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Hello to all of you....... A few more words on the M22. Aircraft was repainted from bare metal in a small paint shop close to London in 1992. The M22 has always been hangared and the paint still looks very nice. Polished every year for the last 20 years !! Engine overhauled in the US. Project completed in 2016. Long project but fully documented. Engine has now around 150 hrs since overhaul and runs like a dream. I tried to keep the aircraft as original as possible. Installed a EDM 900 as primary to avoid to be grounded in any problems with the old gauges.

HI MS, We just closed on N9150V and would like to publicly thank the forum for all your wonderful support!!!!! I am sure the new owners will pop up here somewhere and can look forward to participating in the extremely high-value community. My software deal fell through ("Time kills all deals") so my wife and I are aiming some of our proceeds at some recently occurring medical expenses (our youngest son was in a very serious car wreck but is now out of the woods and healing quickly ) ....and on the lighter side learning to sail! We are looking for an entry level trailer sailboat (Catalina

Hello, I wrote about some interest for a Mooney M22. I am the owner of the M22 in Australia. Aircraft was originally registered in the US as N7719M. My father flew the aircraft to Belgium in 1974 and I flew the aircraft to Australia in 2000. I have registered the aircraft in Australia since 2003. (VH-YVE) If interested in the aircraft please let me know Regards, Yves

My youngest finally got a chance to finish his check ride. I was listening on liveatc and watching on FlightAware my heart was flipping.

Joined the Mooney community a little over a year ago, when I purchased N2767W a 1966 M20E. 67W had been sitting in a hangar for about 15 years with the engine pickled and the airframe corrosion fogged. The owner as of recent removed the airplane from storage and prepared to have the airplane annualled, before losing interest and deciding to sell the plane. I met the owner at a fly in at skypark (the airport I learned to fly at), while looking at another 66E on the ramp, where he told me that he was selling his E model that needed some work, such as the tanks resealed and a few other minor iss

I've been getting a lot of requests for an update on this Mother of all Annuals... But in my mind, there really isn't much to say about it other than it's still in progress... But I'm there are details that might help someone else contemplating this work or with it coming up, ready or not. I should get a couple of disclaimers out of the way first. This is a hobby, not a business and therefore time is NOT money. So I've opted for the slower/cheaper option over the faster/expensive path whenever possible. I keep an eye towards what increases the value of my Mooney and what doesn

Since we're not using the airplane to actually go anywhere lately, I decided to catch up on some local flying. I took my wife and her father to see every single airport underlying the NYC Class Bravo airspace in my Mooney M20J 201. It's a flight I've always wanted to do but would keep putting it off cause it seemed so close and attainable. Well, now I went and actually did it. And I have the video to show it. Wednesday January 13, we departed Linden airport with the primary goal of landing at the 3 major airports and a secondary goal of landing at all the rest. I had one of the longe

About 2 weeks ago I was up for an early morning flight. It was quite cold, at least for North Central Texas. It was in the mid 30's. I took these two photos. The first photo is of a discharge lake for a power plant. Notice the low cloud and fog formation that takes the exact shape of the lake. The water must have been much warmer due to the discharge than the air just above it. The second photo is of Lake Granbury which is only about 5 miles north of the first lake, photo taken on the same day just a minute or 2 apart. It is not a discharge lake so the water was a lot colder and thu

If a second set of eyes on things is better, you guys should all be flying with a second pilot. Far more planes are wrecked by pilots than maintainers. Clarence

another photo when I went flying north of Western Australia last month.

