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I won't ever list another one here unless the rules are changed. Other forums strictly forbid coming into a sales thread and making posts other than asking pertinent questions related to the sale.

All in favor of appointing @Marauder to Maraudorator, say Aye

If I became a moderator half of you would be banned for life! [emoji23]

My 0.02 worth after 55 years doing this flying stuff? Training is one thing, experience is another. All the training in the world can't replace experience! My mantra- You're not a safe pilot until you are "tempered" and you are not tempered until you make a mistake in an airplane that scares the crap out of you and YOU know you made the mistake. Once you are tempered, flying takes on an entirely different perspective.

How about not allowing any replies to "for sale" posts. PM only?

The G5 will never replace the KI256...It is fairly obvious that Garmin is steering us into their autopilot options which frankly is the better choice compared to a decades-old King autopilot. The entire GFC500 system is close to the cost of a single king servo! If you really want to keep the King autopilot, the Garmin option of G500 + GAD43 exists today, but at great cost. Aspen 1000 + EA100 also exists at less cost. Who knows if the KI300 will deliver as promised at slightly less cost or not, but with all of these options you're still faced with multi-AMU overhaul costs for the servos, HSI components, etc. King gave us a sneak peak at what they want to do with service policy and costs and that should be enough to tell any cost-sensitive owner to run far away from their stuff. Sent from my LG-US996 using Tapatalk

As far as a reseal lasting longer than the factory seal , I say hogwash !!! No matter how well you prep it , nothing sticks like virgin metal , also if you have a F or later , the sealant was put in before the ribs were riveted , Tell me how putting sealant on the fillets is better , also the bladders in the Mooney conversions are literally almost twice as thick as a factory ( beech piper Cessna) Bladder , that's why they never leak..... If the 30 lbs of useful is needed , perhaps the reseal is a better option , but I have installed two sets of bladders , and the people that bought the planes are glad I did..... Also when you sell your plane , the bladders are a HUGE consideration.....

I fly that much in a year and will admit that you have to be in the airplane a bunch to do it. I think probably the only way to fly an airplane that much in a year would be if you are using it a lot for business travel and much of the traveling that you are doing are long cross country flights. I purchased my K model at the end of October last year. It was in the shop getting a new panel for five months (Feb-July) so my flying was limited, but I've still managed to put 150 hours on it in the time that it was available to me. i may be wrong about this but I've made an observation since joining this community. Mooney pilots seem eager to pick apart every aircraft that everyone is trying sell on this forum. Seems to me most people here would want you to sell your J for a higher price to improve the value of their own. The more these aircraft sell for the better off we are when we go to sell ours. I didn't think your initial price was out of line. If I had been a buyer and looked at your plane last October before I purchased the K, I would have scooped it up in a heart beat. I looked at lots of crap before finding my K. I hope you sell this aircraft for what you were asking for initially. I hate to see that you have dropped the price by so much. I think we as a community are shooting ourselves in the foot when we pick these aircraft that come up for sale apart. This is the first place most people will look when purchasing and some of the things posted here create an unrealistic expectation in buyers about the value of these aircraft that ends up hurting all of us in the long run. Just my two pennies.

Aye! And I nominate Carusoam for second moderator

If I became a moderator half of you would be banned for life! [emoji23]

No Wire from retard point to buzz box - Why does my plane start? Because you can't keep a good Mooney down!

I'm guessing that when they increased fuel capacity, they came to a point when the inboard float hit the top of the wing but there was still room in the tank for fuel so they added a float at the outboard end.

