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Forgot to add pic of the mooney he had with wood wings before that!!! He loved a Mooney!!!!

I am contemplating selling my 1968 M20C. The plane has been with my family since 1971, have the pink slip for the registration. Its been owned by me or my father for almost 46yrs, how long have others owned their Mooneys?

Hello all, I hope you had a fantastic holiday for those celebrating! Just a heads up that if you did not notice I have upgraded the community to run on secure SSL as you will see by the https:// in the address bar (versus the standard http://). This was done for better safety for you folks. Now when you login your username and passwords will not be openly transmitted over the Internet and instead will be encrypted. Thanks as always for your support of this great community! Craig

40 years in the family for N201JJ. Dad and a partner bought new when the 201 came out. I bought my half in 1994.

Northeasterners, we're holding the first Mooney fly-in in a while this Sunday at Lancaster (KLNS) at noon. Come on out. Bring your Mooney, bring your friends, bring your family. Just please let me know if you expect to come and especially if you're bringing others so I could update our lunch reservation. And maybe you'll even have the opportunity to feast your eyes on the 201 that has single enginedly circumnavigated the Caribbean, been coast to coast of the US, and most recently flown into the deep clenches of communist Cuba and escaped to tell the tale!

I'm about 9 days shy of 4.75 years. I've put about 370 hours on the tach. I financed my plane but had I saved that money to this day I probably could have bought her outright. I still wouldn't change a thing and still can't believe I own (with the bank) an airplane. As Burt Routan said in reference to flight, "...It's a better way of transportation." I use mine to commute to work quite a bit.

3.5 years and over 600 hours. I use my bird mostly to pick up my kids from college and to fly to job site across the country.

Only 2 Months! Great so far.

I fly an ovation with TKS fitted. Most of my trips are two persons so an additional five gallon can in the back puts us on a good trim for cruise (only for long trips like my current trip to east coast). My wife simply won't fly with out tks as we fly over the sierra where the minimum IFR altitude is 14k, We almost always have a forecast for icing in the winter. Unless head winds are an issue, I'll file for 20k feet, knowing I can always come down but climbing with ice is an unknown so why even talk about it. our last flight to Vancouver we had moderate icing forecast, we were in heavy precipitation (yellow on the xm weather), but we were at 20,000 feet and the temp was minus 29c. We had no ice building on the plane (i did prime the system, which takes about 15 minutes at normal flow). I wouldn't consider putting myself in that position if I didn't have TKS. We arrived at our destination where the freezing level was 5,000 feet, and the ceiling was 2,000 feet with an RNAV approach that went to 250 feet agl. My wife was in charge of the need for TKS (she watches the wing) while I shot the approach and the TKS was never activated. You could say that since we didn't actually use the TKS system, we didn't need it BUT, there is NO way I would make that flight with out TKS. So we flew from San Francisco to Vancouver and return all in IFR conditions in the late fall/early winter and came home with the same six gallons of TKS fluid we left with. I feel this is an excellent tool for winter operations.

Basically you create an llc, the llc owns the plane. The operating agreement outlines the ownership percentages and how members come in and out of the group. That is your contract. I can send you a copy of ours, it's quite comprehensive.

Thank you for all the advice. Using the "modified" (magnetic tool) Clarence's technique did the job in less than 2 hours. My A&P didn't have the Rapco wrench and subscribes to Mooneymite's approach in combination with removing oil filter and using crowfoot. In the meantime I have to disagree with Mooneymite on this one. Only Girly-Man contort themselves - REAL men know a woman who knows where to get the correct tool.

Great the thread got out of hand and uncomfortable to some. So the question never was answered. How much? And not for the guy in the pretty pink outfit.

10 months, 130 hours. Would have been more hours, but it's been at the avionics shop for the past month.

The best of 3 aviation partnerships I've been in was the one where we met, together bought a plane, and treated each other as equals. It went very well & conflict was rare and always quickly resolved. We also had no issues with spending money on the plane, for which we paid cash. Adequate funds always help a relationship. Less comfortable was one where I bought a share from a fellow who already owned the plane. He was used to making his own decisions and transitioning to shared responsibility was a slow process.

