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And I thought I worked a lot of hours! I can safely say that it is extremely unlikely that you will ever have another problem from your audio panel. The probabilities of having two bad experiences with any of our audio panels is next to zero. I don't want to come across boastful, but rather, confident from the data that our repair station gives me. In fact, I'm very proud to see our repairman (1) working on production rather than repairs. There are 5 shelves labeled Monday, Tuesday...Friday, it is not unusual at all to see all 5 empty. The fact that we have been producing intercoms and audio panels for 33 years and knowing the number of units that are out in the field makes me so proud what this little company can do. Maytag definitely had the right idea. (So did Hewlett Packard, you design in quality) But when there is a problem, that's when you find out just how good (or bad) the company is. Thanks for being our customer.

Guys, I’ve made a couple of minor updates to the XL sheet - fixed an error in the off chart ROP MP calc and added QNH in inches for you guys on that side of the big pond. I have been looking at the easiest way to get the info onto a mobile device in a usable form. It was going to take a long time to write, or have written, a native app but I’ve found a clever site from our German friends that allows you to port an XL sheet as an app “wrapped” in their App. Try this link. https://oaa.app.link/Wbv8GfTJ6Q Should work. Haven’t checked but understand it works on Android as well. The first time you click it will ask you to install the OpenAsApp app. Then it should give you an option to open the sheet. Let me know your thoughts and any bugs. Should work well for those quick “how much fuel can I load “ calcs as well as landing/take off distances. Fits on my iphone SE screen so should be better on larger ones. Sorry no charts. Once you have input your own values including BEW and arm use the menu accessed from the top right to save for future. You'll want to change the BEW - ours has AC and Oxy! All sheets take values from the loading on the W&B page unless you input an alternative fuel load, or weight. Apologies but you guys will still have to input load weights in metric. Might do an imperial version if enough are keen. If you are running ROP input values into the LOP page - they are carried to the ROP page. As before happy for any suggestions, or bugs. For the app any changes I make are "pushed". Happy to cut a version for other aircraft now that I have it set up - just need some clean charts, and some time. PatrickF M20R_WandB_PerformanceCharts_rev2.2.xlsx

Another Hawk Job

I'll just toss this in here, as it might help others going through engine replacement or planning thereof Factory reman, installed in May this year, running in ok, but started to drip oil after about 25 hours. Cause: The cylinder head drain tubes, where the aluminium tubes goes into the rubber tube on the sump were insufficiently tightened. Cure: Tighten the hose clips More leaks after 40 hours or so. Cause: Cylinder head oil injector to cylinder head. Cure: the injectors all took nearly a flat (1/6 turn) to nip them up again Suggestion: a) Before installing the engine, arrange hose clips on cylinder drains to give best possible access after installation and verify tension b) Check cylinder head oil injector torque at installation, and re-check at subsequent oil changes until stable

I've got a hard time imagining you could balance at two different RPM's. Not an A&P, but the guy who did the balancing just wanted one RPM. In terms of plugs, people seem to prefer Tempest over Champion by reputation. People seem to think fine-wire plugs are worth it, but it's a cost/benefit problem. If you have plugs bad enough to affect ignition, that should have been apparent on either the runup or an in-flight mag check with a 4-cylinder engine monitor. Not clear if you have an engine monitor.

My airplane has 3895 hours on it. It was on its 2nd engine before the shop mishap a couple of weeks ago. Shortly, it will be on its 3rd engine. The turbo on the first one lasted about 1300 hours before I began hearing hissing noises. Somehow the blades got chipped. It was overhauled. Awhile later the waste gate needed to be overhauled. On the 2nd engine, I proactively overhauled the turbo, waste gate, and controllers at about 1300 hours again. The controllers never controlled properly on descent. So, from experience, I would overhaul all turbo components including waste gate and controllers at half TBO at a time of your choosing rather than having to do it at some out of the way place at a time NOT of your choosing.

