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GDS Aero and AGL Aviation are excited to announce that we will be partnering to bring the Sabre Cowl Gen2 to Mooney aircraft. AGL will be installing the new cowling designed and manufactured by GDS. We'll keep you posted on up to date information and keep your eye on the upcoming Mooney Summit. David

Hi guys! I wanted to thank you all for supporting me with making my t-shirts this last year. It is so much fun, and I love the community here that encouraged me. I have gotten literally hundreds of requests from all social media for custom t-shirts since I began and I wish I could get to them all! That being said, with the goal of owning my own airplane and being a true entrepreneur and supporting myself instead of working for others, I decided to re-invest in myself to get me closer to my goals. And thats what I've done! Over the last month I've been working on creating a simple and easy to use online marketplace to post classified listings and wanted ads for aircraft! The site is called WingSwap.com, and it went live about an hour ago! As for the goal of my new business, Think of it like a replacement for the old and outdated barnstormers. Barnstormers is the most widely used marketplace for GA aircraft, and it is stuck in 1999. It has a lot of problems on many browsers and I think you'll agree is clumsy and hard to navigate. Controller is aimed at a more executive level of aircraft, so I think there's a great opportunity in this GA niche for me to come in with something modern and simple to use It's free, easy to use, mobile friendly, and built to make listings aircraft for sale simple and easy. I am aiming to become the one stop venue everyone goes to for aircraft sales! http://www.wingswap.comI'm also happy to be able to support the forum here by becoming an official sponsor! So if you, or anyone you know, is selling an airplane, it would mean a lot if you could make a listing on my new website! Its totally free, and I think you guys will like it! I hope you do! *edit: I will manually verify all accounts for the time being if you do not get a verification email either in your inbox or spam folder. Thank you! *edit: FYI "popular brands" works by counting the top number of Brands posted on the site. Once Mooney's get posted, it will appear in the "most popular" section If this is in the wrong area, admins, please move it to a more appropriate area! Also I understand I'm a vendor for the website, but if that doesn't cover posts like these, I'd like to upgrade to the necessary status. Thanks guys!!

Crazy story, but CO detector saved my life (or maybe our nannies). I bought a new CO detector. Took it out of package, some Velcro on back, all set up for plane. Threw flight bag into laundry (HVAC) room. Damn thing started alarming. "Damn it ! I just bought it and it's going crazy." Brought it into my office, it stopped alarming, I saw nothing wrong with it. Back in flight bag...flight bag into laundry room. Alarm say "High", meaning super high levels. Repeated process. Long story short...chimney totally clogged. Now that's a good test !!! I read everything I could about CO poisoning (I had studied it in school and given a few lectures on it and how it relates to pulse oximetry etc). Don't get too bent out of shape about an accurate CO monitor. Just get one that can detect low levels. Keep in mind OSHA lets people put in a 40 hr work week with levels somewhere in the 80 ppm level. In my plane I'm not scared of those levels IF I know where it's coming from (e.g. jet taxiing in front of me) and that it's getting better. Shouldn't happen in flight. Low levels during taxi with door open...ok...etc.

Just to be absolutely clear, the oil analysis states that the metal in the oil is what would be found in a sample with 35 hours on it (i.e. a normal amount of metal for a 35 hour oil sample). Since the oil had 23 hours on it, the analysis states that it is a little higher than expected. It also states that if the engine has not been flown much lately (which is hasn't), that could be what is causing the elevated levels. The analysis firm in no way states that there is 'metal in the oil'. They advise the submitter to check the filter and if no metal in the filter, then just monitor going forward. I have a responsibility to the owner of the aircraft to sell the plane for him and I have no reason to believe that the engine is in any way unfit for flight. I have flown the plane several times and would not subject myself or anyone else to fly in a plane that was not safe. The engine is high time. It would be expected to need an overhaul at some time in the not-too-distant future. And that is the reason it is priced in the 80's and not in the mid to high 110's, as a mid 80's M20J would be priced with a low time engine. Jimmy

Couldn't have picked a better partner! Interested to see this take off and I just may be in line - hopefully they'll still have time to do my annuals. Patrick

Woo hooo! Partnership can be a good thing. You even have Bob right there for testing.

