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I am sure the veterans of MS have seen more new guys than they can count. Add me to the list. Brief vitals: Started flying 1987 - US Army, flew Blackhawks, maintence test pilot until 1996. SEL training in early 90's but never flew alot as military duties were demanding. Stopped flying in 1996 until 2004 - got current and flew about 30 hours until had an eye issue. Christmas 2020, announced my intentions to my family, they gave me a Honeywell Alpha & Bravo set plus X-Plane. I logged 90 hours of training - ok, maybe 5 hours was just goofing around, but I did a lot of IFR enroute practice 2021 - BUSY YEAR: eye doc said issue resolved, decided to get active again, ME gave me a thumbs up on a 3rd class medical, CFI got me current, FAA said not so fast - 3 months later got a special issuance. I spent over a year thinking and researching what plane to buy and picked up a M20J yesterday. My A&P/IA/CFII and I flew 300NM in a C172 for pre-buy and pick up. I flew the 172 back, my first cross country solo in 17 years and here I am.... glad to be here let the advice roll in

I was just offered a ride. Nice looking couple came into the steak house and they were both wearing polo shirts that had TexJets on them. I asked them what TexJets was, and he said it is an FBO at Meachum airport up near Fort Worth, Texas. I then asked what he flew and he said an L-39. I looked at him and said "the Russian trainer jet? An Albatross?" He obviously was very surprised I knew his plane. Long story short, after talking with him/them enough, he offerm me a ride!!!!! It is hangared here at KERV.

There simply aren't enough airplanes to make it work. While there are 200,000 GA aircraft in the US, there are 286 million cars. So there are economies of scale to allow car dealers to have large networks. And commonality of electronics with CANBUS now. Even so, you're paying $120-150 an hour these days, but they have high efficiency due to standardized products and training to service them. If you tried to do it with GA, you'd expect to pay $200+ for shop rates. The 200,000 planes have very little commonality fleetwide. It's more comparable to setting up a network to service exotic cars.

When My IA started crapping out , I replaced it with a G5 and never looked back. After a year or so that single G5 turned into a G5 HSI, Garmin 530W, Stratus transponer,ADSB,SL30, PMA 8000b, GFC500 AP, and a new panel to fit it all in, electric step from takair(memeber here), and removal of the vac system . Did i think that single G5 would lead into all that? No. Would I do it again? Yes.

I've been very happy with Savvy. They are more than willing to analyze my engine data, and help with troubleshooting. Not to mention, if I'm ever stranded they are available 24/7. In the scheme of aviation costs, their annual fee is a pittance. (I have no connection with Savvy, so this is an honest, unbiased, opinion)

Those rides usually come with a gas bill, OUCH! If you have gas money, jet warbird rides are easy to come by.

Regardless of scientific data, dB analysis, ANR research or any other auditory study.... I wear QT Halo's, my co-pilot wears the ANR. I have tried both. The ANRs a nice, the QT Halos are better. I can hear the controller clearer and never miss a call with the QT Halos. not so much if I wear the ANRs. it seems to me that the first word is clipped in the active noise cancelling and I can set the volume lower when wearing the Halos. Just my real world observations. No science involved.

I think Alex hit it on the head. There actually are facilities like that, most of the big FBOs have regional maintenance facilities associated with them, but most of us can’t afford them for our aircraft since they have to charge jet rates to try to retain the mechanics. Even then, many mechanics/technicians can make more in other endeavors. I think it would be great if someone could figure out a model that works, but right now, what little money comes in is hard to split up further…. Savvy may be the closest to having something that is outside of the OEM and presents some level of consistency….but even they are not for everybody.

I'll take a stab at this one: Owners are accustomed to paying rates that are too low for an astute entrepreneur to carve out a profit sufficient to go though the expense, risk and effort to standardize processes and manage multiple locations. Skill sets needed are too varied from one aircraft type to another and numbers of those flying too low in many cases to realize a benefit from internal training methods beyond the A&P or IA certification Military contractors and the majors will always have an advantage because they can leverage the very factors lacking for GA as listed above. Alex

Keep in mind that purchase price is going to be a small part of multi-year ownership...I'm a little over four years into ownership and I've already spent more operating than I paid to buy my plane

It’s possible your cockpit was cleaner than mine…. We got a whole bunch of new PIC procedures after that one… lots of paper charts and things were popular back in the day… I’ve only seen an iPad go flying once… Best regards, -a-

Welcome aboard…….. everyone on here was a “New Guy” at some point….. MS is the most active forum I’ve ever been involved with and the most informative…….. I’ll warn you, better post a pix of your bird or we’ll never believe you….lol

OOOOH - I WANT that. I NEED that.

When I first got into airplane ownership, I could get an attitude gyro overhauled for $250, Now it is closer to $900. Unless you are going electronic, I would get yours overhauled. If you buy used, there is no guarantee it isn't a few hours from going out. They always make it 15 years or so.

