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Pre buy report. Pre-Buy inspection report of Mooney M20C N6716U. Run-Up / Warm up - Mag drops normal, carb heat normal, all temperatures in range and even with each other. Compression results; 1)78/80 2)76/80 3)78/80 4)76/80. Magneto timing is correct, and they have been off for their 500 hr inspection 17 hours ago. Engine has new crankcase and main bearings, the cam and lifters have been reground, and new ECI cylinders just 50 hrs ago. Amp meter does work and compares close to the after market gauge as well. CHT - is INOP. Investigation revealed that it is connected still, most likely the probe is bad or the wiring is faulty, rarely is the gauge bad. Main gear shock disks are worn / sagged. Main gear assist springs and the nose gear door assist spring are rusty and need to be replaced. Nose gear has slight play in center steering bolt and bushings. Nose gear trunnion is no longer painted and the steel is rusted. Needs to be removed, cleaned and painted. Speed brake cables outer housing is deteriorated and cables need replaced. Slight play in horizontal trim - well within limits. Windshield is crazed on lower edge, sun has baked the Plexiglas against the black dash cover. Wing tip lenses are cracked, but still serviceable. Inside wings and fuselage there was no pitting to be found anywhere. Note: Aircraft aluminum is ALCLAD, which is a protective layer of pure aluminum as a sacrificial layer to protect the highly corrosive blend of aluminum underneath. 5056 or 2024 metal can corrode very badly but when coated with pure aluminum they are protected. The pure aluminum gets frosty or cloudy, it is doing its job. Pitting is when the corrosion goes beyond the pure aluminum and into the core metal. There are corrosion prevention products such as ACF50 that are really worthwhile. They benefit the pure aluminum coating and better protect the inner metal. There are companies that specialize in fogging aircraft with these products. The logs do show that this plane has been in on its belly once back in 1973. My opinion of this aircraft is very very good. It has been owned by very conscientious owners who have taken great care in its upkeep.

Chris, Send @"Chocks" a PM. He is the builder of that fancy piece of metal... The mention using the blue box often alerts a look-see. Similar to quoting somebody... Best regards, -a-

There is a mod for a folding rear seat that might be useful for you. Perhaps that with a foldable padded box like you describe.

VHS? Does anyone still own a working VHS deck? Analog is so ... 80s. Pro tip: If you watch it on DVD, you can chapter-skip past the "take my breath away" scenes with precision becoming a Mooney pilot...

I work in LA (Tarzana) a week a month. This is coming back from Van Nuys (KVNY) to Tucson (KAVQ) from 11,500 ft. The first photo is Big Bear Lake, CA and the second is Quartzsite, AZ.

The pitch servo of my KFC150 started to misbehave several months ago. Seemed it had a mind of its own coming online when it felt like it. I spoke with Steve and Allan at Autopilots Central who felt the symptoms pointed to the solenoid sticking. Long story short I took their advice and pulled the pitch servo and sent it in to them. They put it through the tests and indeed it was a faulty solenoid and a "weak" tach motor. Thankfully the drive motor is strong and in "perfect"shape. They replaced with brand new parts from King and my pitch servo is in near brand new shape! I feel the techs at Autopilots Central know what they're doing. They are true professionals on top of their game and yet took the time to speak with me on the phone several times to help diagnose the issue. Couldn't have been happier. I don't even want to think about what a huge loss it would be if King forces them to stop providing their excellent services to us.

I think the sleeve is a good idea. I speak from experience when I say dropping a few lbs. might put it in a more favorable position when snug! For me, the buckle was much more noticeable at 218lbs, it is completely out of the way by 190 and I don't even think about it at 185.

I can already see the potential here...The aging Maverick has attained Captain status with United, after retiring from the Air Force Navy with a nice pension. On a transcontinental flight, an unruly passenger defiantly keeps his electronic device on and hacks the navigation system which puts the 747 over North Korean airspace. Tom uses his top gun skills in a dog fight with Kim Jong Un and ejects the troublemaking passenger using him as a human missle to down Un's MiG. Mav does the celebratory buzzing of the tower and is put on administrative leave pending an investigation. He then wins the heart of the FAA official, a recently divorced mother of three, marries and retires to South Florida and buys a Corvette and a Harley.