Hello Mooney friends, Last week the National Museum of the US Air Force had the public unveiling of the restored Memphis Belle B-17. As a part of the public spectacle three functional B-17s came in to town to land at the historic Wright Field next to the museum. The big fly-in was to be the 3 Fortresses escorted by 5 Mustangs. Of course there would be a lot of cameras on the ground but in order to get a unique vantage point I volunteered to fly a museum photographer in a formation with the warbirds. It was a good plan and I made it work. This was my second photo shoot with my new Mooney and I can say it did really good. It was everything my IO-360 had to form up with these guys but she did me proud. In order to set up my F model for photo work I installed a Great Lakes passenger window with the large vent opening. That combined with some strategic flying makes it so we can do some real good air-to-air photography. The airplane is very maneuverable and makes flying formation pretty easy. There are definitely limitations but I think it works out good. I am looking forward to doing more photo work like this. On Wednesday Bill (the photographer) and I escorted the formation of bombers and fighters into the show in less than ideal weather conditions. We were only able to make one pass by the crowd (I tried to stay away from the show line) and the planes did not land on the field. On Thursday we gave it another shot and I flew in with the Yankee Lady and a a group of three mustangs on my tail. After checking off from Yankee Lady I went south to try to join up with Aluminum Overcast but never saw her. I hung by the show to get some pictures of the ground activities. Just being able to fly with these guys was amazing but to get the great pictures we got was icing on the cake. The museum is very grateful and cited me along with Bill for the photos. I have included two shots here for you but there are more on the museum's Facebook page. The photographer is Bill McCuddy. Gerbil

I have several places noticed that it is cheaper to park my airplane overnight at a big city airport FBO than to park a car in the long-term lot at that same airport. Hard(er) to bitch about FBO fees when the parked cars are apparently subsidizing me.

I've said for quite sometime we have more to fear from predatory FBOs and greedy airport commissions than the gubmint.

That may be true of planes using inertial nav but what about a GA plane using GPS and is in the clouds on a direct to route? I am not always running the VORs in the background to verify my position. I did have one GPS LOI issue that really bothered me. I was on the RNAV to runway 8 at KLNS when I got the LOI message. It wasn’t a degraded RNAV message (LPV to LNAV), it was a pure you’re SOL message. Fortunately I was running the ILS on the second Aspen as a backup. Sent from my iPad using Tapatalk Pro

Very cool and even close to me! It seems like you picked a very good partner based on reputation!

From 1993-96 I flew an '83 231 in Texas and in the summer it was just a given that most of the time cowl flaps would be at least partially open. The TSIO-360GB ran well but definitely ran hot. Where you are in Saskatchewan I wouldn't think you'd have to very often. I would definitely check your baffles. The Gee Bee baffle kit is so much better than what was ever used at the factory up until later years. The rear baffle material that they used back then gets lazy and folds back instead of forward letting air go past it instead of forcing it down over the cylinders. (this was on an M20K Encore that I bought and the first thing I did was re-do all the baffle seals) On Continentals your #6 is in the front though so you might need some cylinder work or a new cylinder. This engine very rarely ever made it past 1/2 TBO without a top end overhaul. I hear that the -LB engine is a Little Better, the -MB engine is Much Better and have personal experience that the -SB engine is So Much Better. The 231 did not come from the factory with a intercooler but can be added which will help with the temps also. Whatever you need to do to keep the cylinder head temps under 400, preferably under 380, do it. That might mean more fuel, not leaning quite as much, or cowl flaps open.. As far as the one cylinder at 240 - either that's a dead cylinder or your probe is bad. There's no way on that engine, if it is making power, that it's running at 240.

Put some PRC fuel tank sealer under the antenna along the perimeter. About a 1/8” to 3/16” bead. Tape the antenna and the fuselage first, Then put on PRC bolt it down then wipe the PRC wih a cloth rag wet with acetone. Finish with a wet finger. That’s what I did and it looks great and water is never getting under there again.