It has probably gotten an air bubble in it that tries to expand at higher cabin altitude, so that's when they drip. +1 on the repair kit, but they're kinda hard to get right, i.e., no bubbles, unless you reassemble it submerged in the compass juice (compass fluid). Also, it is not actually legal for even an A&P or IA to do this, it *should* only be done at a properly authorized instrument shop repair station. However, this is a job very often done by hangar fairies and some are quite experienced at it.

that’s great to read. We’ve saved a lot of cylinders with the ring flush cocktail and made a lot of folks happy. It’s not always just one cylinder either. But it doesn’t always work and sometimes the solvent needs to sit in the cylinder over night to get some particularly caked rings unstuck. But when it works everyone’s happy. Sent from my iPhone using Tapatalk

Not really impressed with Mr. Mojo’s in-depth understanding of Mooneys. First, there’s a good bit of difference between the speeds, space, and performance of the various models of Mooney M20. (A through U?) Second, he started off talking about the manual gear, then showed us the electric-gear one. Third, he told us how cramped they are, without differentiating between the short bodies, the long-bodies, the ones with articulating seats, or pointing out the sports-car low seating with legs stretched out front. We had plenty of room for four adults in our K model, and even more leg room in our Screaming Eagle. Seems like he could have spent a little more time on his “preflight” before taking to the air.

I have the 406 ELT in the plane ready to flip the switch in an emergency, it’s wired to my GTN for WAAS position source. I also have the portable 406 ELT if i need it on the ground and aren’t incapacitated. Lastly I can communicate my actual needs to SAR via my Garmin inReach via text messages. There is also a portable radio, plus a survival pack with water, food, first aid kit, shelter material and signaling devices including strobe, mirror and marine flares. Each annual it gets re-packed. Don’t count on flight following to get you aide faster since most lost aircraft don’t communicate or don’t have time too. Filing a VFR flight plan gives SAR folks much needed information to find you fastest. But always leave your cell on since the first thing SAR folks do these days is have your mobile carrier ping your cell phone for a location. But if you don’t have a 406 to activate, nor able to get a radio call out like most, it could be many hours before anyone starts looking for you. Sent from my iPhone using Tapatalk

This was interesting. I was flying over to kobe and Arcadia has the same ctaf. Just listing to the traffic it sounded like Osh fly in. Either the pancakes are fantastic or people must have an itch to get out.

I’ve got one and I love it. I’ve got a shoulder that has issues and it works great and doesn’t impact my shoulder. Sent from my iPhone using Tapatalk

I like mine.

I use Savvy Mx too. It is nice on a Sunday at a distant desert airport KIFP with no services, to be able to have a Savvy Mx guy call me back in 30 minutes to discuss my possible aog problem and safety of continued flight. I like having Savvy interpret the EDM downloaded engine data a couple times a year and before annuals. I like discussing the annual inspection estimate with a Savvy MX guy to decide which items may not be required or done later a more economically way or options. I agree with what MikeOH said about $700. annual cost in the overall scheme. Savvy has always been prompt for me. Just my experience. Tom

Nobody will notice till an accident investigation or perhaps a log book review by a FAA inspector following an incident. virtually every leak that results from re-installing the tank comes from improperly rigging the valve to shutoff - probably over 90% of them. We’ve all suffered from that one. But very occasionally it’s the high pressure o-ring or a low pressure fitting needs replacement. An experienced tech will check for these. Sent from my iPhone using Tapatalk

Precision polymer meets precision glass… polymers are a bit amorphous and have a tendency to not be as precise as intended…or expected… They can even change shape over time or after significant heat cycles… So it might be just the individual card… Next step…. Modify the plastic part… easier to replace if you accidentally mangle it… And wait and see if anyone else is seeing the same challenge… Best regards, -a-

I agree, I really don’t care who sneaks into my hangar at night to fix my plane as long as they do a good job.

Yes thanks....I did get one of those Sensorcon CO detectors. I didn't blend any cold air in so I'll definitely do that next flight.