Weather permitting, I'll be moving my Acclaim to Petaluma, CA (O69) tomorrow morning. So far the forecast looks good. Hoping to do a lot more flying out there with my wife in the much smoother air of the West Coast. She won't fly in Colorado any more - too much turbulence. I don't blame her.

Don Maxwell article HERE 600364-001 is one-sixteenth 600364-003 is one-eighth

Sequim, WA to Coeur d'Alene, ID to watch granddaughter play 14U softball tourney. Good snow pack in Cascades. Cleared as filed direct. Slow climb to 13K to clear Glacier Peak

Don you were exactly right!! I obtained new Scott connectors (I had a difficult time believing all 4 oxygen ports went bad). There is no leak!!!! looking at the connectors I can not see any external difference to the ones that don't work. Obviously there is a difference, but it must be imperceptibly small. So, the take home lesson...There are different Scott oxygen connectors that look the same to the "naked" eye (small strait tube with 2 small pins at the end) but have internal and/or imperceptible size differences that render the wrong one non-functional. You cant just look at the connector to see if it is the proper one. Thank you all for the in put and help.

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It's usually not that bad...lifr in the morning lifting to 700 ovc later and that is on a bad day it never burns off.One good measure..the hotter it gets in the Central Valley the deeper and thicker marine stratus...it's never prevented departure..typically enter IMC at 500/700 and breakout at 2500

Its just me, madjano, but for some reason on a different account on this iPad. Sent from my iPad using Tapatalk

Interesting that you mention this. Now if I think about it, my engine is completely encapsulated in a metal box and not "only" sealed with baffles. See attached Foto (it's an old one, before the EDM installation). It didn't occur to me that others might have another type of "under the hood" airflow management. However, this might explain the temperatures. By the way, the EDM is set to °F, so no conversion error here. I do have 3x the screw-in bayonet type probes and 1x the gasket ring probe, NOT for the spark plug, but for the factory CHT. All four CHTs read roughly the same temps at all time within +/-5°F, I'd say. The FF transducer will be installed after my current holiday trip. We didn't wanna mess with the fuel system shortly before departure. I'll measure the gami spread after installation of course. Before the EDM installation I flew ROP only. Now, for the last 10h I flew mostly LOP in cruise. For now I'm using the lean find mode and lean until the richest cylinder shows about 20°F LOP. The other cylinders then typically show up to 45°F LOP, as I mentioned before. With this setting I lose about about 8KIAS, safe 20%FF and am not "too far away" from engine roughness. I suspect that swopping around the injectors after a qualified gami-analysis might enhance the performance a bit. Thanks for your input, guys! Best, Marco

"My Aviation", those CHT levels are quite low for an E, particularly with the original cowl/baffle. I'm would not think they are a problem but they are a little puzzling. Is there any possibility there's a conversion from Celsius to Fahrenheit error? Your 280F CHTs are equal to ~138C. I note you do not have Fuel Flow readings yet, that will be helpful. At altitudes above 7 or 8000 you should be able to lean to under 9 gph. (That's USGallons which are 3.785 liters) Have you checked your average fuel per hour? Running really rich will cool the cylinders though it would seem not as low as you're seeing. Your "lean find" description does make sense and seems reasonable but you won't know much until you can get your gami spread values with the FF transducer. FWIW our IO360A1A engines in the E model usually have pretty tight spreads, well under 0.5 gph, and GAMI (not to be confused) Injectors are not needed to run LOP. Have you continued to slowly lean past that 25LOP on the richest cyl until the engine runs rough? Do you have pics of your cowl, baffles? I suspect some of us would like to copy them!

