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To my adoring fans. I did not set out on this thread to criticize the pilot, who by all accounts did a brilliant job in bringing his ship in for a safe landing. When I first viewed the video I saw something that nobody else here did, an outstanding learning tool. From first frame to the last, this piece of recorded history tells a story from which we can all learn because it is not only compelling due to the events unfolding, but the magnificent quality. The position of the camera gives us a full view of the panel from left to right, while the sun was behind the aircraft making for perfect exposure without any glare. The high definition image allows us to see the panel in great detail, and right down to single strands of hair on his wife’s head. And just having the sound recorded directly from the camera mic instead of a muted feed from the audio panel adds to the experience. I went back over my posts and still don’t feel that I criticize anything that he did but simply asked if we would have done the same thing under similar circumstances, which I think is a fair question. I found that the words “if that were me” do not appear anywhere, but the word “praise” does. I believe he handled it quite extraordinarily and even had the wherewithal to make sure he had enough power by immediately adjusting the prop and mixture. I learned a long time ago that a lot of great information can be gleaned from Mooneyspace. This includes information that I took away and applied as well as information that I posted and hoped would someday save somebody in a similar situation. I can instantly recall one situation that happened to me where posts on Mooneyspace helped immensely – the first time the door popped open in flight. I had read many stories on the subject and they all had the same theme, that while it’s initially scary (if not noisy), the flight characteristics of the plane doesn’t change and there’s no need to declare an emergency or land immediately. In fact, when it happened the first time, I flew to a suitable airport 20 minutes away instead of landing at shorter fields along the way, all due to the information that I had learned here. The second time it happened I was flying with a legend here on MS and we just soldiered on to our destination with the door trailing in the breeze. The one time that I had hoped to have made a contribution was when I had experienced runaway trim. I chronicled that event here on MS by stating that I couldn’t hold altitude and was struggling to stay level to the point where I wrapped by elbow around the yoke, pulling it from the bend in my arm. I didn’t know at the time that the trim switch had stuck and was applying nose down trim to the stops. When I finally noticed the trim indicator, I grabbed that wheel like there was no tomorrow. Since that day I always – always- place my two middle fingers on top of the wheel while using the switch just to make sure that it stops when commanded and I hope that others do as well. Like I said in the first posts, I had hoped that my contribution would not be construed as criticism, but I guess it was. I haven't been this lambasted since Little Timmy.

Here you go...

This'll be my last post to this thread unless something else interesting happens. Two weeks of calendar time and 6 hours of flight time on the airplane since the last gasket was installed, with no issues. I think the problems are all licked, but will stay vigilant.

After many years lurking here and learning I am finally about to close on a 79 M20J. I’m looking for a CFI to ferry the airplane from KCPS to KHFD with me to get familiarized with the airplane and burn off the insurance dual requirement. I am looking to close and get the airplane home in the next two weeks if I can find someone to take the trip with me. It’s been great reading and learning on here, and I look forward to plenty more questions as I learn how to be an owner now. Matt

having an opinion different from that of the majority here on MS will often get thrown back in your face. happens to me often. FWIW, I certainly didn't take your feedback as criticism, as I also saw what appeared to be normal looking turns and elevator activity in the video, doesn't mean I don't have high praise for the OP and how he handled it. also, CLOSE YOUR BAGGAGE DOOR, WILL YA?!?

Honestly, you have an engine that is 200 hours past TBO. It doesn't owe you anything. Run it till it looses compression then overhaul it. All these borescope inspections will just cause you to loose sleep. Burned valves usually progress slowly and rarely lead to catastrophic failure.

Wobble test the questionable valve The cynic in me says that if your shop doesn’t know how to scope, they probably don’t know how to wobble and they almost certainly wouldn’t know how to rope trick.

It took me a few months to figure that out, myself. If you type an "@" and then the first few characters of the members name, you should get a pop-up list of options to choose from. I didn't realize that it takes a bit...sometimes 10 seconds on a slow connection...for the list to pop up. The more of the name you type, the more narrowed the list will get. Like this:

LOL.....do you think year 2 or 3 or 4 or 5 or 6 will get cheaper? Just kidding.... well not really....