Your mathematics is not correct. The data stated is a death rate of p=1 per 100,000 hrs, so take p=.00001 The probabilities don't add lilac that - Just to point out your error. Suppose a person flies 200,000 hrs in their lifetime. Then your calculation would say they have a 200% chance of dying. Or more sobering - if they fly 99,999 hrs then since 100,000 is a 100% certainty of death, then they will die in the next hour. There are a few pilots running around with 50,000 hrs. The proper way of dealing with a specific (but dubious) assumption that p=0.00001 and they are indepe

Since @VinceCB took 2711W away we’ve been searching high and low for a new airplane. Flirted with Rockets, considered C180s, got disappointed by the state of most PA-30s and came very close to joining the cult (Bonanza ownership), right under my nose appeared my new ride. ’83 model 231 with a 262 conversion and TKS. Low times, by high time sitting. Waking it from its slumber and so far so good. Small fuel seeps, could use a few new hoses. Fingers crossed about the health of the bottom end. Seems to fly straight. Not sure about performance yet. Expect lots of questions about

Subtitle: They said my crankshaft was subject to an AD and had to be replaced. I said it didn't. History: Owners prior to me hung a factory reman O-360-A1D on the Mooney M20G in the very early 2000's. It flew for around 2,500 hours without the case ever being opened. Recent: I finally decided to have the engine overhauled. It was still running fine, but a cavalcade of circumstances such as time for annual, desire for EDM900, Penn Yan offering a 10% discount, and a willing banker all made the decision a no brainer. And if nobody has a brain, it's me. So off to Penn Yan the e

Well I was departing Orlando today, KORL and just after lift off climbing up to 1000' I notices that my voltage was 11.5V. Tower has just handed me over to approach and I hadn't even called approach. So I switched back to tower and told them I needed to return due to low voltage. Tower asked if I wanted to declare an emergency, being on an IFR plan and not really thinking about it I said yes. (my first emergency declaration I'm no longer a virgin) I returned to the airport with no problems. Mrs. 1964m20e was calm all as well. Taxing back to the FBO I noticed all the red blinky lights an

I just spoke to Jack on a referral from Parker. After talking to him and reviewing this advertisement, I advised him that he should drop his price from $49,900 to $44,900. At $44,900 I think it represents a good value with the low total time, the Bladders, the new Top Prop and some of the nice maintenance items he has incorporated and will give the new buyer a nice platform to build a good first Mooney on. We discussed me selling it for him but after commission and transportation to TX, I advised Jack that he would be better off to keep it up there, reduce the price and get it sold locally. Ja

Just a quick note to say Happy New Year and to say a BIG thank you to the folks on the board that have recommended me and our business over the years and those that we have sold Mooneys TO and FOR. You guys are great and I appreciate the referrals you guys post. While I know it is impossible to have a completely painless transaction every time (with the experience of the 1,000 Mooneys we have sold I can't tell you how many little things can go wrong on and plane and or its sale), I do work hard to make each transaction a smooth one and the support from the Mooney community is greatly appreciat

I'd be interested to see what the NTSB final report says. Like most accidents, there is a chain of events that led to this. From what is available, here are the things for us to think about without knowing all the details of this specific accident: 1. Avoid wx that exceeds your capability or the plane's. 2. Don't fly into IMC without an IFR rating. This may seem obvious, but "get-thereits" can drive decisions that put pilots into wx they are not able to handle. 3. Continue practicing and understanding your plane's avionics so that you can use them to shed pilot loading when sit

Happy New Year to everyone here on Mooneyspace! Happiness and Good Health to all. Clarence

Finally finished the panel refresh!

Time to resurrect this old thread, 4+ years later. I finally put a GPS in the panel back in September which I wanted before starting to work on my Instrument Rating. I've been studying some off and on, mostly off with the King IFR course. Back at the beginning of December I gave myself a deadline to pass the written before the end of the year and a plan to start with a CFII in January so the studying began in earnest. I finished up the King course last week and took the three practice tests with an 80% on the first one followed by 90% on the next two. Over the next few days I did six more

Here’s a pretty good explanation: Flying an ApproachwithGTN750.pdf

Unrelated to the new Ovation - I wanted to post about the folks at KTEL in Tell City, IN. I recently landed there on my way to Kerrville. Their mission is to make GA affordable and they're doing it right. A courtesy car, cheap fuel, a place to sleep for the night and most importantly, mid-west friendliness! Thanks to Ken and Mark at KTEL - appreciate the service! Stop by and say hello! Jonny