Buying an airplane never makes economic sense. Its an emotional decision. You buy an airplane because you want one, not because you need one. That being said, there is nothing like sitting in the cockpit and knowing everything is the way you left it. Doing what you want, when you want. That's hard to do if you have to share......

John, you should talk to George McKinney at Lock Haven. He is very knowledgeable and helpful. http://www.airpartsoflockhaven.com/ I have the CiES with a JPI 930 and they're great and highly recommend. But if you're just replacing one resistive ACDelco sender I suspect George is your best bet. He can overhaul yours but he might be able to swap out or sell you a serviceable sender.

There are only two planes listed on the website right now. The "most popular" section is determined by the amount of the listings on the website under that brand! So if someone posts a mooney for sale *hint hint* it will be like #1 right away! haha

Seller’s remorse, grief, separation anxiety .... This comment hit me directly between the eyes this morning. I’ve been wrestling with selling my plane for a few months and have been putting together a website for that day. And, each morning I wake with the same arguments. For my situation it is time. But, does life really go on after an intimate relationship with a Mooney, my Mooney? (My grandkids call her Alana Charlotte.) So, shall I post her now? Here’s the site: http://m20f95v.com/ Reality check and comments welcome. ron

I can’t have a partner. If you are like me and replace or overhaul stuff just because it’s tuesday then it’s a no go with a partner.

That's the J'est F I have ever seen.

Flight over Niagara Falls 4-13-2012

Don't know what compelled me to look up my first airplane ,N735C,a 1948 108-3 Stinson Station Wagon and Im kinda of sorry I did considering pictures I found.I bought this from my flight instructor in the fall of 1981 I think for 3500 cash.Of course ,it's engine was in pieces on a mechanics bench but I was able to find parts and overhaul for another 3/4 k I think.Flew me safely Calif,NeV Baja ...

Dan ,you have a Bravo...TVL is fine even with afternoon departure...but if still concerned go to Minden Nv rent a car and drive back to Tahoe.Honestly approach into Tahoe is over a 20 mile Lake with no obstructions...recommend morning arrival for first time in.Just shoot the approach.

So three partners owned this Bravo out right,than took 100 k debt later ,with each of the three partners guaranteeing entire amount of debt .Your concern is "the maintance looming"what is that,the pucks,O2 bottle ,next annual...or the big one ..engine o/h at some foreseen future?A pretty nice high time Bravo just sold recently After it was turned over to All American.Pretty similar equipment and I don't think it had TKS I believe it went for 130k .Your bird appears pretty similar,and that Garmin 750 was pretty costly install.And obviously the 20k in the bank is part of the deal.The 150 asking appears not entirely unjustified,especially in a partnership situation.I guessing your real concern is assuming that loan,probably best you sit on this until you can really figure out what you can afford.

I suppose we all have preferences on how a site functions but personally I don't think I would want to start out with a general type of search but rather have my options right in the home page and go straight to what I'm searching for. Another thought is about the name of the business is the intention to get people trading planes something I have always wondered about Trade a Plane, Swapping to me sounds more like you are wanting folks looking to "swap" their plane for another and perhaps that is your intention. If not perhaps a better name might be Planeshop. Again just trying to be helpful and I wish you the best of results.

What? And skip Dallas ?

Yup. and I suppose DMax or Clarence would do a limited scope PPI for an appropriate amount if that was the customer's request. I know @AGL Aviationwould. But, I'm not speaking to the wisdom of any course of action, my point is the undefined nature of the term "PPI".

PPI is really not clearly define as compared to a 100 hr/annual inspection. Depending upon the potential buyer's instructions it might involve far less that what Paul has in mind for $1500+. You might be only interested in getting an informed opinion of the health of the engine and the likelihood of spar corrosion. Or you might want to get a very thorough inspection to create a list of all discrepancies to use in price negotiation. I paid $220 for a 3 hour inspection 6 plus years ago. The low time engine had no metal in the filter and compressions were fine. There was no sign of corrosion in a plane that had been hangared. The log books were in order and everything in the panel seemed to be working.The seller's candor and generous attitude gave me a comfort level. I made him an offer at a discount from his ask citing issues that I had seen and possible items we no doubt missed and pointing out that he well might get his price if he waited - he had just put the plane on the market - but a bird in... I felt I'd rather spend money fixing my plane to my standards rather than inspecting what was still Mike's plane. He agreed. I did spend some money in repairs in the first first year but less than the discount he had accepted. YMMV

While our GA navigators generally have a "drift mode" to cover short periods of gps interruption, as @Marauder points out, we really don't have a backup. Think about loss of gps inside the FAF...how ya gonna do the missed approach?