Hello everyone, I recently scored a used JPI EDM 830 (huge upgrade from my EI UBG-16) for a killer price. I wanted to flush mount the unit in my panel, which would require me to redesign my existing panel. I saw JPI has a flush mount for around $80, but I didn't want to purchase it if I really didn't need to. Since I was already redesigning my right side panel in CAD, I also decided to design a flush mount for the EDM as well.. I have attached a few images of the 2nd iteration of my design which will use locknuts press fit and epoxied in place. Is it okay to install something like this in my plane? Is it imperative that the mount need to be metal? The part will be constructed out of ABS, so temperature resistance and rigidity/strength are not an issue. Thanks!

Hey, I happen to like my M20A wings. They are the only pair I've got.

Thanks @gsxrpilot, gives me an idea of where to put the O2D2 as well.

Assuming this is the proper pump, I'd be careful buying it based on cost alone. I can tell you from first-hand experience these pumps are not your average run-of-the-mill pump - unlike previous jokes have alluded to. This specific pump was tagged in 2010, so I can only guess the internal gaskets are likely worn down and other pieces may need overhauling. It also doesn't come with a warranty, so you'll be likely spending good money after bad. You're better-off calling CAV, to understand options. They will likely give you three... Buy new outright (keep or discard your existing failed pump). This is the most-expensive option. Buy an overhauled pump off their shelf, assuming one in stock (again, keep or discard your existing failed pump). Slightly less-expensive option, as they will refund a core deposit to you if your existing core is considered serviceable. Send in your failed pump for overhaul. Approximately a 15-day turnaround for them to OH and send back to you (least-expensive option). All three options come with a two-year warranty. Let me know if questions. Steve

I had trouble with my IO360 w regards to oil consumption as well. I was at 3hrs per qt, also with oil visible in the spark plugs. When I had all 4 cylinders replaced last year, I noticed on broken oil control ring. I have also considered having the cylinders honed(?). In the end I opted for new ones. Now consumption is less than 1qt per 10hrs. I also cruise around 8-10k ft.

Mine are worse than these. So I bought these from Alan. They will be headed to Clarence's shop soon to replace the ones in C-FSWR. And for @Sabremech, not to worry. We will transfer the seat-back adjustment knobs you made to these seats when they are installed. Thank you Alan, Clarence and David.

Yikes. I've flown some fast-ish RC pylon racers in the past but watching this video made me sweat. The pilot is incredibly talented. Flying a real missile like that from the ground is hard.

Ill post it here for anyone else. . The amazon stuff? Medical Oxygen Cylinder with... https://www.amazon.com/dp/B01DSEH3BI?ref=ppx_pop_mob_ap_share Medline HCS8725M Mini Oxygen... https://www.amazon.com/dp/B00BLQKKQQ?ref=ppx_pop_mob_ap_share HOUDELL High-Flow Soft Oxygen... https://www.amazon.com/dp/B07MGQNS3G?ref=ppx_pop_mob_ap_share Dealmed Non-Rebreather Oxygen Mask, Adult, 5 Count https://www.amazon.com/dp/B07DTNMB4K/ref=cm_sw_r_cp_api_i_TCc0Eb2Q39MA7

Scary blue knob, too.

You just mentioned my favorite tool for helping me remove and install the lower cowling by myself. One of those $20 harbor freight stools. And an old main tire.

Thank you MLC20c - everyone's situation is different. For me - great plane - gets my 950NM mission done for work. Can get home. 4.3mm miles on AA - done with that. Happy to take the 3 yr normal hit as from an accounting and business standpoint makes sense. The horror here is someone creating havoc and ruining the new plane. So back to AA - loss of use and productivity - loss of value. It's the proverbial crap show and they need to be held to account. All the best to you.