Nothing nefarious about "last." We're working on better - faster, more useful load. Stand by. Jonny

Well, someone had to do it, so here goes. With Ontario under a Covid lockdown there are no places to fly, so I decided to see how many planes I could fly instead. I got through 4 before the weather turned. The new RV-7A, the Cessna 150, the Comanche 400 and the Twin Comanche. Was hoping to add the RV-4 and Skybolt. Clarence

Are we talking about saving Mooney as a company, or building cool niche airplanes? Mooney needs to produce an easy (low cost to build) airframe, that weighs less, lifts more and has the creature comforts and safety features people want and is affordable to own and maintain. While a Jet A burning diesel sounds cool,they're heavy and usually require liquid cooling which adds more to the complexity and empty weight. A Lycoming engine that can burn premium auto fuel makes just as much sense. Clarence

Just got back to Linden. Dropping my passenger off before going back to add Lincoln Park. @carusoamyou let me down! I thought I’d be reading a play by play when I get back. GoPro didn’t fall off so I should have a video to share once I get it together. And yes, it was an actual landing at each and not passing. KLDJ KEWR KLGA KJFK KFRG KHPN KTEB KCDW KMMU KLDJ Gonna go get Lincoln Park before I call it a day. See ya.

MS'er Joe B. Is here with me at KHAE and , when the weather cooperates,, is going to ferry N9150V to the west coast for the new owners. On the ramp we noticed this Cessna with what is apparently a strange new vortex generator configuration that works so well that the plane wants to start flying even in 0 wind !

Maybe you can negotiate her down to just one ball? Then definitely go for it.

My wife said she would chop off my balls if I bought the current, pre-completed Ovation. I'm still weighing the options.

I picked up 25 lbs useful load in my C by reducing the size if the pilot's belly . . . . Time to do it again!

Before. Certainly you'll note the RMI and state of the art LORAN. During: After will be once the GFC 500 is installed!

Merry Christmas to me! Some of you might remember that back in March I detected an oil leak on 34X and on April 10 we confirmed it was a cracked engine case on cyl #2. ‘Twas a sad day indeed. Especially since I had bought and flew it home Jan 1 and only had 15.2hrs in the plane. While the engine was out I did a bunch more work to the plane because I wanted to make the best of the down time. It took so long to get the engine back in and buttoned up that we ran into the next annual timing and so now this is all ending up adjacent to this years annual. I want to say thank you to

Hey Folks. Not sure if anyone is interested, but we are selling the last Ovation Ultra coming off the line. It's on sale for $695,000.00 and you can pick the interior colors if you act fast. It has NXi Phase 2. It's a great deal. Contact sales@mooney.com Jonny

The pipe that goes into the muffler should have a flame tube inside the muffler. The fact that the pipe turns freely suggests that the flame tube is gone as well. Rebuild or replacement is in order. Neither of these failures happened over night, lack of maintenance and proper inspection come to mind. We pressure check the exhaust system with an old shop vacuum at every Annual Inspection as well as thorough visual inspection. Clarence

Closing out 2020 with some shots of my flight yesterday. They include proof that it does snow in SOCAL and its hard to beat the sunsets here... Enjoy! San Vicente reservoir on my way to Gillespie Field (KSEE) in El Cajon, CA... Taking off from KSEE... Lake Henshaw to the left, Julian, CA to the right and Warner Springs directly ahead. Snow... Had to turn back for the sunset... My Favorite... but it was blinding... Snow on Palomar and San Gabriel mountain ranges. Base to French Valley - F70... Final, 1