I have the G500 TXi, and vouch for its worth. There is absolutely no comparison between it and a couple of Aspens. If you're NOT going to get the GFC 500 when it becomes available late this year or early next year for the Mooney, then I recommend that you get the GCU 485, unless you like the PFD on the right side and the MFD on the left. Reaching over with your right hand to set GPSS, ALT, and V/S is clumsy. I've changed my screen to right PFD and left MFD but didn't like it, so reversed it again. I wish I had purchased the GCU 485, and would change my panel once again to add it were I not considering adding the GFC 500 next year which essentially would take the place of the GCU 485. If you add the GCU 485, place it in a comfortable position for control with your right hand.

Just go to Hawk (why did I sell this plane?)

No. Definitely a Lotus. Fast, efficient, light and sexy.

You need some sheepskin dice

Bought my '84 J in 2013 for $91,000 and have had annuals in the $2,000-$2,750 range since. Dropped a bunch of funds in the panel this spring, overhauled the mag a couple years ago, and spend whatever is needed to keep it airworthy, safe, and enjoyable. Currently working on refreshing the interior and plan to have a paint job in the next few years. I could probably look up all the numbers and add them up, but I am fortunate enough not to have to watch every penny since the kids are gone (for a while now) and the retirement is fully funded. Most of the other hobbies have been abandoned or are being done in conjunction with flying the plane. When the plane is sold, I will not care about the price because I will either be dead or no longer capable of competently flying it. Either way, won't matter to me.

Ok. So it gets worse before it gets better I suppose? I get some solid vectors from approach to help me while shooting an LPV approach (can't recall the airport) down to DA, but I don't break out. As I call missed my wife says , "I can see the airport below us!" While climbing out I look down and I too got a glimpse, but I was not in a position to land and the plane was still flying so I chose not to make any abrupt or irrational decisions. I continue my climb out trying to call missed to approach, after some helpful retrans from another aircraft I gain enough altitude to make contact. After 10 mins of approach calling out 2-3 different airports with weather no better than OC at 400' and me turning to 2-3 different airports as they give me new vectors I look over and see that the generator is picking up the 5-10 amp load of my avionics now. I tell approach I need to head east to better weather 1000' or better. This resulted in flying at ~3500' for another 30 mins to start the RNAV approach into KEXX all still IMC. That gave me time flying straight and level to test that my autopilot was still working so I engaged it and took a breather sorta speak to set myself up for the next approach. I got passed off twice to new controller, but they were all very helpful and told me to limit my transmissions along my flight to conserve power. Obviously I broke out and landed without issue, so far the Family owned FBO/Service personnel at KEXX have been very accommodating and helpful. I called and let ATC know I was down and safe at KEXX and also submitted a NASA report. On the drive up to Virginia I called AOPA using their legal services to see if there is anything else I need to do. Other than the steps I already took he recommended not moving the aircraft until a mechanic has looked at it and puts something in the log book even if it’s “could not duplicate”. Today they were able to get to troubleshooting and told me they ran it up a few times and indeed the generator is failing, as they increased RPM the Voltage would drop off. They are working quotes and options for me now, so far from reading on the forum; other than some weight savings I don't see any reason to go the more expensive route and convert to an alternator. They should end up ordering an overhauled generator and installing it, after which I will have them trouble shoot the G2 OAT probe as it showed 110F during landing when the outside temp was ~70F (maybe the failing generator somehow caused this?) and also my HSI Gyro or slave function that seems to lag and give me erroneous readings. (This has been somewhat ongoing, do I opted for the G5?) Sorry for the long post and poor grammar. Jon.

gsxrpilot's map is pretty neat because it shows the locations of those folks on Mooneyspace. Alternatively, the link below shows the (registered) location of all Mooney aircraft. The database is straight from the FAA's aircraft public registry https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/releasable_aircraft_download/ extracted and put into a google map. I tried to color coordinate based on aircraft model as best I could. Mooney Map Link ----- https://goo.gl/mMS65x