I was thinking these were going to look more like the O2 system PE tubing with fittings. Flexible tubing made from PVC may be a challenge to keep from collapsing... PVC tubing usually starts life as being very clear and turns hazy and brown over time... PVC can be colored as part of the process it goes through in manufacturing... When making the tubing flexible, they compound in a chemical simply called a plasticizer... See this site for insight on PVC and its plasticizers... http://www.pvc.org/en/p/plasticisers I believe the pthatlates are typically oils. A known example of pthalate migration is on car instrument panel tops visors (name for that thing? We have them in Mooneys) the pthalates get heated by the sun and deposit on the inside of the windshield. This is a messy challenge to clean properly. I remember seeing rubber hose that is multilayered with fibers to provide some rigidity. I don't recall any clear tubing where my back-up pump is in the tail... '94 O... Intersting, you guys may be onto something...! Best regards, -a-

My plane is an all electric plane. My standby AI is an ESI-500 TSOd as backup to the Aspen. Although it is electric, having its own stand-by battery is the definition used as a secondary power supply. The circular is dated and if you read through the current TSO for the Aspen, TSO C3d contains the details for the turn and slip requirements. The rate indication is provided on the AI, you just need to know what your IAS translates into bank angle. The slip indicator on the AI on the Aspen allows it to duplicate the TC's. If you go out to the Aspen site, there is a TSO page that will show you all the TSOs for these electronic displays. Sent from my iPhone using Tapatalk Pro

My wife had one. It was in a closet for years. I dug it out when I found the TopGun tape and plugged it in to the 42inch in the guest bedroom. Still works. with the crappy resolution and everything. Its nostalgia man. For that matter who watches DVDs when you can netflix or kodi it. Purchasing playback media is so 2000s.

Hmm. I need one of these. Mine looks like it will give you tetanus. What's the cost? '66 E.

Hi Charles...maybe the thing to do is buy a standard auto charger capable of 10 amps...pull the side panel and connect directly to battery...That prob cheaper than flying to Boise and paying a shop...get Schauler with an amp meter on the face

For instance ,right now a little iffy

Here are some pics of the recent work done to my current plane by Aeroplus in Houston.... just did crew seats, arm rests, yoke wraps (did not want new gold logo inserts or stitched logo so used old silver decal), glare shield and some trim around windows. All material is Moore and Giles leather except the window trim is covered in ultra leather. Took 4 days total and very happy with the quality.

Great idea. Plenty of tie down space. I would like to meet the new owners. Sent from my iPhone using Tapatalk

For those of you that don't already know this information, I've posted the above press release I just received. Survey says......... a welcoming event would sure be fun!!!! (my opinion of course! ) I took the liberty of a return email response to the new owners, suggesting such. Lets see......now that would be a great excuse to have a fun flight with a super fun destination, and a terrific reason to fly our Mooneys!

As part of our LASAR community, we wanted to formally announce LASAR's transfer of ownership. You can read our official press release below. But first, would you be willing to take the time to fill out a simple 1-question survey? We want to hear first hand from our past customers about their experience at LASAR, and your involvement with this survey will be very helpful for us. You can start the survey by clicking the button below. Begin Survey For Immediate Release LASAR, Inc. Announces Change of Ownership Mooney service center with over 4 decades of expertise has new owners LAKEPORT, CA: Lake Aero Styling and Repair (LASAR, Inc.) recently underwent a change of ownership. On May 1, 2017, the company was acquired by Brett Stokes and Caleb Brown. Over the past four decades, LASAR has built a reputation of being the preferred destination for service, parts, avionics and speed modifications for Mooney airplanes. Founded in 1975, LASAR had been under the ownership and leadership of Paul and Shery Loewen before the recent transfer. The Loewens have built a lasting legacy in the aviation industry, which the new owners will endeavor to carry on. LASAR not only offers repairs and parts for Mooney airplanes, but they also are approved by the FAA to implement speed modifications and manufacture specialty parts. In simple terms, they are a one-stop service destination for Mooney owners all across the country, and ship Mooney parts all over the world. The incoming CEO of LASAR, Inc., Brett Stokes, said, “The Loewens have built a strong following over the years and played an active role in moving this industry forward. The Loewens contributions to the aviation industry are nothing short of legendary.” The new owners have been close friends for several years, and have partnered in several other companies. Merging their expertise in leadership, systems architecture, and project management, Brett and Caleb are a proven team. Since Brett’s service as an Avionics Technician in the US Navy, he has harbored the dream of owning an aviation company, which has now come true. Brett has been flying for over 23 years, and has previously owned a Mooney 231, which he says, “…is my favorite plane to fly.” “We’re honored that we get to carry on the LASAR legacy, and be part of a community that I am really passionate about. This means not just the aviation community but the Mooney community. Caleb and I have many new ideas and we plan to use our experience to make this a company more people want to work for, while also making it a place more people want to bring their planes,” Brett added. The enthusiastic new owners plan to continue serving their loyal customers with the high level of customer service that LASAR is known for, as well as expanding their reach throughout the United States. The Loewens have left their company in capable hands, and are confident in a bright future for LASAR. About the Company LASAR, Inc is one of the world's largest Mooney Service Centers and parts suppliers, manufacturer, modifier, avionics installer, and engine overhauler. Their 2 1/2 acre facility is located at Lampson Field in Lakeport, CA, on beautiful Clear Lake, not far from the Napa Valley Wine Country and the Mendocino Coast. For more information, visit www.lasar.com. Copyright © 2017 LASAR, Inc, All rights reserved. You got this email because LASAR loves you! Our mailing address is: LASAR, Inc 900 F Sky Park Drive Lakeport, CA 95453 Add us to your address book Want to change how you receive these emails? You can update your preferences or unsubscribe from this list

not only required viewing but you should own it on VHS. I pop it in from time to time and drive my wife nuts. She hates tom cruise though so that doesnt help. I just fast forward all the mushy scenes and I talk along with the rest. I know most of that movie by heart. If my eyes didn't suck I'd be a naval aviator because of that movie. Now I guess they let people with glasses fly fighters but back when I was making the decision to pursue it that wasn't happening. Navy wanted to give me a full ride through their nuke program but submarines arent for me so I became a wild kid and wasted a bunch of years of my life instead.

Reaching up to the panel and flipping a switch has never unlatched the belt.... But I do have the alpha with push buttons http://www.ebay.com/itm/MOONEY-M20J-FIXED-STRAP-AIRCRAFT-SEAT-BELT-REPLACEMENT-/220408834769?hash=item335163ead1:m:mbXlLJ19DY8QOYlt8wNykvA&vxp=mtr

Asheville vectored us on a 25nm downwind, so it pretty much doubled our flight time from knoxville. When we arrived to signature, they were running around crazy busy. They signaled us to park in front of the FBO, we shut down and got out. They were nice and all, but a few minutes later, they asked me to start it back up to taxi to a far away spot. They said they won't touch a mooney because they are afraid to break the nose gear. it seems they weren't afraid to tow the acclaim away on a dolly, but they obviously couldn't bare to keep my lowly old vintage F near the whiny shiny jets for 20 hours. I don't know why they didn't just signal me to go park where they wanted to me if they knew they weren't going to tow it. Oh well. I'd rather restart and taxi than have my gear torn up!

I had a hard time with flight instructors for sure. Primarily because of their volatility. Instructors don't tend to stick around very long. For primary training you're bound to either hit a newb instructor and be his guinea pig to learn instructing on or a slightly more experienced one who might bail on you to join an airline once he met his hours. It's a pretty stupid situation. Another issue I'd run into is personality conflict. Most instructors can't accept when they are wrong. But for me, I would lose trust in instructors who are certifiably wrong but won't admit it. They would lose their credibility in other ways if I knew they were wrong on some things that I could be certain of.

I do the same thing, if I go slow I can generally avoid undoing the belt(s). One option I have heard of is twist the buckle inward...be interesting to see what others have to say

No With a manual gear Mooney, you're best off getting the gear in the wells ASAP on positive rate of climb. The tires shouldn't be scuffing or touching anything in the wells if they're sized correctly. You can extend the gear just as fast if you need to get back on the ground. You'll climb much faster which equals safety. You'll also reduce engine heating before it gets started... and besides all the safety benefits, it looks cooler as well

I still think it is a mis-match between the plug-ins and the ports. I just can't believe that all 4 ports or all your plug-ins would go bad at once. If you could figure out which plug-ins match your ports, it would be a lot easier and probably cheaper to replace those than the ports. Have you called and asked Aerox or other O2 parts supplier. They may some insight.

thanks.. it won't be too bad since it's just one night...