Thank you Bravoman. Yes - that's the horrific situation I find myself in. All the best.

Coincidentally, I just had both windshield pumps replaced at annual last week. Two replacement OH pumps off the shelf from CAV came to $2386. I received $400 ($200 per pump) as a core credit, so the total was $1986 + $200 labor. I have to say that although they were expensive in my opinion, they lasted 13 years (TKS system was installed in 2007), which is beyond the normal life expectancy of these things. CAV did a great job coordinating the returns and processing the shipping of the OH units. The rubber mallet idea works in the short-term to get a stubborn windshield pump to wake up again, but that only lasts so long before you need to fork over some $$ to have one or more done. Which pump failed? Was it one of the main pumps or one of the windscreen pumps?

It seems safer to me to always have at least two people any time lifting an airplane by any means. One person to think and watch what is happening and detect potential hazards as they develop is really good. To me this is a rule.

Awesome job, hats off to the passenger too for keeping calm. IMHO, perfect emergency landing in the circumstances and of course right call to land immediately. Who knows what a baggage door stuck to the tailplane does to the airflow or structure! Dropped the gear when you had the field made, great stuff. No one got hurt and the aircraft is even repairable. I was hoping to fly OSUS at some point (I fly the twins in Dan's group) to see how the K is different to my F but looks like it won't happen! Drop me a line if you fancy a flight in an older Mooney out of Denham. Definitely going to go to Charlton Park now... I can't believe I've been flying here for 20+ years and never been. Get the Husky or any taildragger and have fun on farm strips in the meantime!

I like the fact that they finally put in a connector for the bare wires kit on the optional mount. If they continue with that on models down the road then switching to new devices will be easier since all of the wiring should be in place.

got it...let's talk about the food chain. I'm your retail agent here at Airspeed. Let's say you have a nice Mooney M20R and you need insurance. I go check the carriers for rates. I contact a company you probably know as "USAIG" for a quote. Well...who is USAIG (United States Aircraft Insurance Group)? They're not a corporation. They're a group of insurance companies that forms a pool to share the risk in your insurance policy. Right now, those two insurance companies who make up USAIG are "The Paper": National Fire & Liability Insurance Company (50%) Ace American Insurance Company (50%) Here's the deal. The aviation knowledge doesn't lie with National Fire and Ace American. They're simply two insurance companies who believe that a company called United States Aviation Underwriters can give them an underwriting profit by insuring all types of aircraft and general liability risks. In this example, the food chain is: Retail Client (Hank) Retail broker/agent (Airspeed Insurance Agency) Underwriter/"Managers" United States Aviation Underwriters --underwriting on behalf of--> USAIG (which is two insurance Carriers who split the USAIG risk) "The Paper". The member companies of "The Paper" entrust the underwriting to USAU (The aviation expertise in the bunch) Here's a nice description: https://www.usau.com/about/who-we-are/ Who manages my claims? USAU. They're the Managers. Let's give an example for the many of your insured with Old Republic, formerly Phoenix Aviation Managers: Retail Client (Hank) Retail broker/agent (Airspeed Insurance Agency) Underwriter/"Managers" (Old Republic Aerospace, Formerly Phoenix Aviation Managers) Old Republic Insurance Company "The Paper". Old Republic Insurance Company owns Old Republic Aerospace. Old Republic Aerospace manages the aviation book for Old Republic Insurance Company, owned by Old Republic International (NYSE: ORI) Who manages my claims? Old Republic Aerospace.

What a blast from the past. I had one of these in my 94 twin turbo RX7!

Thank you Mike. Then I lost the title of the last Mooney in the world. It was great while it lasted.

He does not have an engine monitor.

Perry, I heard a *rumor* that 33-0019 flew last week. I imagine it has been sold to Premier, but cannot say with authority. Fred would know more im sure.

Maybe I missed this above.....and this is so basic I'm reluctant to ask. When do you top off your oil, and to what level? If you fill your oil above 7qt, that first quart will leave pretty quickly.

