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Over the last few years I've upgraded the aging avionics in my 1977 J model. I wish I had a picture of the original 1977 panel before we added the JPI engine monitor and the intercom system. This is as close as I have to a "before" picture Here's what it looks like now Here's what's been installed: - Aspen Evolution 1000 Pro PFD - STEC-30 autopilot - CGR-30P engine monitor / primary gauge replacement - Garmin GTN 750 & 650 - Garmin GDL-88 - PS Engineering PMA450 audio panel - Garmin GTX 327 transponder - Alpha Systems AOA - Eagle display Removed: - ADF - Ailing King KT-76 transponder - Original tachometer, FF/MP gauges, CHT gauge, oil temp gauge, oil pressure gauge It makes zero financial sense to do this, but I'm keeping this plane forever. The CGR-30P is the newest addition and it's been fantastic. It took a few flights to stop looking over at the now blank spot on the right side of the panel for MP & RPM. Phil

Yup, great panel, welcome to the club! But if it makes no sense in a M20J, what's that say about Marauder's M20F or my old M20E?

What it says about us is that we're just a little bit more insane. [emoji12]

I'll fly you and your friends for half that in my luxurious green Mooney. Beverages included.

Had to edit the number

The ill-powered PFM never got to demonstrate it's real challenges... MGTW is limited to one person with full tanks. There has been rapid evolution of the long body since... Step 1: PFM - low power, low MGTW, longevity and overhaul issues. Step 2: TLS - better power, better MGTW, but cylinder wear challenged.. Step 3: Bravo - same as the TLS, but better longevity. A great Long Body, but doesn't like LOP. Step 4: Ovation - 280 N/A hp, good power and excellent longevity (depending), loves LOP. Step 5: Acclaim - 280 TN hp, good power from the ground through altitude. Step 6: Ovation 3 - 310 N/A hp, great power, and excellent longevity (depending) balanced for LOP. Next step: Acclaim 2 - 310 TN hp, great power all the way into the flight levels... Either way... Less than 280 hp and N/A Long Body would be considered under powered by most pilots. The PFM's MGTW is limited at a too low number. Full fuel has enough GW to take the pilot a long distance. The M20M 270hp? uses up a lot of runway, but makes up for it at altitude. The N/A 240 hp of the original Eagle usually gets swapped out at first economic chance the owner gets. Putting a different engine on an airframe requires an STC which can be purchased or it requires a significant testing and documentation program if the STC does not already exist. It would be considered unusual for a person with ordinary means to be able to afford this type of change. Chasing down the PFM to recreate it would be the equivalent of (insert your version of a very empty feeling)... Mooney is known for its combination of speed and efficiency. It is often valued for it's built in America status. The longevity of the airframe and engine has been key to it's success. The PFM was missing these key characteristics. If you can find a way to put an airworthy engine on it, you have accomplished Step one. There are PFM airframes and undocumented IO550 engines available. This would be a project for someone with an aviation background that may include engineering and or A&P level mechanic skills. Best regards, -a- Let me know if I missed something. I can edit any mistakes!

Finally got my actual card in!

Well I have spent the last 6+ months selling off most of my toys, paying off all of my debt (except for my house) and saving for the down payment. It looks like all of the pieces may finally be coming together. I have been doing quite a bit of research (especially trolling on here) and was recommended to rick at NAFCO for my financing. Well yesterday I filled out the app to start my preapproval and hopefully before long I will be a true mooniac and not just a wannabe. My price range I have been searching is about $50-$60k so most of my efforts have been looking for a nicely equipped F model. However for a real nice plane I may be able to stretch the budget to $70k and still be able to put plenty of avgas in the tanks every month. Well what do I happen to find in my searches not 40 miles from home and about 5 miles from my work but a nice looking J model. The panel appears a bit dated, but it does have an stec30 autopilot and everything is said to be in good working order. I am going to actually put hands and eyes on it Friday morning so here's hoping that this is the right plane at the right time and soon I will be a true member of this board!!!