Sorry Jessie, I tried to list a Mooney but could not until i received a note to my email. waited an hour and no email so couild not list. Need change to site????

Was there metal in the filter or was there a "metal" reading higher than average for the sample time on the oil analysis ? Those are two VERY different things ! Sounds like you would benefit from a buyer's agent in this process.

Holly Beggezuzzz! I'm still shaking.... I will fill in later...but I just had a full loss of power at 16500...and made an immediate emergency landing - luckily on a nice smooth runway...N68. New paint job is still in tact. Also - I'm not dead. Both good things. I'm just shaking - and I'm now at a nearby hotel - Im going out for sushi...and saki!

Just caught up on this thread; glad to see the great outcome, @aviatoreb. Congrats on your airmanship and I'm glad your bird is airworthy again! Great to see the community come together and help each other.

Nothing wrong with keeping the cowl flaps open. But you might want to look into why the engine is running so hot. I fly a 252 and it runs pretty cool. But when I'm up in the high flight levels above 20K ft. I usually have to open them a bit to maintain proper temps in the cool air.

Done! Great thinking. Three planes uploaded already! Would love to get a Mooney up there! First one gets a free bump to featured listing

Funny, it was shot on an iPhone, uploaded on an Apple Macbook Pro and opens just fine on my iPad . .lol. Apple haters gonna hate

But does she sing?? If so, this thread just finished.

Oh...no...

Well, I used Signature at KSTL. Was it cheap, no. Did it make financial sense, no. Could I have used a cheaper option, most likely yes. But, then my family flew commercial, I wanted to have my rental car at hand and all worked out well in terms of how convenient it was. To be fair, my M20C, as much as I like her, was not the target. I had a Cirrus Jet, two Gulftreams ,three Citations and a lonely SR 22T parked with me on the ramp. But then, the attention was great, the coffee was good and the cookies were also tasty. Of course the bill was a shocker. Now, on my way to Saint Louis,. I stopped at I69, I wanted to visit Sporty's operations. Quite impressive!!! Highly recommended. But the nicest thing about it was the treatment...After fighting a 48 Kts headwind right on the nose, I was tired and decided to stay and continue next morning. So I asked about hotel options. I was given a piece of paper with some hotel options and great prices. I called got a nice rate in a Holiday Inn. Then I asked if I could get a taxi or if Uber was available. The lady at the counter told me to use their crew car and that I could keep it until the next day! The car was a newer Ford Edge SUV... I took the car asked them if I had to pay for anything, the answer was NO, just enjoy the rest of the day. There is an interesting WWII Museum on the field, I enjoyed myself and rested at the hotel. Of course I purchased some stuff at sportys and next day I left... Conclusion: Small airport, nice and great service: free. However, I was away from the city. Big airport, nice and great service too, but you pay for the location and convenience. Oscar

Thanks all for the posts and suggestions. I was able to come up with the correct documentation to convince my IA to get this airplane signed off. This is the last piece of the puzzle. Thank you.

Dan, A good CO detector is so cheap compared to the potential downside, why not just get one? While you make valid points about the TN drawing (what little) heat for the cabin from the intake, CO is not something to flirt with. You know that fire breathing TIO550 is making CO, and you would be well served to make sure you are alerted if it is getting to you via any path. Here is a link, use discount code airport2017 for 20% off. https://sensorcon-sensing-products-by-molex.myshopify.com/products/inspector-intrinsically-safe-carbon-monoxide-detector-co-meter?variant=4193484932 Disclaimer: Sensorcon is a shameless sponsor of the Mooney Summit, where last year they supplied 5 of these for our raffle. Thanks Sensorcon. I understand Dan Bass is also speaking with Guardian CO to donate a few units this year.