Didn’t know anyone was still using those... As the magic of WAAS gps is becoming so prevalent... I have the indicator on my HSI for the radar light display... nothing attached to it... Best regards, -a-

@Junkman lives in St. Louis and is a CFI. I have no idea if this is in his wheeelhouse, but if not, he may have contacts who would be interested.

Rubber also hardens with age

As long as it stays low long enough to burn 1000 gallons

Thanks, I had that open in another window to start sending out emails as well. Matt

Was he perfect? No. [Are you? Also No.] For a normal landing, we would all criticize. But there is nothing normal about a sudden emergency landing in a damaged plane. Was Red correct to land immediately? I certainly think so. His plane was damaged, more so on close inspection than was apparent at first glance after landing. He said he had control issues, but you can't see how hard he is pulling on the yoke so you dismiss the idea. I believe him, he was there and we were not. Was the landing perfect? No, but humans rarely perform perfectly under sudden stress. But it was good enough. Was the landing effective? He put it on the runway that he picked out, rolled out with no damage, didn't hit anything and all occupants emerged uninjured. So the landing was pretty good. Good job, Mr. Pilot! Not such a good job, Mr. Florida Peanut Gallery.

I see big black squares....!

True, but since it wasn't previously PMA'd, a lot of A&P's might have been leery of sourcing it or might not have known about it. He only found out about it after asking some other A&P's and looking it up on Aircraft Spruce himself. In addition, my IA pointed out he was worried if installed without a PMA as a minor mod/repair, some overzealous IA might have raised a stink about it later, so he was relieved when he found out it was actually PMA'd, and the description on Aircraft Spruce hadn't been updated for a couple years. It's updated now to reflect its PMA https://www.aircraftspruce.com/catalog/eppages/sts-12s24s.php?clickkey=7013673

On a brand new $750,000 plus aircraft there is no question that the diminution in value for the damage described by the OP would be in the six figures. By way of comparison, I had a client who had a brand new Mercedes 600 which at the time was about $135,000. He was rear-ended after owning it for a few days and the cost of the repairs was something over $30,000. The insurance carrier for the at fault party paid that and an additional $42,000 for the value diminution.

I created one on it, once you figure out how to format the data it is pretty easy to use. The biggest drawback was that if I left the app to go to another one it does not save the data that has been input, it refreshes everything to original values.

I think it's been very constructive. Hopefully everybody has learned something from this and in the unfortunate event it happens to somebody else, they'll know what to do. But if there's one thing that I've learned from this it's the landing gear can take a phenomenal amount of punishment.

Exactly this! I spent a recent decade doing technical work on wind turbines around the world...and learned that split washers, once compressed, are no better than a flat washer. And if you torque to the values required for proper bolt tension/stretch, on larger bolts anyway, it would actually spread the split washer open. If the aircraft and component designers had Nord-Lock wedge-locking washers back then, I'm sure that's what we'd be using. Those things are impressive - they're made up of two layers, which interlock. When I had to remove a bolt with a Nord-Lock, the layers would separate and the loosening torque actually had to overcome the increased thickness created by the internal ridges (sort of like shallow saw teeth or waves). Damn...I'm not explaining this well...let's say the washer was 1mm thick when installed and torqued...when loosening the fastener, the washer would actually increase in thickness slightly which meant we had to overcome some additional bolt tension (and resulting torque) before it popped free. This was on fasteners tightened to 700 foot-pounds, using a torque multiplier, so they may not work as well on our smaller bolts and nuts. But, circling back, split washers are indeed useless crap.

