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After 6 months of research I found my plane. 1965 E. Had a small pre-buy done last night and I should be finished with all the paperwork next week...that's why the anxiety. I've only been flying about once every 3 weeks since IR in December. Don re-rigged the gear, adjusted flaps and other things about 200 hours ago at the previous pre-buy so everything has been worked out. Pucks and tires are good. Factory reman. installed in '81 and about 480 SMOH. 4500ish on the fuselage. Right tank is leaking a bit when tank is full even though it was sealed in '08 but that's been scheduled already for the fall. I wanted to wait to see what my bladder will be like so I can determine if long range tanks are even a consideration...LOL. It passed IFR cert last week. I helped do the Annual in November...I highly recommend a perspective buyer to participate in this sweat equity if possible. I ordered the FAA records and reviewed all the ADs, 337, STC (funny when I first joined this site I didn't even know what an STC was). Hub inspection has about 90 hours left on it (may replace hub at some point). I haven't flown it yet but I flew my examiner's which is the same year and he's flown this one on several occasions as well as Don so I'll take their word for it. (Besides that, the insurance really doesn't have provisions for this but I've flown E's before so I'm good). The only mod is the cowl enclosure. I would like to upgrade the 430 to a WAAS but it may be better to hold out for the Aspen/GTN 750 upgrade when I do the ADS-B...we'll see. The JPI 750 is nice. PC system works but I'd like to entertain the idea of AP later.$$$$ (probably not enough dollar signs). I really didn't think much of a AP until I was given a STAR clearance while departing out East Texas and was going into a Class B around DFW. Wow, when you're bumping around after just departing a runway and they say 'notify me when you're ready to copy' you sure wish you had an AP. I was afraid I wasn't going to be able to find a hangar at my field so when one came up for rent in December I snatched it up and it's been empty since...ugh. It's a couple doors down from SuperCop. Maybe we'll be joining the Mooney Caravan? So the anxiety builds. I'm ignoring it pretty well by keeping busy with projects at work. I'll order the sidewinder tonight even though once I buy it I will only have to move it one row over. How lucky was that? I still can't believe I found what I want at my field. And you bet, after I saw it, I didn't tell anyone of you moochers about it...LOL just joking, you guys are great and have been a huge help, as you gave suggestions to others I was all ears. For the perspective buyers, heed the warning, this isn't cheap. Sure the plane is affordable but ancillary cost are as much or more as the plane and if you do upgrades you're probably not getting any of that money back but it will put your plane on top if you decide to sell. Thanks to anyone that made it this far, I'm excited and rambled on. I've forced myself to look at other planes as a potential but kept coming back to this one. Teaser photos attached.

18 gph is twice of what my M20J burns. 170kts is only 10kts above of what my M20J cruise. Half the range of my M20J. And small fields with 2,000 ft runways have no Jet fuel but AVGAS because jets do not land there. No way José

A good autopilot is indeed a game changer, especially for single pilot IFR. We have a 60-2 with all the bells and whistles. For me, the lateral guidance during an approach is more useful than vertical, however. You could get an STEC 50 and be pretty happy. If you're going to do a lot of cross country trips, I would get the top of the line, which I guess is the 55X.

I think spellchecker got the best of you Guitarmaster.......or your serious about "being one" with your Mooney.

Congrats on your E sounds like you are planning on lots of upgrades which could keep it grounded for quite some time. If it were me being the CB I am I would just fly it and enjoy what's there and then decide what to do down the road a bit. Based on the hours vs years you indicate that engine needs to get run. Good luck and don't worry there will be plenty of things to give you anxiety as an owner don't need to create any yourself. Look forward to some more pics.

Here is a pic of the Fiberlites in action. I think they came out pretty good. The 337 was a non-issue. Highly recommend!

According to the engine shop here at my field, there was a metallurgy problem with the cams in the early to mid-ninties. Mine was overhauled in 1997, flew 9 hours and sat in a hanger. He told me it should be fine since they had the problem rectified by then. When asked about it sitting, he told me he has seen engines like this run well past TBO and brand new engines come apart. Just like an automobile, sometimes it is just the luck of the draw. Just watch it closely. Do urinalysis every oil change and catch any problems early. It can be the difference between a $3000 repair and a $30000 engine. Fly the snot out of it and enjoy the new plane!!

My avionics shop would not program my Aspen in knots for the reason discussed above. But my hangar seems to be infested with elves.