I'd wager it's not damage history that keeps planes from selling. More likely they've got antique panels, no autopilot, runout engine, or sitting for a long time. Any of those conditions, if not priced accordingly, will keep a plane from selling. I've owned two Mooneys with 6 gear-up's between them. I'd never be afraid of damage properly repaired. I'm in agreement with @Bob_Belville that your budget is a bit tight for Mooney ownership. You might talk to @Raptor05121 about it. There are quite a number of members here who bought $35K Mooneys and really wish they hadn't. Just be careful.

Your budget sounds tight for single owner. Remember the fixed costs of hangar, insurance and annual inspection will be double if it's only you. I would not worry about old gear ups. People who are holding out for pristine vintage Mooneys also believe in the tooth fairy. OTOH, the F is not well equipped for your flying. Will your infusion of cash spring for some needed upgrades like an autopilot and a modern GPS? How about ADS-B?

His tail number is N1960. There is no alpha on the end.

Is that a dart or a cadet?

I shadowed Erik as a chase plane after the repair at N68 and he took it to Weber at LNS for an inspection of the repair. The person performing the repair was both unfamiliar with Mooney’s and the Mooney Rocket is the tightest under the cowl. He seemed very competent. So Erik has chosen to have the work inspected by an MSC so he doesn’t end up with a cracked something else or other failure I 50 hours to due to bolt incorrectly torqued, etc . . . We got there too late yesterday at LNS to have the inspection occur yesterday. I needed to pick up a part from Alan at VAY, so I asked Erik if he wanted to join (he was going to stay the night at LNS anyway) and said yes. Once we got to VAY Alan suggested taco Tuesday night nearby, which was GREAT!! So now we are going to organize a Taco Tuesday night at VAY (nearby) sometime soon - watch for the thread once it’s announced. Alan flew Erik back to LNS in his V Tail Bonanza. So yesterday, Eric flew in a Bravo, Rocket, Missile, and V-Tail Bonanza. -Seth

So well said. It was heart warming all the outreach here, at the airport with everyone helping, the fire brigade, the ATC calling me on the phone, the airline pilot digging late at night to find out what happened....

It definitely wasn’t a last minute evasive maneuver, just a normal turn. ATC turned us, pointing out the traffic and saying “I don’t know what he’s doing,” but two seconds later he did know what you were doing, because you declared the emergency. Nope I’m not a Mooney pilot but am a flight instructor who knows someone who just purchased a Mooney. Looked your N-number up to find the airplane owner and a Google search pointed me in this direction. Creepy, yes but not as creepy as seeing your plane descending under us and having that helpless feeling wondering if you made it! I’m in PA for a few more hours sending you a virtual wave!