I'm sure we've all been behind the plane enough at one time or another. I've even been overwhelmed with the FMC in a 757 to the point that I turned it all off and just flew the airplane by hand. My take on how to stay ahead of the plane: 1. Do as much on the ground as possible so you don't have to do it in the air. Look up frequencies, airspace restrictions, terrain considerations, review approach plates. 2. If I'm flying and sitting fat, dumb, and happy; there is probably something I can do now so I won't have to do it later when things get busy. Get the ASOS/ATIS, load the approach, set the navaids, pretune the next comm frequency, review the approach again, and slow down if need be. 3. Know how to use all your equipment. Having to figure out how to do something with your GPS or autopilot while flying wastes time. Know what it can and can't do and how to do it so it becomes second nature. 4. Practice, practice, practice. The more you practice, the more your mind starts to catch up with the speed of your airplane. Just my two cents worth.

I couldn't agree more, they should only contain people interested in your plane, hopefully the adm will be able to figure out how to fix this inherent problem. As you know everyone here has there own issues some jealous, some arrogant i.e. if your plane isn't just like theres, theres an issue with it.

Ah, Manfred Mann...what a perfect song. Am I the only one who in my youth didn't understand these lyrics and wondered what it mean to be "wrapped up like douche..."?!

I was hoping you'd join us this year as well! Numbers - This year we had 56 qualified registrants. This means they demonstrated proficiency recently and paid their registration. We lose some folks every year due to mechanicals, real life or weather, and that remained true this year. There were also numerous qualified "regulars" (I would estimate 8-12) that opted out this year for health, family or work conflicts. We have had double-digit growth year over year, and almost doubled in size since the first all-form group (2012). Next year I am sure we will have more as well. So many requirements? Not at all, at least once you meet the ones you need to meet anyway just to take off: Medical (easier with Basic Med), aircraft, BFR/currency, weather...but those apply to ANY flight. Yes, you DO need to get to a clinic. But we manage to get people up who are "geographically challenged." Your region is now rich with formation talent! PM me and I will put you in touch with a regional leader (NJ, right?) who can help get you set up. As far as experience, don't be deterred. While we have some military pilots, most of us are GA-only. But we have had 100-200 hour private pilots show up and be safe to execute two-ship basic Caravan maneuvers after 2-3 flights. Then they can get out and practice ... all you need to formate is another like-minded pilot! So no, there can NEVER be enough formators in my book. No one who masters basic skills becomes a worse pilot or a less safe one. Once you do, you will also learn your aircraft more. And you will have more free time for flying because you will no longer argue on MS about all our Mooney "old wives' tales" (can't land/takeoff no flaps, can't fly final at 90, have to go to 2500 in climb blah blah blah) because you'll have debunked them yourself. See you in 2018?

Buy the Gee Bee kit and you'll be very happy. Sent from my LG-US996 using Tapatalk

I am very pleased with the workmanship. She is most ready to go space trucking...

After what seemed like forever, we at Griggs Aircraft, as of today are a PAH with FAA-PMA on your Mooney Bladders under the STC's that we all purchased from O&N. I'm not sure how familiar you are with our company but I assure you we are not just some start up company that bought these STC's when they became available. Myself and Matt Griggs are the owners of the company, I worked at O&N for 14 years and Matt 20. when O&N closed we took on 6 of their employees, 2 of which are the machinists and fabricators that not only made and installed your bladder kits, they also designed them. Kenny, one of our fabricators was O&N's first employee in 1987. So, your future bladder kits will be built by and / or installed by the same people who built them for all those years at O&N. We really look forward to your business and are very sorry for the gap in service between O&N closing and us getting our FAA approval. It was a long road, and took a lot more work than we realized but we are proud to have arrived! If anyone chooses to have the bladders installed here, please come and check out our brand new 10,000 sq ft facility at Skyhaven Airport 76N located in Northeast PA. We are in the process of getting the offices, phone system, and internet moved into our new hanger so if you call for questions or orders, leave a message on the machine if Ruthie doesn't get to it and we will get right back to you. Thanks a bunch and look forward to hearing from you! Chris Murley Griggs Aircraft 570-836-5757

Apples to oranges, kind of, but you realize that the military takes people without a private and at the end of a year they have flown the T-6 II and either the T-38 or T-1. An additional year qualifies them in the most complex aircraft ever developed. So, no a Mooney is not too much airplane, as long as you are willing to put in the hours and have a good instructor. An instructor that is "dropping hints" and has narrow minded preconceived notions about complex aircraft is not the one I would choose.