I like MPH. Its higher and is easier to brag to my friends that my plane can "do about 165" without further clarification

I plan to see you guys at Reading. Got an hour of flight in today so I know it's all working. Nobody parked in front of my hangar either... Best regards, -a-

If your POH is written only in MPH, you're stuck living with it. There was a point where the POH showed both (mine being one) and I took this opportunity to have my ASI refaced to show knots on the outer ring and MPH on the inner.

I'll use it as transport instead of driving so it will be all over TX OK LA AR.

His favorite junk food was Funyuns. I would send him a big box with maybe a dozen bags in it just to stay on his good side. We went to see him a few weeks ago at the nursing home. It was a tuff visit, I wanted to see him one more time. He was not very responsive until Jan said Don is here and he has funyons. He opened his eyes and said FUNYONS and then closed them again. Awesome guy and is missed already. He told his daughter a few days ago that he remembered how big John Wayne's funeral was and wanted to out do him. So try and come to the funeral if your close. If you fly a Mooney, anywhere is close. Dmax

When the weather looks like this, and you want to fly to work.... But the forecast shows this for your return.... And there is a really good chance you won't get into the airport with mins of 600/1.... Makes me [emoji26] Sent from my iPad using Tapatalk

A 250hp to be certified turbo prop. It claims 18gph cruise. Full FADEC. Seems perfect for an M20 airframe. Not for more speed - but for more reliability. Forget the parachute. Hang an engine that is more likely to keep turning the prop. Or hey, rocket engineering, maybe you would do it for us? And the ability to burn Jet A is important in many parts of the world. I know diesel is coming, and who knows, maybe Mooney is working on that continental 300hp continental turbo diesel seems natural too, but a turbo prop would likely be more reliable. I would sooner fly behind a SEP than a twin piston for reliability.

Mooney Tails in PA today

Big turnout despite initially bad weather. The one guy in a Cessna couldn't handle the weather so he didn't show up. Ex-Mooney Brett:

Craigslist- $200 mower with a broken deck and/or electric power chair.

I already tried the uphill push with a Cessna I rented and stored in my hangar over night because I was headed to a job site early the next day. After almost hitting a wing on the door pushing it 'up-hell' ( ha, I crack myself up), I figured the sidewinder is cheaper than repairing an aileron.

No, my shop rate is $90/hr. Inspections are flat rated. I make no distinction between any model Mooney for the purpose of a flat rate inspection. While an acclaim may be a little more complicated than an C model, it is a lot newer. The old C model warrants a much closer inspection than the 50 year newer Acclaim. An aircraft is usually assigned 2 technicians and an inspector during an annual. A Mooney of any flavor takes 2-3 days from start to finish if it doesn't have any issues that need to be resolved. That's 16 man hours between the two techs working on it and probably about 4 hours from the inspector each day. Adds up to about 50 hours of labor.

IMO, the problem is not acquisition cost, it's lack of pressurization. Turboprops are efficient in the flight levels, especially above FL250. Flying unpressurized airplanes in the flight levels is really uncomfortable for pilots and passengers. I think this thing will burn too much fuel at low altitude to be useful for anything other than a bush plane.

affordable is a relative term.

Our flat rate for a Mooney is $1850.00. That will get you 3 factory trained technicians for about three days, which equates to over 50 man hours of labor. If one guy is performing your annual in 24 hours, he's not doing it right. He may being coving the basics, but couldn't possibly be doing everything Mooney wants done.

Use caution when buying a >20 year old engine with 500 hours on it. The cam shafts are prone to corrosion and will will wear off rapidly if it has not been flown regularly during any period. I had an engine that was 10 years old with 250 hours. I flew it 350 hours and a cam lobe wore in in the last 50 hours ruining the entire motor. In talking to the Lycoming guys at Sun N Fun I found out that this is a regular occurrence.

The 75 F Poh that came with mine list MPH and then knots in parenthesis. Not sure if that is legal enough. I don't really read the numbers, Just make sure the needle is at a certain place on the dial.

Sorry guys weather is worse than originally planned. Please nobody feel pressured to come if you can't handle it! Especially you know who. I may end up going IFR.

I've always weighted down canopies with gallon jugs of water. The jugs are free when you finish your milk, and it's not hard to find water. One jug per corner will hold most canopies in any wind that you will be outside in.

You betcha! And even that is after starting the go-around.

It has knots on the inside ring but I'll have to check the POH. I've got to admit if I can't make it like you're panel and read knots I'll be really bummed...well, I guess the Aspen can display either. What year did they start knots. And what year is your F?