Real sorry to read about your set back, I don't know what your space requirements are and what your financial issues might be but for my budget a C is a great airplane. I think I would be able to get financing on a J but truth be told I would never want to go into debt for an airplane (the damn things have a way of making there own debt) as for equally priced Pipers and Cessnas my C will fly circles around them I get an honest 145 plus knots TAS at close to gross. Don't give up on your dream sir.

Exactly! I briefly considered "upgrading" to a newer airplane, but then came to my senses.

I'd only wish my addition can be satisfied with a can of wax. My addition comes in the form of a never ending compulsion to upgrade something. These planes are pure evil as there's always something that you can spend money on!

This thread reminds me of a buddy who went to scatter his uncle's ashes. His uncle flew bombers in WWII and the family thought it would have been a great tribute to him. He scattered the ashes out of the window of his 172. The next time I saw him, I asked how it went. He replied "My uncle will always be flying with me"

Amazing! Still way cheaper than buying a used cirrus or new 182 and just as fast!

ForeFlight Pro also has the Canadian material. Just know that under the agreement that FltPlan.com has with the NavCan publishers you cannot print the Canadian charts, Plates and materials. Like Jim I don't know about Mexico.

The first step in dealing with addiction is to admit you have a problem.

I have a problem!

You must have that weird electric landing gear system.

I clicked around the pictures and found one of a short body with manual gear. Not sure if it was made for it or trimmed (a lot).

Congrats! Now go out and fly! -Seth

My old F-150 can do that trip hands down at $2.56 per gallon. Advance scheduling and reservations required. Best, DH

Always nice to meet another crazy person... There are a few of us on this site...

As the system has just been replaced go with the basics first....Retorque all the induction hose clamps , and check for exhaust leaks...

Age is like TBO. If you treat yourself right and fly regularly you'll go well past...... Congratulations! Great feeling, eh?

I spent 800 on an ignition switch. Sometimes I wish the Mooney was an experimental.

Ouch that's painful!

What's wrong with doing some approaches in actual conditions?

So, if you have enough fuel and don't hit anything hard or fly in bad weather, your chances of getting where you are going is pretty good no matter what time of day it is..... There are plenty of places out west (or east for that matter) where there are no good places to land even if it is day time.

Running the engine prior to drain leaves a 1/2 qt. of old oil in the upper part of the engine. It takes at least a week for all the oil to drain down into the sump. When you mix the old remaining oil with the new one it will turn dark in about ten hours. To overcome the above here is how I do it. Wait at least two weeks after last shutdown. Drain the oil into a 5 gallon container via a clear hose. Close the drain valve. Pour in a one gallon of AVGAS into the oil sump. Let it stand for 15 minutes to dissolve and dilute the remaining oil residue. Open the drain and watch the diluted remaining oil and then clear AVGAS coming out. Close the drain after the last drop of clear AVGAS Fill the sump with the new oil. Using the above I found the oil remains transparent enough to read the dipstick marks through it after 50 hours. It also lowers the oil consumption. Mine burns 11hrs/qt when topped to 8 qts and running at 2500rpm. I also have an M20 separator. I have been using the above procedure for over 25 years on three engines. All made it to TBO with no cylinder replacement. No need to burn your hands with a hot engine. José

While not part of the Stratus club, I have a GDL39 that lives in the hat rack area with power run to it.

If you've ever removed an engine sump, you know that there's a build up of goop (that's a technical term for old, congealed, dirt-laden oil ) on the bottom of the sump that didn't flow out during oil changes. While running the engine doesn't assure that all the goop will be put into solution, I suspect that a cold oil change leaves a lot more behind. I would further opine that the longer the engine runs prior to the oil being drained, the more of the offending goop is suspended. You might delay your oil change until your next long cross-country. Come home and immediately drain the oil (and goop). While fresh oil is a good thing, getting the dirt out of the engine is good too.