They do, it's $10 a year - same as the initial fee. The reservation is only good for one year and if you don't renew, it goes back into the pool. I've got one, but the question is when am I going to finally get around to changing it on my plane. Cheers, Brian

I don’t think anyone is suggesting you buy one of these so you can become a child of the magenta line and a king at AP button pushing. I hand flew for 10 years, 7 of those in my Mooney with a freshly stamped IFR ticket in my pocket. I still remember the anxious feeling I would get when I would hear those words “I’ve got a lengthy re-route for you, advise when ready to copy”. Sure I did it manually, but it didn’t mean I liked it. Not to mention after a long hand flown flight in the soup how poorly I performed due to the fatigue. An autopilot like you suggest is just another tool to be incorporated into your flying. Ironically on the 6 month IPCs I do, the instructor I use won’t even let me fly a coupled approach. When I practice with a safety pilot, I will mix in coupled approaches or just fly them by myself visually with the AP coupled just so I do stay current on flying them coupled. Like I did in the video I posted. It doesn’t mean the world works this way. I have flown with pilots who are addicted to their autopilots. So much in fact, I have asked why are they asking me to be their safety pilot when it’s clear they’re letting George do all the work. Those are the ones who I worry for. Sent from my iPhone using Tapatalk Pro

just a nice little video in the machine shop Video

@skippyf16, You will absolutely LOVE the Mooney with the RAJAY System. Taking off with a turbo out of a high DA airport is night and day vs a normally aspirated airplane. Other airplanes will have to leave with barely enough fuel onboard and take off early morning or late evening to avoid the heat. You will be able to take off any time of day with more fuel on board. @carusoam had some really good recommendations on a recent thread regarding what to look for. I will try and summarize and add a few things below: 1. Find out how much time is on the turbo. The recommended overhaul time is 1000 hours. They can go much longer than that if they are used frequently and no oil leaks. 2. Find out how long the v-band exhaust clamps have been on the airplane. RAJAY's exhaust clamps do not have an AD but the FAA recommends changing them every 500 hours. 3. Have your Mechanic pressurized the system and look for leaks in the ducting and valves. Any leaks have a big impact on MP at altitude. 4. Check the exhaust condition including the waste gate. Both are exposed to high temps and wear over time. Waste gate should close completely and freely using the vernier control cable inside the cabin. No light should shine through when closed. 5. You could also perform the oil flow check shown in the Owner's Manual to ensure check valves and scavenge pump is working correctly. The good news is RAJAY has all the parts you need to keep it flying and tuned up to fly those high altitudes. Buy with confidence knowing that RAJAY will support your part needs. Regards, Tom

Mark, glad to see you here checking this out! We need to catch up!!! Lets talk soon!!!

Dear MJMak Holy smokes, I just found this thread. Fortunately our warranty exchange program is on autopilot. Now the question is, how is replacement unit working? Sorry for the hassle. Mark

That seals it for me. I’m adding the GCU 485. The GFC 500 isn’t an option for me.

I used to liken Mooney's to Porsche's. I've never been in a Porsche but ever since I got the Mustang they are very similar. Bend down to get in. The seat grips you. Low sitting. Feet straight out. Big metal moving bar in the middle when you wanna go fast. Zero legroom in the back. Looks fast just sitting still. And last but not least- everytime you stop, the guy in the Corolla (Cessna) stares at you in resentment

It seems that our birds are quite popular at my home base, and the FBO seems to like to segregate us to our own area. I came out to my plane today and found that a 4th had joined the group off in the CRQ Mooney Corner (though he's not new to the field). There are also 2 more on the ramp, one that belongs to the flight school, and and another across the runway on the north side. We seem to have quite the group, and that's just the ones outside! It also occurred to me that most of the planes that use the tie downs at Western Flight are either part of a flying club or are owned by one of the schools. Of the planes NOT in either of those groups almost all are Mooneys!