Hi, Not without its challenges :). A VFR flight that was pretty much IFR from the get go. Even shooting an approach (VOR/DME) at night for the first time in like forever...with a night landing...only my 2nd landing in the Mooney....I think. The engine and prop performed well and showed no issues. I did a quick radar vectored ILS (VFR) upon leaving Calgary as the wx at destination was not good. I'm glad I did though as it showed that the GS portion of the ILS receiver was not useable but the localizer was good. I used an iPad and Garmin Pilot for all the cross country NAV and even for an Arrival I was given and it performed very well......really highlites the need for a fully integrated NAV system though such as a Garmin GTN750Xi/GTN650Xi. The Bendix King stuff has got to go at some point. There are a few other little snags that need to be addressed ASAP...but thats the joy of ownership The video below (iPhone so forgive the production quality) shows the plane also needs a good dusting and a new glare shield :). This is where I was up at 12,500'...contemplating my chances of survival should the engine fail while over the cloud It was a busy time trying to get used to the aircraft and keeping up with ATC on arrivals and departures...missing a co-pilot

You all recall a couple of things… 1) New guy is searching for a Mooney… 2) Discussing the end of the world politics… probably isn’t that helpful…. 3) If it was…. Grab the free money while you can, break out the old O’president free phone, and plan to live in a box… it is better for affording a giant Mooney…. 4) Same political drama on a different day… Milton Friedman was brilliant…. 5) And yes… in another thread we see that Covid is a hoax, corporate America wants it to exist… 6) Economics cycles always occur… nobody likes the down turns… but, they occur anyways… 7) For some reason economic cycles get discussed like a baseball game…. We have been in the early innings for a lot of years… 8) Raising interest rates slows things down incredibly well… 9) Remember Alan Greenspan… he only got one thing wrong…. MS stays apolitical for a reason… Now back to helping out the new guy…. PP thoughts only, not a politician… Best regards, -a-

I think the FAA beaded guidance says that you note that an annual inspection was performed, and a list of discrepancies given to the owner. You don’t write wjat the discrepancies are on the logbook, and you don’t write the word “Unairworthy” anywhere. Actually I think the pilot in command of the airplane determines if it’s airworthy, the mechanic can state the Aircraft is in airworthy condition or he can say he did the annual inspection and gave a list of discrepancy to the owner.

Get a G5, you will not regret it. Its modular, many add on features, IFR flying easier with information shown.

This detail is helpful, thanks. And it seems to be the setup I have with the 130 and 70 amp alternators. The batteries (concorde) and voltage regulators were tested and all seem good. The 130amp alt seems to be the week link. The MSC is testing all of the systems to see if there is any other underlying issue that caused the alternator to go bad or if it just started to fail on its own.

Pics or it didn’t happen

People like to call their 25 year-old 1000 hour engine “low time.” Everyone knows the hour TBO but we seem to forget that Lycoming has a 12 year TBO limit also. Sure, Part 91 operators are free to ignore it, but I think Lycoming is making a point: Don’t expect TBO hours if it sits a lot.

I paid about $750 to get my vacuum AI overhauled and it lasted about a year before it failed again. I replaced it with a 2nd G5 and deleted the vacuum system. No regerts.

This whole thread would be unnecessary if Garmin would just make the STC documentation available to owners (who pay the bills, BTW). Then the OP could have just looked it up. Does your autopilot have a GO AROUND (a.k.a. TOGA) button that closes momentarily to ground? If so, you can hook the GTN up to it and pressing GO AROUND will cycle the GPS onto the missed approach (assuming there is not some configuration detail hidden in GI installation that prohibits this). It works with my G3X / GFC 500 but it shouldn't matter to the GTN -- it doesn't know what kind of autopilot you have. Skip

Mine was also stiff and couldn't really be lubed (and shouldn't be by manufacturer instructions). Ended up replacing the prop control cable by a new one from McFarlane (PMA'd). It has been smooth ever since.

Since the number one reason for engine failure after maintenance is improper Cylinder Torque, doesn't your graphic support the idea that if you can avoid removing the cylinder, why not try something simple, less invasive first?

Left mine unsecured once, still has the scar. I didn't even realize it until I started searching for why I was 5 knots slow in cruise. The breeze inside the cockpit should have tipped me off, but it were no windstorm.

Ah yes, I guess I had seen the side vents in the photo, but didn't make the connection that it wasn't a standard flow-thru like the majority of heaters. And I have to admit it looks like a box fan, so I had that in the back of my mind.

Reached out to someone about that a few months ago. Figured it wouldn't hurt to mention it here as well.

Everything I need goes behind my wife and everything she needs goes behind me.

Everybody gets a spouse!

The biggest myth is that Mooneys are cheap to buy and own. The owners that believe this have the airplanes no one wants to buy and a trail of mechanics that no longer want to work on their airplanes.

4 cylinders in horizontal mode wastes space, the layout is not as clean. IMHO of course.

Biggest Mooney myth.......being sucked out of a Mooney when the door pops open in flight !!

Well, there’s a myth among Cirrus owners that Mooneys really aren’t that much faster….

If it were me I would replace the breaker and be done with it. I don’t mind fixing a problem once. But I don’t want to deal with it over and over again. Odds are it will fail for good when you are far away from home and no mechanic is on the field.

Just add a couple of hardpoints and carry them on the bottom of the wings . . .

It's like keeping a horse at stable. The ugly one eats just as much as the pretty one, so you might just as well keep a pretty one...