I think the whole point of the turbo charger isn't to allow motoring around in the icing, but to ensure you can get through them. I agree- Fiki or not, icing is not a place to "hang out" in.

One of the Cherokee's I trained in had the R1 tach and I loved it, the rest had analog tachs. The R1 was easy enough to glance at and see what it was doing.

5 years. Feels longer. Maybe that's cause I've logged 1007 hours since purchase. Why don't you guys put your hours along with years.

Some people leave a rubber band on it and once setup in cruise, we wrap it around the knob and something else to keep it from turning.

Same here. I had a non-FIKI system retrofitted about 8 years or so ago. I lost about 6 kts in speed. Only trouble I had so far was some electrical problem in the panel where a cable shortened out. The reason I spent the (considerable amount of money): The only time I was ever scared while flying was in non-predicted icing with no way out over the mountains. I resolved to (1) set the bar a lot higher for my go/no-go decision, and (2) get TKS as plan B. I used to fly a lot for business, mostly around the mid-west. It has happened a few times that I needed to descend through an icing layer on an approach, or "linger" there for a few minutes. The system really works well. I could see the ice on the unprotected surfaces (the wing-lights), but the rest of the plane was clean. I would say, it takes the "pucker-factor" out of flying through an ice layer. Having said all that: Now I fly mostly on personal trips, and my risk threshold is very different. In general, it is my opinion that regardless of Non/FIKI, I would never want to motor around in predicted icing in a non-turbo single engine airplane. Maybe a turbo is a game-changer (lots of people say so) since you can outclimb the clouds more often. In summary: I am glad I have the system, as just another Plan B and way-out, should I find myself in icing, a situation I promised myself I will try to avoid any way I can....

I call that a "matho".

More like a bunch of idiots spending $1500 on light bulbs. I blame my lighting addiction on NotarPilot. [emoji12] Sent from my iPad using Tapatalk

Not long enough

2 months for me, PPL for one month!

Hot start is about knowing how. it is not an issue. Being based at a popular lunch stop.... it is amazing how many people don't know how to start planes. An F would do your weight and passengers and luggage with 52 gallons of fuel. Can't do that in a 172

You might set up a non-equity partner, with a small buy in, pro-rated maintenance expenses and a predetermined hourly rental rate. Then when the partner wants out, there's no big deal, they can just walk away. But single ownership has many intangible benefits, as described above.

No right answer, I counted 9 different models so far in this post. Apples do not equal oranges!!! You need to test YOUR plane at the normal weights and configurations that you normally fly to come up with ballpark figures. Make up your own performance charts and you will soon come up with some common numbers. Ill bet if I were buying your plane and you were demoing the pattern, even the VFR pilots would be quick to show some MP/rpm settings they routinely use!!

Just got mine 18 1/2 years ago.

Or hot start dead battery issues!

I had such a flat once. The local guys grabbed a spare wheel and swapped it out on the taxiway, then towed it to the ramp. Went off and repaired mine, then back to swap them out again. Easy.

Just a little follow up. Cylinders 3&4 sent off and they are trashed. ( only 3 months old) sent fuel flow divider off it did seam to have teflon in it??? But the Diaphragm did have a tear also. Not sure where teflon came from or if this is the cause yet. Will post the EMS when I get a copy.

Doesn't sound like you want a partner. Sounds like you want to call the shots, take their money, and kick them out when you're done with them.

Im using this one: http://www.oasisscientific.com/vividia-va-400-rigid-usb-articulating-borescope-videoscope-inspection-camera.html Sent from my iPad using Tapatalk

Usually a good time for the engine mount to come out for inspection/overhaul. There are differing opinions on powder coating vs painting the mount. Without igniting that battle, I took my IA's advice and powder coated mine. I chose bright white to more easily show damage and leaks, plus I think it looks sharp. New engine shock mounts when it goes back in...