Only 2 in my hangar at KCEF, my M20C and a late model Ovation that I am drooling over...

Wanted to share a little build on a part that I did on my M20K. About a week or two ago, while manipulating the pilot side visor, the lens broke. I looked around and found the lenses at LASAR for about $175 - $250 for a single lens. Not knowing the exact part number I decided to try to make my own. I think the stock ones are made of acrylic as they tend to fracture pretty easy after playing with the stock broken lens. I decided to purchase some stock Lexan, Dark Tint from eBay. Using a grease pencil, I outlined the broken piece taped back together. From there, I used a multi-tool with a Half-Moon Blade blade to slowly etch the shape close to the final shape and used a small belt sander to finalize the shape. I then used a step drill bit to make holes for the bracket and done! I have a nice lens like new for under $30.

That’s awesome! Thanks again.

The oddity of the TC... They can appear healthy and operate normally for decades... But... As they wear? They start to get really jumpy in turbulence... so jumpy they would be hard to follow if that is all you have to keep the wings level... so... next time you fly in the bumps... check that TC... See if it’s worthy... PP experience I got training for the IR in north Jersey... cold winter bumps in the dark over bumpy terrain... in a C172... odd things one does when between Mooneys.... Best regards, -a-

Well, yes, but....... As your battery ages, the capacity drops. So it does with cold temps and inadequate electrolyte. Worse case scenario, you could have a battery that has 25-50% capacity, but it would still work fine starting the motor and you would be none the wiser. And in the situation you were in, it's not like you'd know how much battery you had left or when it would quit. So yes, I think "30 minutes on the battery" is a pretty good policy in that situation...

An accident just this weekend, with one of our locals, emphasizes that having a backup ADI is better than a backup TC. Took off out of DXR and had the ADI fail soon after. He fought it for a while before losing it on the south side of Long Island. Experienced CFI. Very unfortunate. Just last year, a Bonanza had an accident under similar conditions, also near Long Island. Ultimately, it is best to have three ways to detect your attitude, this is the level of redundancy expected in part 25 aircraft and not a bad thing to have in our Mooney’s, especially with modern glass.

Could be that the scavenger pump is not scavenging enough. I had this with my K. There is a test for that which can be done. As I understand it turbo oil leakage is not really a seal issue but instead a scavenger pump or check valve issue.

Watch your units... from beginning to the end... it gets confusing as assumptions will be made... 33 ideal Amp-hours... (temp, battery age, battery condition, etc) 25 amps initial drain rate... or 25 amp-hrs still stored when conservation began? 10 amps conserving drain rate... real... measured not calculated...? Depending on how long it took to recognize the issue, then shed the load... Under perfectly ideal conditions, room temp, new battery, fully charged, immediate recognition, I would expect failure in under 3.3 hours... draining at 25 amps would ideally leave you with 1.3 hours... How old is your battery, has it been load tested with your eyes observing the test? Having a single battery...? It isn’t a Gill is it? alternatives start coming to mind... I carried an extra battery and a portable Nav com radio ... And a portable gps with waas vertical Nav... in an M20C while I was VFR only... IMC is pretty serious business because it can turn into low IMC... low IMC is extra serious... What were your options once the electrons had left your ship’s battery? on the east coast... the training was to fly out over the ocean and descend beneath the clouds slowly... once below the clouds everything was supposed to be VFR and OK... really? That is not acceptable any more is it? So many extra power sources, portable Nav and com sources... dozens of AA batteries in every pocket... Where are you at on these little extra details? I have two extra large batteries kept in constant conditioning... others add a spare alternator... As for the Generator vs Alternator discussion... nobody puts new generators in anymore... The problem with my generator was on cold days... Starting the plane used much of its available charge... the long taxi took up most of what was left... Departing into IMC on a near dead battery would leave really few options... Really new Mooneys have moved to having an essential bus... Much easier to shed loads... and still fly the plane... They do this because they don’t want the plane to be the reason a pilot isn’t with us anymore... I don’t go anywhere without an iPad and iPhone both ready to navigate with current WingX.... If you have kids... spare iPhones collect all over the place...over time. Thinking inside the box...in a PP fashion only.. not a CFII... Best regards, -a-