Hello friends! Hello from Chambersburg, PA - LaQuinta Inn! Near N68. So here's my story ... KPTD-LETUS-ART-SYR-KIGX - initially low to stay VFR out of icing clouds that eventually opened up to unlimited severe clear and I climbed to 16500 to enjoy a nice tail wind - 240-240GS for what was looking like a 2:30 trip. Somewhere in Southern PA (turns out right about HERE) talking to Washington Approach.... After a hand off they remind to maintain 16500 VFR which I confirmed - clearly because I am not in approach traffic for those jets going to Dulles and Reagan. Shortly thereafter my EDM blinked at me a oil pressure in the yellow warning. 28. Huh - that's not what I want - so I turned around to get my POH to see what is the normal range and in that much time by the time I turned back the oil pressure was 23. Uh Oh I have a problem and I looked up the nearest airport. Then in that much time suddenly I lost power. First power went to like half thrust and then to no thrust - but never did the prop stop it was windmilling. And still smooth so I doubt a piston blew. So I immediately turned toward what I found was nearest - N68 - which was something like 12 mi away - and I was at 16500. Actually that is one of the reasons I like to fly high - just in case this ever happened. SO then I told ATC I had an emergency my engine is out and I am heading to N68. They initially told me to maintain at or above 14000. I told them unable (or maybe I wasn't so cool and I said I can't my engine is out). Then I heard them moving other airplanes around. So then they told me airport 7 mi to my 12 o-clock can I see it? I said no I'm high and I can see on the gps it must be under my nose. My plan was to get right over the airport and spiral down. So I got right over the numbers at maybe 12k? And started making turns over the airport looking down at the numbers - 24. I asked ATC for the wind direction. At first I heard it was a severe cross wind but then I asked to confirm and it was as I thought - from having already prepanned my runway at KIGX (ok far away) that it must favor 24 (from the synoptic). Sure enough it did. Phew. Something like 20kts from 26? At 8k the engine turned back on briefly but then I smelled something burning so I killed it. Then I was afraid there would be a fire. SO I tried to get down a little faster. I was not doing best glide because I was high over the airport. I was doing commercial spiral descent. This is a good maneuver. It was really the thing for the day. get right over the numbers and look down at the numbers as you spiral down - even if you are at 12k. I also have a smoke hood that I keep behind the pilot seat and I put it at my ready just in case. The smell of burning was faint but there. Oil pressure was negligible. The EDM is flashing at me. ATC wanted to give me a hand off to Harrisburg approach but I told him I am overloaded right now and flying a glider so could I stay with him please and he said yes. And then I called to CTAF at N68 since I didn't know if it would be busy and the last thing I wanted to do is to dead stick into a ,mid air collision. I told an engine out emergency and coming to 24 - I can't remember the exact words for anything. I was very vert flush with adrenaline at this point but I was still doing all the things as I should. I was watching airspeed, watching my landing point, and talking when needed and managing a possible fire and coming down as fast as reasonable. I opened all the airflow ports into the cabin but not yet the side window since the smell was only mild. AT 3k I decided to not make any more than this one last turn. Last thing I wanted to do was to come up short. Or worse to let myself get slow trying to stretch a glide further than it will stretch. Then I popped out all of my drag - gear, speed brakes and flaps. So at the end of the last turn I was maybe 2k? I pointed right at the threshold and flew over the trees at maybe 100? Thanks to a strong head wind - despite crossing the numbers at maybe 90 and a good long float I still had a reasonably smooth landing and rolled by half the runway and had a proper amount of speed to roll off the runway. Yay! I think I just used up one of my nine lives. Then I got out quick in case it was on fire. But it wasn't. Also as I was rolling I told on air traffic control channel I was safely on the ground and some other pilot relayed that he sent the message to atc. Then soon the airport manager drove up in his truck. He had left for the day to go home but got a call from ATC that someone was coming in dead stick. - me - He was very happy to see me. I was even happier to see him! And I was even happier than that to see me! Then the local fire station brigade showed up. I shook some fire man hands and thanked them for coming. And they said they were happy to see me! Then the air traffic controller from Washington Approach called me on the phone to check up on me. And I said thank you thank you to him! I know my voice was shaky...and no doubt besides being scared I had a big shot of adrenaline..but I was assertive and said and did all the things I was supposed to do. Thank goodness. I had such a big shot of adrenaline that by the time I got out of the airplane I realized my hands were just completely shaking and my voice was shaky. But I did all the things and I stayed on my numbers and decisions and flew that airplane all the way to the stop. What happened? I dunno....I suspect a turbo, or I spoke with Bennett and he suggests it could be a frozen oil cooler valve of some kind. But there is no spilled oil mess. So I don't know. Would that cause an oil burning smell? Either could cause a loss of oil pressure right? I doubt it blew a cylinder since it was never shuddering - just smooth. So on the lucky side - despite being a tiny airport, it is sort of a jumping airport and the manager has his airplane getting its 100 hour tomorrow am and the mechanic will be there and he said he would have him take a look at my airplane first thing. I am doubting that it would be small enough to be fixable on the spot - some kind of parts will be needed I bet. Hopefully not a complete new engine. Oh well - at least I am sitting here safely on a hotel bed typing about how a new engine would be annoying. Even the paint job is still in shape!

Well...after 60 years of use, there have been only 5 ADs and only 1 that is assigned against the STCs which is related to old hoses. So I would say it is pretty reliable. If you ask those that use it consider it an additional safety device in a lot of cases.

That's why we fly fast airplanes....