She is cute but she needs to turn her Bose headset around:)

Yes, and still waiting on them to be available for some models over a year later... We have a client in Australia that converts trucks to RH drive. They are waiting on air bags for Sierra's and Silverado's but we still can't get them. The last update I have from GM is from July 2016 saying they would be available in the 4th quarter of 2016... An example of a crazy one was I think the Camaro where they had us change the key. The ignition key had the key fob built into it, but if someone was really tall it was possible for them to hit their knee on the key which could turn the car off. So, you replaced it so the fob was separate from the key which made some people unhappy. It didn't affect very many people, and years ago they probably would have told people that were tall to just be careful and not bang their knee on the key, but in today's litigious society they still issued a recall on it.

When you feel the wind from the bullet as it goes by you rather than the baseball-bat-like impact when it hits you, it's a good day. Any PPI saving 5 digits of expense on your new plane is a bargain.

I had a similar problem and it was the antenna and the connectors. The unit should be able to receive and transmit form more than 40 miles. Sent from my iPhone using Tapatalk

I have a GTN750, which is essentially the same unit. We have no trouble picking up ATIS from 40+nm. I don't think it is your GTN causing the issue. Coax or Antenna. Agree, had a GPS issue with my GTN for IFR approaches and turned out to be a connector issue early on for mine.

All my problems with my Garmin stack where a result of the original installer(from previous owner)using generic coaxial connectors instead of Garmin connectors.

Yikes! Like many have said here, it's not an easy process and there are people trying to screw you every step of the way. What's the tail number of it? I consider myself very lucky because the plane I bought into the partnership with is extremely clean and very well maintained. I guess it's just the luck of the draw. Keep on truckin.

And little Timmy would be executed by firing squad... Sent from my iPhone using Tapatalk Pro

Thanks everyone. They vectored me over the top of Orlando international. Pretty easy flight.

Sale pending , I included a lone star converter , Thanks Bodi !!

Anyone who is seriously in the market for a J and reads all of the maintenance entries in the Dropbox files will buy this airplane. An open checkbook annual was done in addition to all of the upgrades.

Hi Alan! thanks for the kind words....... also, for the question on the AD. No it still applies.

Could also be an antenna issue. You might try swapping antenna's if that is feasible and see if that makes a difference.

Because they sell 6 million instead of 12/yr

Hmmm. According to the installation manual, the user can select which mode the sender operates in. Frequency, resistive or voltage. I'll call them tomorrow and get clarity. I did read the JPI is able to handle these as well, but as others have discovered, only if the firmware is correct. Sent from my iPad using Tapatalk Pro

I know people that refuse to list an airplane for sale here for that very reason.

Mama always told me not to look into the eye's of the sun But mama, that's where the fun is

The F, J & Ks have 4. I know the Cs have 2 and believe the Es do as well. Sent from my iPad using Tapatalk Pro

I hope you're married, because otherwise... TMI.

I've read of 1AMU installed frequently, which is the MSRP with installation thrown in free as it is relatively simple, especially if already "in there" for another task. Sent from my LG-US996 using Tapatalk