Take a look at my albums for the ones my hangar elf built. Mine are very much like LASAR's (the ones Bryan has), except mine are aluminum rather than black. I have a template for the shade, and can turn them out fairly easily. (However, after ones pays shipping, the would be about the same price as his.)

That's a big ask for someone who's never owned a plane before. My "mission" when searching for my first plane, was to fly 100 hours per year. I had no idea what type of flying it would be or if I'd even be able to fly that much. So I bought a relatively cheap plane as an entry into the club. That first plane taught me what my true mission was. And what was realistic.

I flew for years with a KMA-20. Simple, reliable and pretty boring.

I'd point out that there is a measurable cost to selling and buying a plane. Depending on the circumstances, this could be anywhere between $2000-$10,000, which includes inspections, travel, deals that fall through, escrow fees, loan fees, ferry costs, transition training, insurance delta for new type, etc. In the big scheme of things, that's kind of on the edge of being significant.

The only thing I’ve found that’s older, simpler, and better all three, is the Kx170B and Bendix 1200 series magnetos. And anything with a radial engine and a tail wheel

Yes, there Aero paint line goes by DESOTHANE

That is great news. I’ll be there for SHOT Show in Jan, and omitting the 30 min Uber from VGT will be nice. -dan

Bigger problems with AOPA than the lack of focus on Mooneys...

I can understand the sellers reluctance to send the aircraft out for prebuy, I have done several at sellers locations just because they didn't want it to leave the field until a contract was in place and money in escrow. Brian

Another Hawk job. Complete strip, new hardware, all Imron, under $13,000. Joe is moving into a larger facility and hopes to be able to better stay on schedule. (Scheme Designers helped with paint scheme.)

First Mooney M20C bought $48K sold $50K with about $10K in upgrades. Second Mooney M20K 252 bought $119K spent $40K on upgrades to date... still flying it and loving it. As so many others have said, owning an airplane will never make financial sense. But I can't imagine a better way to spend the disposable income I have. But there are some realities. Be able to write a check for the purchase price, light it on fire, and not be financially ruined. Devastated, crying uncontrollably, sure, but not financially ruined. Second, be able to spend $1000 to $2000 per month flying or not. And lastly be able to put your hands on cost of an engine on any given day starting with day one. If you can do this while still paying your bills, sending the kids to college, and funding retirement, then to hell with the money... you'll love your airplane and the flying.

Nice pics Skates

I am not telling ANYONE the best place to retire. As soon as I do, a gazillion old people will move there and ruin the place!

Hahahaha... same situation bidding on the SWTA annual. I gave my "personal MSC" owner, JD, a ride to the Mooney Summit last year in my Mooney. It pays huge dividends having a relationship with the right MSC. Truth is, JD and I would be good friends even if he had nothing to do with airplanes. Just good people.

I would recommend Spruce Creek in north Florida http://www.7fl6.com/ Besides all the features you want there is cemetery nearby for that last trip. José

The hagiographic story of how the 4000 pound piston Mooney 301 prototype directly became the 7000 pound turboshaft TBM700 isn’t fully plausible. The Socata team started by redefining the plane’s mission. Then they redesigned virtually every part anew using their own CAD tools and went on to create production fixtures well beyond anything Kerrville possessed. I was only peripherally involved—Bendix King provided the entire avionics suite for the TBM700A. Speaking of missed opportunities— King seemed confident its Silver Crown line would remain dominant and that those upstarts across town in Olathe were never going to amount to much.

My flying club has 3, 2 Js and a screaming eagle.