Leaderboard

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.

NOTE: This post has been purchased as sponsored content. It's back! Upgrade to the new Avidyne IFD440/540 today and trade-in your old Garmin 430W/530W with Avionics Source. All units ship with newly certified 10.2 software, showcasing over 70+ new features/enhancements/fixes, including the IFD100 iPad app. All IFD440/540 units include Wifi/BlueTooth & Forward Looking Terrain Awareness unlocks, a $2600 value. Pricing reflects your 430W/530W trade-in value at purchase.Upgrade Today: IFD440 $5,450 [check/wire payment]$5,650 Online: http://bit.ly/2f9ZvQqIFD540$6,450 [check/wire payment]$6,650 Online: http://bit.ly/2eUb11pTop Features:10.2 Overview Video: http://bit.ly/2o1L5prSynthetic Vision: 3D terrain, 3D Obstacles, 3D traffic.IFD100 iPad App: A large-format map that wirelessly connects to your panel mounted unit, providing all knob/touch functionality and wireless remote control. FLTA: Displays a solid yellow or red impact point based on projected flight path. FLTA also provides visual CAS and aural alerts.CMAX: Pinch Zoom Approach Charts & Airport Diagrams. (540 only)GeoFill: Intelligent waypoint additions based on proximity, not database order.All 10.2 features/enhancements/fixes: http://bit.ly/2mlUVnWCustomer Testimonial:"The IFD440 is awesome; it offers so much more than my previous 430W. Between tremendously improved resolution, touch screen and knobs, IFD100 iPad app, WiFi and Bluetooth . . . the list of improvements is almost endless. And all at an exceptional price point." -Ken Reed, Beechtalk*Requires 14/28V 430W/530W trade-ins in good cosmetic condition. A $350 fee will be assessed for any delamination or anti-glare spiderweb. No exceptions. View complete upgrade terms online.Call or PM for a quote if you have a 28V only GNS unit, or have a non-WAAS 14/28V unit.

2674 hours in M20E.

My J is my first airplane, I've had her for 1.6 years and logged 170 hours so far. I still get excited every time I go out to the hangar, even if I'm not going flying.

The main gear doors are adjustable without changing the gear rigging. There are two adjustable rods that attach the door to the gear leg. I'm surprised the MSC didn't want to try this. Once it's on jacks, it would probably only take about 15 minutes.

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

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.

I bought mine in 2002, after one divorce, a new marriage, two new sons, 5 international moves I still keep her...and get a thrill every time I go to the airport to fly her Sent from my iPhone using Tapatalk

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 hope you hang onto her. It's part of the family! Your family! I've owned mine for 25 years. Sent from my iPad using Tapatalk

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!!

9.5 years. She is still in great shape, so when I bought my '77 J, I bought my first and last airplane at the same time.

Just got mine 18 1/2 years ago.

Or hot start dead battery issues!

I believe Don's opinion is that the analog tach's are getting old and are failing quicker. And even the new ones are prone to failure. The R1 has both a ring of lights that give instant indication of Green/Yellow/Red. And then a big number in the center that is accurate. They are very easy to read at a glance.

This should help answer your instrument panel question. Don't be so quick to dismiss the the carburated motors. We never have to deal with a clogged injector!

What's the survival history been for companies who sell "lifetime" anythings? It seems like it is often an act of desperation by a company in need of short term cash flow. In the "pre-need" cemetery business it has long been necessary to legislate strict escrow rules to be sure that details like "perpetual care" are funded. Forever is a long time.

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...

I have the EI unit in my plane and love it. Mine was installed when an avionics shop replaced the mechanical tach cable with one that was too long and destroyed the tach. I had to adapt from a 3" hole to accommodate the smaller size. I eventually replaced the panel and went with all EI. The LED warning lights are fine since I am only concerned when any of the red LEDs come on. The digital format is easily readable and the backlights are excellent. It has other features like max RPM tracking, tach time and flight time. My FP-5L was installed in the mid 90s and has been problem free. Sent from my iPad using Tapatalk

I've had a PFS on my '66E for over 4 years. I do owner assist annuals in my hangar and the PFS is disassembled enough to apply anti-seize to the slip joints. I doubt that it takes any more time than it takes for proper inspection and servicing of a conventional exhaust. I am a fan of the PFS, it might provide better performance - I think it does, it sounds better, and I believe it is stouter and will outlast original equipment.

I believe ALL exhaust systems should disassembled and inspected at every annual, anyway my Powerflow takes no more than a half hour to unbolt and inspect. Never a problem yet.

Search powerflow there has been lots of recent discussions Sent from my iPhone using Tapatalk

Sent from my iPad 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?

Meow! [emoji76] Sent from my iPad using Tapatalk

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

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

should you buy the plane dinner first?

199.01 mph. http://www.airventurecuprace.com/racers/race-results/2016-race-results/

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.

upon contact with north las vegas tower last week, "bonanza xyz, you have a mooney overtaking you by 60 knots, fly heading 360, you'll be number two behind him" To be fair, I was in the descent, but I didn't tell that to the bonanza.