Mooney going round... My instant reply, no additional thought required.... Follow-up: Was the go around called for Mooney C-fswr? The picture shows you did the right thing. Enjoy the next leg. I look forward to the pictures and the explanation. Best regards, -a-

Ask Hector... if you are sending them his way, he has more experience in this area than anyone else... The leather covering would reveal the different flaws, so expect that they are going to get blasted / cleaned. Let us know what the wizard of leather coverings says. My yokes were covered by Aero Comfort on new yokes back in the day. They are still really nice... Best regards, -a-

Instead of a box of chocolates, I prefer to think of my airplane as more of an archaeological dig. Sent from my iPad using Tapatalk

Troy, Check your first airframe log book for your B. It may have Mr. Wheat's John Hancock on the page signed for the test flight/AW. He had signed my 65C's. I got to speak with him about 35 years after he signed the book. Like Don says above, he was a wealth of knowledge and shared openly. Like many people around here, he looked forward to giving a detailed proper answer. Best regards, -a-

Bill's favorite line; when you asked "how are you", he answered, "terrible". Whenever I talked to him, it was always the same. He was as unpretentious as anyone you could ever meet. I never heard him speak any differently to the greenest Mooney pilot or the highest muckedy-muck at Mooney. He would give you any advice on any facet of a Mooney without hesitation. To hear his stories about the factory or his flying Mooneys was a real treat.

I was on top of the CN tower overlooking the airport last Sunday. Here is a picture. Yves

Nice! Sounds like you did your homework. What are you going to do with all that extra cash layin' around anyway? I've got to fertilize my tree (as in money) because I've just about picked it clean the past couple of months. What do they say about misery.......?

Jim - Thanks for participating. I am assuming though the ESI 500 will not provide inputs to a King autopilot? Is that correct? Any upgrades coming in the unit that might allow that to happen (especially since we're still waiting on the King KI 300)....?

While this isn't the exact fuel bay (moved those pics off my phone) this is before and after pics. The trick is to coat it heavy, let one set and go to the next bay. Coat it and go back to first one and stir it up amd light removal. Keep going back forth and keep it covered. 3 hours, 2 bays. Now, I still have to lay on my back and do the upper corners with the gel but this stuff works!...and it's $10 a can. That's 25 or 30 cans to equal Poly Gone Gel. I have 3 bays to this point from one and a half qts.

Here's the new stuff.

I like the fact your IA publishes his rates (and they're reasonable) I haven't seen many that do. At least you know where your base line will start. Not sure I'd take my plane to him if I owned a 177/182 RG though....

Hi Jolie and Point Person I am based in Beaufort and might be able to help some. As a member of the local EAA and Carolina Aero Club, I am pretty heavily obligated already. If you or others need help feel free to call me. My cell is 919.819.34351. Eddie

I did grow up around planes, but was too busy chasing the fairer sex as a teen to commit my modest resources to flying lessons! I solo'd a C150 in 1997 at the delicate age of 23... I transitioned to the Mooney about 12 years ago with 200hrs to the hour (per my insurance underwriter).

It's a short field, 1952'. When I go that short, I limit myself to two people and half tanks.

He posted this pic to facebook today. So glad he's in good enough shape to be posting pics himself.

Im going to surmise that 1) shoulder belts and 2) Mooney steel cage saved Dr Brinkleys life.

Don't know how it could be arranged but seems a missing man formation of Mooney's would be most fitting. God speed

While I'm no Stinky Pants or Jonathon Paul, yesterday I completed my first 1000+ NM cross-country leg. I continue to marvel at our magnificent machines that offer so much flexibility! My stock J flew 1070 NM non-stop and I still had 10 gallons in reserve. 7.5 GPH and ~145 KTAS at 13,000 feet made for a very efficient flight, yet not interminably long either. Flight time was 6:56. I had some tailwind help, but much of it was canceled out by mountain wave and turbulence over AZ and most of NM. Once I got into the TX Panhandle, I had a really smooth flight and great tailwinds to finish the flight, and of course they helped quite a bit. This trip beat any airline speed between these two locations as well!

Luckily, my shop who's been in business over 40 years doesn't go along with that interpretation, although, if they thought a field approval was necessary, they could have gotten one. The L-3 ESI 2000 had previously occupied the same location.

Lots of practice. Sent from my iPad using Tapatalk

Somewhat "me too" reply - I did a Mod Works conversion to my 231 and flew it for about 1,000 hours (3,800 total) I posted a longer note to the flight test comment earlier If it is not dual alternator I would plan on investing in led lighting and also replace the battery at the first sign of weakness Respectfully disagree on speed brakes being essential. you do need to do careful planning . Cruise descent 6-9 NM per 1,000 feet . You are using the energy to push the airplane rather than creating turbulence with the spoilers . You need to be assertive with Center on getting your descent started when needed. Speed brakes are nice but far from essential