Sent from my iPad using Tapatalk

Wouldn't it be fun to have a Mooney race by model -- something like the old Sun and Fun 60 mile triangular race. Back in the early 90s I raced my 261 in that race and won the 200-250 HP class . I still have that trophy on my hangar. Sent from my iPhone using Tapatalk

Ha ha lol....no you leave that bravo in the hanger, I don't need that bad of a bruised ego. Sent from my iPhone using Tapatalk

naw....you got that power flow guaranteed for 20 kts more at 10 GPH less. Do I get to use the Bravo?

I was trying to figure out why - for a plane with a nearly identical engine, fuel servo etc., how it could be getting a TAS that seemed quite high while supposedly running LOP. Gsrxpilot is absolutely right that LOP or ROP doesn't determine an absolute CHT number. Also right that you can't infer where you are on the mixture curve based on CHT alone. However since I run the same engine and presumably have a similar airframe I can infer that those CHTs are not typical for LOP (meaning, say -10 F for the richest cylinder) or even peak mixtures at that altitude and RPM/MP combination. They seem high and in this case they are due to inadequate air cooling. I'd have to actually try hard running maybe 25-50 ROP to get those CHTs at that alt MP and RRM combination. That's why I was questioning where he was on the mixture curve. I think, based on whatever data we've consumed, that most of us will subscribe to the idea that the cylinder pressure and CHT will be lower for a given value LOP as for the same value ROP. Sent from my iPhone using Tapatalk

And here's @Marauder's cat.

NOPE that is 158 TAS on the aspen. it is 160 GS on the Garmin. What do you like with your crow?

This was my first video attempt using a couple GoPro's in my Mooney M20J. I'm a new member to this form and also to Aviation I started flying last December completed my license July 30th, 2016 and bought this Mooney September 1st. I'm already working towards my IFR and have built up over 110 hours so far this year! Would love to meet some of you great people and learn from you all. Enjoy!

I go to Cuba almost every winter... with the airlines. I am planning to do it with my Mooney whenever they are organized to receive private aircraft without charging an arm and a leg. I attended some webinars where some organized groups (mostly USA aircraft) would go there but the price was not right to take part in. I hope Mike has found a way to get there that is acceptable. For $1000 USD per person I can get a package that includes the airfare from Montreal or Toronto, hotel, food included all this for a week. Flying there and back with my aircraft costs about $1500 just in fuel. Add the hotel and food, time to travel and you can see that if handling fees are significant, this would make it a much more expensive deal... but I really want to do it at some point whenever things align properly. Attaboy Mike! Yves

We are an amazing group! Thank you, I will report back on what is going on...

LOL... Don't worry, I've bought a lot more than dinner for this plane.

If I could get Lacee and his Rocket out there it'd smash the record so far into the future That no one would ever attempt it again. He can probably do 240 MPH. Same thing with an acclaim, possibly. You stick the right turbo mooney on one of those races and that'll be the end of it

He just reaches through the pee hole in the floor and sprays it on in flight I bet.

I upgraded the "shotgun" panel in my '65 C for a standard six pack and replaced my vacuum powered attitude indicator for a Sandia 340 Quattro. Here are the specifics: Shop: Smart Avioncs, Donegal Springs, PA (N71) Time: 9 working days (1 more than quoted) Cost: 5.4 AMUs (as quoted) I'm very happy with the installation job and Ben Smart was a pleasure to work with. However, the Sandia has been a disappointment. I've flown 6 flights and on half of them the Sandia "got lost" during takeoff and climb out. It gets stuck in about 20 degrees of bank and between 10 and 20 degrees of nose up pitch. When it works it's a very nice presentation but at this point I simply have to avoid IMC. To their credit, Sandia is sending a replacement and I'll do the swap in the next week or two. I'll report back after the new instrument is installed and I get a chance to do some flying.

I was flying back from North Carolina last month to North Perry airport in Hollywood Florida. I was IFR at 10,000 feet and was on with Jacksonville center. A Cirrus sr22 was also on with Jacksonville center and he was a few miles ahead of me at 8000 feet heading to the same airport. I picked up the cirrus on my mx20 traffic system and was overtaking him. After a little while, I had caught up to him and had a visual on him to my lower left. I passed the Cirrus and he came in behind me at North Perry. I think that was a little unsettling for the Cirrus pilot.