a bellows of sorts. When you climb or descend the force of vertical acceleration compresses or expands the bellows and provides an instantaneous increase/decrease of pressure vs. the delay caused by the calibrated leak in the case.

27-0183? Are you kidding? That's my plane. I always knew I just barely missed the crossover to the newer interior, but (#@*#@. https://www.flightaware.com/resources/registration/N222HM

Perone’s disease? (Sorry, Rich, but I couldn’t help myself.)

Welcome, bradcarr. Sorry you’re having these issues, but the longer you own your plane, the newer it will be… someone here (I think) says that. The gouges on the aileron rod look pretty fresh. If the wing-to-body fairing were removed during the annual inspection (or prebuy), and then reinstalled with the screw that’s too long, that would be an explanation. The drag on movement might be negligible and not heard in a noisy environment. It’s still not right by any means, but putting panels on might be the job of the less experienced mechanic’s helper. The damage should be checked for depth within tolerance, any burrs removed, and some primer applied. and the correct length screws installed. The fuel leaks on top of the wing should be (should have been) investigated. It doesn’t look like ‘normal’ fuel stains to me anyway. Generally they are either blue streaking/stains or if very, very slight seepage, brown stains. It almost looks like someone rubbed some type of oyltite product on the surface as a (temporary) repair. The ELT antenna broken… very unfortunate. I’m no expert in avionics, but I don’t know if I’ve seen an ELT antenna mounted on the top of the fuselage. And the skin in the area has been touched up, poorly by appearances as it’s now peeling paint. It looks like there’s a blade antenna in the ELT/DME frequency installed behind the exhaust, on the bottom of the fuselage (blurry in the picture of the wing-to-body fairing) in the more traditional ELT antenna location… I’d investigate what the broken antenna is hooked up to. As far as the throttle/prop cables… I’d recommend replacement. It would have been nice if the prebuy and annual would have made a note, but I think it’s time. McFarlane is the place I’d go for cables. The oil cooler hose on the firewall behind the prop cables support looks suspect, too. Check the logs for install dates on all the hoses. Where are you based? Post some pics of your new to you bird. You’re asking the right questions and that gains you the knowledge to be an experienced owner. Stay involved with your airplane and you’ll be fine… keep us updated on your progress. There’s a lot of really smart people here so don’t be afraid to ask the questions. Wishing you good luck in with future ownership challenges.

These things all look pretty obvious to me, and I would expect a competent shop to have noted them on the annual.

My often repeated trick was unbuckling my belt when I lowered gear. My wife got good at rebuckling me while I flew the plane.

Ok I am going to do my best not to call anyone out here, point fingers or anything. I am very new to plane ownership. I'm going to post what has happened and then ask for advice for my future Annual/repairs etc. An annual was done as part of the prebuy for my plane. Things were found that were not airworthy issues and everything found weas repaired based on what was listed. Obviously I couldn't tell you anything as I'm just now learning about my plane, its parts etc. Had the guy told me my flux capacitor needed replacing I'd have probably written a check. No doubt I want this to change and it has already just in the last 2 weeks. Now to my main question/issue. The plane was bought and immediately taken to another shop for avionics upgrades. I don't know this shop from adam either, but I will say the owner has been nothing but communicative and helpful with any question i have had about anything. So my question is was my plane just "glossed over" at the annual or is this normal. Avionics shops first message was "were you having trouble with the aileron being tough to turn? I had no clue as my CFI had to fly it. Pics he sent had a sheet metal screw dragging against the push pull rod on the left side. Next was, "did they say anything about the left wing leaking? Sent the pic of the top of the wing, said it isn't dripping on ground but wanted me to know Next was the pic of the uncovered throttle cable, said it suppose to be inside that rod but isn't Then came the "you need an ELT antenna its broke off" Lastly was the prop governor cable with much the same issue. He said "someone used safety wire to hold the sleeve up in the past" I'm asking because none of these things were mentioned on the annual. My question is 2 fold. Should they have been? if they shouldn't have been then how on earth do I ever find these types of things I'd prefer not to have on my plane. If they should have been then my 2nd part of this question is how on earth do I go about finding a shop for an annual where this wouldn't happen? I mean i'm not gonna know unless i go to taking a plane apart (which I can't do nor should do) and finding these types of things (which i wont do as I don't have a clue yet what is right or wrong" sorry for this long post I've got a year to learn more and get it to the right place. Just looking for guidance from all you pros here. Thank you for everything.

It works very well, thank you. It was in the Mooney when I bought it.

They generally lag 6-7 seconds. I've had my Mooney with IVSI since 2007, I cannot go back!!

I have worked 4 accident in 2 months on this one little section of a FM road. My faith in drivers continues to erode. This one is the easiest sections of straight Farm to Market road. rise up a hill big fields on either side. So some people should not drive and some people should not fly airplanes. Like Mike Rowe says If you want to see why following your passion is bad advice just watch some of the Want to be a Star shows. Just because it is your passion, does not mean you have the talent. Bonus round. Not the drivers fault. Truck got hit by lightening. shorted out some of the computers. guess F150s are not hardened.

I put an item on my before takeoff checklist for this: floor..... clear. I put it there after a similar moment!

The passenger seatbelt is a regular as well…