Benton, As Anthony described above, what you describe is not the "Monroy Extended Fuel Tanks" option that adds 30 more gallons with an additional fuel bay, but instead you should have a filler neck modification per the attached AFMS below (which should be in your POH). And from what you describe, it sounds like the modification is complete in that G1000 allows you to set Remaining fuel to 102 Gal. But before we go further, recognize you have two independent measurements of fuel: i) Fuel remaining which is merely calculated by subtracting your indicated GPH FF from your starting Remaining fuel which you can reset or add fuel to each time you start. Entirely separate from this is your tank fuel levels being sensed from your fuel tank senders. These were calibrated originally for 89 gal tanks by the factory and a G1000 Calibration config file was loaded at the time of G1000 s/w installation. You're not the first G1000 Mooney to report your tanks still only show 44.5 Gal or 45 at full, so I suspect the filler neck mod did not also provide a different fuel tank calibration. Garmin provides a calibration procedure calibrating the fuel tank senders. But its unclear to me whether only Mooney can create or modify your 89 gal config file into a 102 gal config file of if any Garmin dealer can do it for you. You would have to ask Mooney or any Garmin authorized dealer if they can re-calibrate your fuel tanks. You also have the option of installing much more accurate CIES fuel senders that Anthony mentioned above. However what you state here "the tanks both show "full" at 45 gallons and they start down from there when you start the engine" - that really shouldn't be entirely true. The fuel level gauges should remain at 45 gallons, and continue to indicate full, until the fuel level actually drops down to below 45 gals. In other words you shouldn't really see any decrease in flight till you have burned off 6 gallons on any given tank if they indeed where filled all the way upto 51 gallons. As far as your fuel senders are concerned, you overfilled the tanks and after you burn off 6 gallons the fuel senders will be at precisely the same location they were before with only 45 gal before your filler neck mod that allowed putting in the extra 6 gallons. You might want to confirm how much you're really carrying by starting out with a completely drained tank, adding in unusable fuel and then filling to verify how many gallons you can actually add to the tank to verify true full capacity. That will give you the confidence of how much fuel your carrying. Remember the fuel tank levels on the G1000 are calibrated only for "in flight" while level - not on the ground. And the Wing tank gauges are only calibrated for on the ground (where is nose is 3-5 degrees up). 51_GALLON.pdf

And the Dynon isn’t too far out either.

Don't know total cost....I'm sure it varies based on yaw/no yaw....which shop does install....what mods to the panel to install the 507... etc. Whatever the cost is, it's aviation. I haven't found anything in aviation to be cheep except the owner.

Bob...FYI....Garmin is working on the GFC500 certification for short bodies as we speak.

I have a 2 ft wing span foam corsair electric but pretty sophisticated and seems pretty fast to me, that I got with one of my sons when he was 13. I can't really fly it since I kept crashing it - but luckily they sold new wings not too expensive. My son flies it like a champ! Now he is 22 just finished aeronautical engineering at Cornell and heading to a PhD in aeronautical engineering at Caltech in the fall. (Excuse me if I'm bragging - but yah know - that's ma boy!) I've always loved toy airplanes. So I got a big one and climbed inside. When I was little I had a very cool compressed air piston engine airplane where you charged the gas cylinder from a CO2 cartridge. The engine made cool puffing sounds as it let the air out with each cycle of the engine. It was a very sophisticated air engine. And tiny and light.

We immediately lost lift and declared an emergency with ATC who had us on a basic service, lucky we were within distance of a 770ft grass / gravel strip between some solar panel farms. Other than the damage to the elevator and hatch looks like we were extremely lucky to walk away unharmed............With the debris on the wing and the new hole in the fuselage I could feel the extra drag (you can see me fighting the yoke with two hands in the video) the AC wanted to roll right and pitch nose down, it was a challenge to keep her level It reads to me like he did assess the flight characteristics and acted appropriately.

This is so true. But you'll ONLY get back what you paid for it. You won't get back the money spent on maintenance or upgrades. So it makes sense to buy the nicest, best upgraded, ready to fly now, Mooney you can find. Spend $80K on a nice, upgraded, ready to fly Mooney, and when you sell you'll likely get your $80K back. Spend $30K on a fixer upper, put $50K into maintenance to get her airworthy, and into basic upgrades to replace failing radios, instruments, etc. and you'll probably get $40K back when you sell your $80K airplane.