Ok Erik now you've gone and done it.... I am going to leave work right now..... think I will go wax my Rocket! Cant have all these Mooneys show up in a couple days for the Formation Clinic and the host have an Un-Polished Mooney now can we? LOL! bonal hope you get in the air soon!

I have the RAM suction mount and afix it to the front-lower corner of the rear passenger window so I can reach it if necessary.

Weldon now has a bolt in PMA replacement for the Dukes that is approved for the E,Fand J. $793 new http://www.aircraftspruce.com/catalog/eppages/weldonpmapump08-10717.php

Yes, the 261/262 conversion was basically a firewall forward conversion - engine and prop, and a new cowl. It remained a 12 volt system, but as I recall, a second alternator was added. There were many speed mods available such as speed brakes, all sorts of fairings, one piece belly pan, moving antennas into the wing tips, etc. some of these mods were part of the conversion, but at this point I don't recall which ones. It was a great airplane. I flew her to Alaska, Mexico , many islands of the Caribbean, and cris crossed the country many times. Long range tanks were a huge help, but not part of the conversion. Didn't mind the square windows - there was a silly kit to add inserts to round the corners, but not the interior window frames. The conversion used the 252 POH, with a couple of exceptions - mostly about the electrical system. The service ceiling was 28,000'; the same as the 252. I flew her at FL 270 a number of times on my west - east flights. At the time I had her converted, the cost of a decent airframe and the conversion was about half of the cost of a new 252, and functionally was virtually a 252. The only difference I know between the 261 and the 262 was marketing - Mod Works v Mod Squad. Oh I forgot, the conversion added "pressurized" mags.

One other thing to be aware of is that not all of the 262 conversions received all the bells and whistles of the 252. Some lack speed brakes, heated prop, rounded windows, split rear seats, maybe a few other items. Others got all of those items added, if the original 231 didn't have them already. So, investigate a bit before you buy. The conversions were done largely at the owner's discretion, and so some owners opted not to add everything involved. I think the only real constant is the 252's TSIO-360-MB engine.

Many people who don't fly think we all have a death wish. People who fly twins think those who fly single engine are fool hardy. Instrument pilots think VFR pilots are dangerous. Turbine pilots think anybody would be a fool to fly behind a piston engine. People with glass cockpits think flying IFR with steam gauges is crazy. Personally, I think the most dangerous thing I do is ride my road bike in traffic...

Let me know if I got this right... (1) Life is full of risks. (2) Seems like we may have defined "acceptable risk", at a personal level... (3) People will have different levels of acceptable risk. (4) Some people are unaware of the risks that they are taking. (5) Those people did not read this thread... I'm OK with that, -a-

A very long time ago, I would ride my bike to Fort Lauderdale Executive airport (FXE) .I would hang out with Harvey Hop and his copilot at Southeastern Jet sales. I did anything they said to do. go get me a coke, vacuum this out. I wanted to ride in a Learjet . Never did. But one day Lisa Marie was there and I was called upon to fill up a whiskey decanter and run it up to the jet. On board I was thanked and given a tour. The gold bathroom fixtures were amazing, the guy with sideburns, giving me the tour said "see that saying, TCB, you make that your own,and you'll be great" I didn't know who he was or what TCB meant until years later when I saw an Elvis documentary with the TCB , Taking Care of Business, emblem, then it all clicked. I think the fences that keep the kids out of airport are criminal. I also flew the Goodyear blimp But my highlight is my newly aquired Mooney 1967 20E Carl

I wouldn't stockpile these Chris. Rubber being elastomers stiffen and become less flexible and brittle as they age. Along with UV light and heat, oxygen degrades elastomers. So just being exposed to air ages our gear donuts. When buying these we should always check manufacture date and get the most recent. It would be my distinct honor and privilege to be admitted to the CB Club!! I know competition is fierce!!

On my J I have seat stops to prevent this (i.e. cotter pins).