For frequency mode, it took JPI a few iterations to get the firmware to work properly. The last fix I am aware of that is working for me wasn't till this spring. I think that's why many went with the resistive mode installs because of the issues JPI was having with the frequency mode. Oddly JPI had it working on the 930 much sooner than the 900 and I have no idea why the 900 gave them so many problems with the freq interface but it did. But to me, the big benefits of this technology was greater accuracy in fuel level based on the frequency mode use; so I don't understand the comment there is not much difference other than that all the dissatisfied 900 users having problems as JPI worked to provide updates. But I haven't worked with both kinds of installations either to really quantify the difference between resistance and frequency modes. The screws for the senders, being smaller than the holes in the senders, require plastic tubular inserts to make up the size and seal. I'd recommend you build a test harness to ensure all works fine and you get stable outputs at the JPI - that could save a lot of trouble shooting time avoiding wiring issues after everything is installed. We had enough problems that in the end, my installer pulled the ground all way back to the cockpit as well as ground locally as shown in Scott's diagram; probably because Scott always would say make sure its adequately grounded when there was an issue. You'll notice the Mooney outboard sensors have a big bend in them so as to not hit the front of the tank. The CIES outboard senders did not clear the front of the tank. To make sure exactly why we opened the tank from above (right above the sender) and bent the arm to clear the tank with about an inch of clearance. You can probably do that in the blind just repeatedly bending a little at a time - but we wanted to be sure. But also note our senders were installed upside down relative the CIES labeling. Maybe some of these things are no longer relevant if Scott has made changes to make the install more straightforward. Mine were installed in what Scott's instructions referred to as a master-slave wiring. I recommend using smaller gauge Deutch 20G connectors, here is 4 pin example off amazon https://www.amazon.com/gp/product/B01CUCA9GA/ref=oh_aui_detailpage_o01_s00?ie=UTF8&psc=1 Calibrating just takes a little time and JPI limit of 5 readings pretty much narrows down what you need to do. We started with the plane leveled and added the same amount of fuel to each side to keep it level. What I didn't quite expect is that it tool 2-3 minutes for the frequency output to stop changing - not in truly fluctuating way, but it would change by a number or 2 even after the first minute or so; so suggest giving it a couple minutes to stabilize before you record the value.

Since my name has been dragged into this discussion.... I am still waiting for the CiES hardware to arrive. I'm told it will be any day. I installed a JPI 900 recently and attached the "legacy" gauges which were of dubious accuracy. Seems that the fuel totalizer was unhappy with the legacy sending units' accuracy also as I began to see "Fuel Mismatch" alerts frequently. This means that there existed a difference between the reported fuel quantity (sending units) and the computed fuel remaining (totalizer) of more than 5 gallons. So either I needed to have my 40 year old sending units rebuilt or go with improved technology. But then the JPI rep at OSH alerted me to the fact that there are two different ways for the JPI and the CiES to communicate. CiES tells me that the difference in accuracy between the "EI Voltage" and the "Digital Frequency Hz" is negligible except for the last few drops of fuel. Since my comfort level is well above that risky range I figured that I'm good with the ones that were plug 'n play and save the $350 plus shipping and down-time to send the JPI unit back to CA for the conversion that would have been required to allow it to accept the latter method.

How much it saves you will depend on how well you learn how to use it. But it could easily save your life if not at least save you from a risky off airport landing. With the monitor there is rarely an excuse to continue flying an engine till it seizes. Almost always there are plenty of signs to warn you that failure may be eminent if you don't take immediate action. And with knowledge of how to use it, you have a very good chance of saving your engine before it gets to that point. For example, I was flying across the country about mid-way at 10:30pm over the middle of Texas while we watched a slowly declining oil pressure; still in the green. Oil temperature was still normal, but as we were debating what to do about it and when, as it got closer to the top of the yellow arc we began to see fluctuations in the oil pressure. I recognized this as the oil pump cavitating from too little oil in the sump. That was it, the reality of the situation was setting in (remember the CARE checklist?). Cruising at 17K, I had already surveyed towered airports with approaches and services within glide range of about 30nm and told ATC we were diverting to San Angelo because of a oil pressure issue. My wife was the pilot flying on this leg and she was the first to notice the issue. As the pilot not flying, I was working the radios and was talking to ATC. We had already pulled the power to near idle and gliding to the FAF for the approach I loaded and was asking ATC to clear us for our selected approach. With 2 pilots, and the marvels of modern GPS technology we were gliding into San Angelo on idle power and landing without incident. The following morning we diagnosed issue. Our turbo had been pumping oil over board and we were down to just a bit more than 2 quarts of oil; plenty sufficient that we have evaded any engine damage. If we had ignored all the signs with still 1.5 hrs to go to our planed destination we likely would have at least lost the engine and who know what our options would have been if we had not been monitoring our engine analyzer. As a CFI, I work with Mooney owners and with rental pilots at a flying club. Its interesting to me at least that most of the rental aircraft these days have a JPI engine analyzer so their owners can monitor their investments and virtually all have either a new GTN GPS or GNS W GPS. Because of the engine monitor, more and more new pilots are learning the importance using an engine analyzer to do a more thorough mag test before taking off. Of course it takes a CFI that understands this technology to teach to his/her students and what percentage do this I don't know. But just yesterday, we taxied back from the run-up area because the engine monitor showed the left mags #1 plug was cold, or not firing and we were unable to clear it after multiple attempts. For an owner, that save a lot of time which saves money knowing exactly which plug to go clean and test. And the light bulb goes on for the pilot in training on the usefulness of the monitor. Consequently, as analyzers become more universal in training aircraft I doubt many future pilots coming out of ab initio training will even have a question on the value or need for the analyzer; given a choice they won't want to go without it.