I just hope they don't have a bunch of CG completely unrealistic crap like you see in so many movies now. I loved the flying sequences in Top Gun. Excellent stuff.

No way anywhere near 1750. At most lean to 1625.

Yes, I thought that I could pay for a new engine with the fuel savings of running LOP. After a couple of exhaust repairs of $2500 each I said it wasn't worth it and went back to running ROP.

I have read things on the checklist and then missed them. I like flows better. Start between the seats then up and right and then across to the left. I think you can check more things with less distraction. You can spend visual time on each gauge or switch and ensure it is where it is supposed to be. Kind of like the line in the check list of "check flight instruments"

As mine is still in the shop, I'm living vicariously through others who get to fly. Brian Lloyd launched today on his circumnavigation of the globe in his 231. This is his first leg from San Marcos, TX (KHYI) to Long Island, NY (KFRG). This was done non-stop in 7:46, most of it at FL230. Next he'll go NYC to Paris recreating Lindbergh's flight and hoping to set a speed record for single engine piston, on this route. And then on around the globe. You can follow along on Flight Aware, he is N916BL.

If it wasn't for Chris, we would all have cricks in our necks.

Thought I would share some first impressions (and I mean first impressions) of the new ADS-B hardware. For those with the Aspen setup, the L-3 9000+ is a great addition. I literally was just taking off and turning crosswind when I got a traffic alert from a guy entering the extended downwind without talking! The L-3 will display on both the Aspen, PFD and MFD, the L-3 display and on the GTN. Here is a shot of traffic data on the Aspens: A little while later, I got a traffic alert and took this shot (I had passed by him and he made a turn towards me. He was slower but I already had visually seen him). This is the traffic being shown on the L-3 display and the GTN. I will do more write-ups on the traffic and weather on a later post. The Flightstream 510 is a pretty neat piece of hardware. When you pair it with the WiFi, it will do a database comparison and automatically update. Once it completes that, it switches to Bluetooth and then allow you to manage the flight plans between your iPad and the GTN. And in honor of Stinky Pants, I am going to do an ADS-B checkout flight by flying completely around Philly. Sent from my iPad using Tapatalk Pro

carusoam makes a good point, it might be worth it to buy an F without all of the bells and whistles you don't really want and add the ones that you do.

Thank you for all your years of service to the Mooney and aviation community!

I'm just cracking up at that "most people born in 1965 are dead" line. Did the life expectancy of the average American drop 30 years when I wasn't looking?

I'm thinking I've been thinking the same thing. And I'll bet AGL would be willing to host such a party. Maybe another "Mooneys to the Mountains" fly-in.

My G5 installed was $2500. $2100 for the unit and $400 for the install and certification. They just basically remove the old attitude indicator and plug this one into power & the pitio static system.

Jerry Manthey has a write up in Decmber 2015 MAPA Log covering two versus three bladed props. His opinion is stick with the two bladed and that is in part because the crankshaft is balanced for a two bladed prop. Personally I don't see any advantage to a three bladed prop on a 200HP normally aspirated engine and a lot of down sides (weight, expense, slower cruise,etc.).

Love Top Gun. Another must see: The Right Stuff Sent from my iPhone using Tapatalk

I would go with Tempest in a heartbeat. Here is the reason...The next time you clean your Champion plugs, do as the Champion Service manual requires and measure the resistance of the center conductor. You will be surprised how many of your plugs will be high resistance but still seem to work fine. I have found that some plugs will measure more than 100k ohms when a new Tempest is very steady at 1 k ohm, even after 500 hours. I think Champion has been sitting on their laurals for far too long without competition. I will never buy another Champion plug until they reengineer it. For what its worth..