DEE04862-D9DE-4FEB-B20F-369710608EB5.MP4

there are very few shops like this. I convinced my PA30 turbo twin comanche client to convert his Slick mag airplane to a hybrid Bendix S21 / Electroair setup. Man its nice. About 20 hours after the work, the left engine, left mag wont shut off with the switch. It has a special capacitor that is very easily overtorqued, which breaks it, and renders the P-lead ground inoperable. (much like the Rochester CHT probe for factory Mooney gauges). I advised the client to take the top cover off the mag and see if the P-lead wire is broken or disconnected from the tab inside. He took t

I fly in the same area you do. My typical trip is KRHV to KTRK. Every couple weeks, year round. I flew the trip today. And other trips in the West and coast to coast. I owned a J for 5 years. While owning it, I got tired of cancelling trips because I could not guarantee not touching a cloud below freezing. When I upgraded FIKI was on the top of my list. Now that I have a FIKI Encore, I am very happy with my choice. It allows me to depart when I don't think there is icing but I cannot be 100% sure. It allows me to continue a flight where in my J I would have had to divert. I probably use it 2 t

A lot of the discussion above centers around how to avoid reloading the approach, when you get a late clearance change you weren't expecting. The commonly-discussed case is when you thought you were getting vectors to final, then you get cleared to an IAF or IF instead. Hence the "Never load VTF" strategy to avoid that particular case. I have a contrarian position about this. I teach students to practice reloading approaches to select a different transition, until they can do it quickly and correctly with little anxiety or stress. Then the guidance on loading approaches becomes simply

I don't know of any Bravos that ever had AC. I think AC was first introduced in the Ovation. Having said that, I couldn't think of a worst waste of money (unless you lived in Arizona and idled on the ground very long in the summertime). You can climb out of the heat in no time. There was an Acclaim that I know of that had AC, Long Range Tanks, and TKS. That was requested by the purchaser of the NEW airplane. I heard the salesman was fired shortly thereafter, when after the plane was ready for delivery, the buyer forfeited his deposit and walked away because he discovered the useful load

DIsclaimer: Everything that follows is opinion. If you want to argue or dispute, go ahead. Don't expect any back and forth from me. One thing that appears to be common with forums, the loudest objectors tend to know the least about the topic. I may go back and edit this (for clarity) after I've been away from it for a few days. The inspection photos are of a very high resolution but the system choked on the file size. Hopefully this is enough. Have fun boys. Event Summary: The OP of this thread experienced an abrupt change in aircraft pitch control characteristics. The aircr

Hard, yeah, but remember, you can't fly a house

One of the Mooney Pros, Inc Instructors, Sam Lindsay @Lrn2Fly has just been accredited with the NAFI Master Instructor award! We are proud to have Sam on our team of outstanding Mooney Specific instructors! Congrats Sam!

I agree with Anthony. In theory, a MSC should have the best trained and most knowledgeable Mooney mechanics. But there is a real shortage of GA mechanics and in reality MSCs are just another shop hiring mechanics from the available pool. The biggest problem I see is a reluctance at some shops to have a more senior mechanic check the work if the less senior. So, it can be the luck if the draw as to what mechanic actually works on your plane. My preference is to find a good local mechanic and develop a close relationship with them so that we both understand what quality of work I expect to

Hey all, late to the party but a friend just sent this to me. I was the PIC (also, instructor with student) of this flight. Feel free to reach out with any questions

A month after buying and taking delivery of an RV-7A, we completed the Annual inspection and flew it for the first time. It flies like my RV-4 just more comfortable. Clarence

Data logging engine monitor Savvy Analysis subscription MooneySpace @kortopates (Paul K) That is a powerful combination and one I'm thankful for every single time my Mooney flies. An affordable version of a Formula 1 crew.

Regardless of whether your engine has a D3000 magneto or 2 separate magnetos, at the root all of the gears in the engine are driven by a single gear bolted to the crankshaft with a single bolt. I’d say far more pilots reck airplanes than maintainers. A quick look at the salvage sites confirms my suspicions. Clarence

2020: - bought a Mooney. Accomplished! 69 hours so far. 2021: - seal the tanks - instrument rating - fly a lot - go cool places - don't go broke