As mentioned by Larry and others, it is addictive! The Flying Monkeys are flying this Saturday to a local EAA fly-in/breakfast, and then departing to fly over a small town parade. We've got 8-9 planes planned, and I've invited another Mooney owner to ride along and see what it is all about. I hope a FL/SE group can spin up in the near future and spread the joy! Sent from my LG-US996 using Tapatalk

Picked the engine up from Aero Engines of Winchester , New cam , New Tappett bodies , new bearings , seals hardware etc..... Fresh top overhaul.......Hung it last night , should be ready tomorrow sometime.....

You move up incrementally and gain experience. Yeah you can get in over your head by jumping to far ahead. It's not just stick and rudder can you handle take offs and landing, it's do you have the judgement to fly across four different weather systems that are in range of your plane now, or can you keep ahead of the plane mentally when it's going 180kts instead of 120? Re Mooney, which Mooney? Yeah a Bravo or Acclaim or even an Ovation is a lot of airplane. An M20C on the other hand is only 180hp, big difference. My path was 172s and warriors and archers. Then Arrows, and then got my instrument rating before moving to a high performance Mooney. Then commercial single and multi. And so on. Basically you get to very capable airplanes by flying increasingly complex and higher performance ones, and by getting very good transition training... Sent from my iPhone using Tapatalk

Another run to LVK to spend time with family and was a very nice flight. Not really using our plane for any fantastic adventures but we are able to travel efficiently above all the crazy traffic in style cruising effortlessly at a relaxing pace over 160mph. Made two really nice landings so worry about getting into a landing slump might be for naught. I know there are always things we as pilots can do better but today's flight was really close to perfect in all aspects. Also very happy to see oil temp is much improved and on our return trip only peaked at 212 on a 6500 foot climb and dropped to 203 for the cruise home. Once above the haze you could see beyond forever with a thick marine layer out to our west and all the mountains in view in every direction you looked. Not a single bump in the air until we were letting down for home but even those were nothing more than a tiny little bump just to let you know there is air out there.

For longer range planning in addition to the advice given above, I'm partial to http://www.emc.ncep.noaa.gov/mmb/namsvrfcst/ and http://www.usairnet.com/cgi-bin/launch/code.cgi William

I am not listing it on this site.....When it is ready , I'm sure someone here will post a link , and everybody can trash it , as you guys always do.....

Saturday we flew a flight of 3 Mooneys from Old Bridge (36N) to Central Jersey (47N) for Veterans Appreciation Day. It was a well organized GA outreach event to honor those who served. Adam flew lead. Myself and Yurek in number 2 and 3 positions. We flew in fingertip and echelon formations for an overhead break to land. Also a full real time, 3 camera version from my plane: