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Cnoe, Thank you! Your quick purchase and pirep is what got me to get in touch with Sensorcon. When I first contacted them about a discount I said I though I could get at least 15, maybe up to 25 to commit. The last I spoke with them there were something like 425 sold with that code. I know there were many more like @cnoe that purchased without a code. It’s a great start. Unfortunately I’m not on their payroll Cheers, Dan

I had an odd offer on my Ovation something like that. I didn’t even bother to respond. Then a more normal buyer quickly showed up and paid near asking subject only to a pre-buy. That is generally how it works with aircraft deals: If you mess around with elaborate offers on a good plane you get left behind. Good hunting.

When I bought my plane, I inherited a vertical card compass built by a company that (apparently) was out of business. The compass pointed in no particular direction, but it was decorative. I tried to get an avionics shop to take a look at it, but because they didn't have any manuals on it and (apparently) couldn't get them, they politely refused. One night, long after I was asleep, the hangar elves decided to take a look at it. Figuring it was "broke beyond repair", they completely disassembled it, cleaned it and not knowing any better, re-assembled it without benefit of books. When I awoke and went out to the hangar, it worked perfectly outside of the plane; a set of balancing balls got it pointing perfectly when it was (temporarily, of course) installed in the plane. I still can't find any paperwork on it.

I have the Aspen AOA... it was on sale at 50% off a couple of months ago. I find the display plenty large and easy to see right in my field of vision when landing. I only use it when I'm trying to come in as slow as I safely can. Otherwise, I'm usually plenty fast. I don't subscribe to the theory that landing fast is catastrophic for a Mooney. So I usually land fast... but I also usually have plenty of runway. On the days I need to practice for short landings or in the unlikely event I have to dead stick it into a field somewhere, I use my AOA and try to make the first taxiway at 700'. It used to be easy in the C, in the K it's a bit more sporty.

I think Dynon would sell twice as many systems if they sold it over the counter. Many thrifty individuals with older/less expensive planes would love the project with huge savings available from local IA’s (sign off or less expensive help). If Dynon provided mostly plug and play wiring to some degree that would help. Open the floodgates!

Leave out extra milk and cookies for the hangar elves. They earned them. And it would take a really sharp IA or FAA inspector to notice that there is no paper work for the compass.

The earth's magnetic field just doesn't produce much torque. With a whiskey compass that torque has to overcome the friction of one needlepoint bearing with a few micro grams of force on it. A vertical card compass has a megnetic disk held between two jeweled bearings, a gear to change the motion from horizontal to a vertical card on ball bearings I believe. Not to mention the magnetic dip puts sideloads on the bearings. Thats a lot of mechanism to drive with the earths magnetic field.

If you like the plane, can afford it, and have a reasonable financial cushion after the purchase then buy it. You can do all the inspections in the world and find there are no guarantees. It will break and the repairs will be expensive. Look at the 10 year ownership cost and you will find that the purchase price is the cheapest part of the equation.

There was a LoPresti Comanche 250 cowl that had a prop wirh a special paddle extension on the trailing edge that passed about 1/4” in front of an extended hole that led right to the fuel injector. Ram air if there ever was such a thing and it only added IIRC around 1” over ambient. The lopresri J cowl adds around 1/2-1” of MP over ambient. It’s trickier to do that then you think. The lopresti Mooney cowl seals off the air box. The stock J air box didn’t do that. So when you select ram air the extra pressure over ambient simply pressurized rhe airbox and went backwards through the air filter.

Ears perk up every time I see a post on this thread

Hi Val, I am in Victoria. We can likely sort something out. I'll PM you. K is like a J with a turbo. Kind of. iain

My new hangar is 290 nm south (UT47) of my current one for that reason. I plan to leave the snowblower behind when I can move in.

After months of searching for my dream Mooney and then a two month annual and upgrade at Don Maxwell’s shop in Longview, my 67 Mooney M20 F is finally in her new home in Santa Monica, Ca. Such a great day! A life long dream come true. Thanks to Alan Basinger for taking such great care of 68 Mike as her previous owner and to Don Maxwell for his expert service. Also thanks to Full Throttle Aviation for the Ferry flight services from Texas to California. Most importantly thanks to my family and to my love Shannon for being so supportive of my aviation passion. Shannon gave me a huge hug and said this plane is the only mistress I will accept in your life and I expect you to enjoy her fully. I look forward to meeting more Mooniacs in the years to come and to learning from other members on the Mooney Space forum. 3C2C1D70-CE6B-4DBF-AE0A-573F70C4456D.mov

Well done overview of LOP by Martin Pauly. (Recently posted on BeechTalk.) https://www.youtube.com/watch?time_continue=1452&v=h3bATVXMHQg

Last month 5 Mooney's and several cars brought 22 people to lunch at Leesburg. The local EAA Chapter, 534, cooked a lunch of hamburgers and hot dogs. After lunch we car pooled folks to our house to see Ruth’s Garden RR. We had 7 trains running, and a good time was had by all.Our next event will be at 11:30 this Saturday, February 10, at Bartow (BOW)Future Schedule February 10, Bartow (BOW)March 10, Fort Pierce (FPR)April 14, New Smyrna Beach (EVB) at the Lost LagoonMay 12, Fernandina Beach (FHB) One of our members who lives in the area has arranged for us to eat at the Brett's Waterway Cafe and is also arranging transportation to and from the restaurant. Dave wants you to email (daveanruth@aol.com) him by Thursday night to let him know if you are planning on attending. He then calls the restaurant on Friday with a head count. Of course no one is obligated to come if they then can’t make it for mechanical, weather, health, or any other reason.The weather is looking great and Bartow is an interesting airport, so get some flying in.

HuH! That is a fantastic system... Darn - but I REALLY like the ESP feature only found on the garmin system. A major safety enhancement. https://www.garmin.com/en-US/blog/aviation/understanding-garmin-electronic-stability-protection-esp/

Huh - still that is VERY interesting - so is that built in GPS entirely approach capable - even if it is not legal? I am thinking in terms of redundancy - suppose you (I) have just one approach legal gps box and ...it goes TU, then I can keep happily following my RNAV with this Dynon thing? So in some ways - it is like having your second GPS Nav box built in - although for legal reasons not your first GPS Nav box built in. Is that right?

The GPS in the Dynon is not certified for approaches. Oddly the GPS for the ADS-B is certified for that. Dynon systems are tied with a GNS, GTN or IFD GPS for approaches, and then rest of the flight plan too. I believe if you just want VFR (experimental) you can use the Dynon GPS and don't need another GPS.

Ive assumed it got the info from a nav gps. Thats one of their selling points i heard was it will talk to most brands, unlike big g. Sent from my SM-G930V using Tapatalk

This video alone is enough to make me want to wait for Dynon. Just hate doing it. Sent from my SM-G930V using Tapatalk

Of course you don't need to be anywhere near convective weather to experience severe CAT. Here in the west, I believe we have the severest turbulence thanks to the Sierra Nevada mountains which is found in the leeward side in the Owens Valley as well as further north. I've been using the drop the gear and speed brakes to help quickly slow the aircraft down ever since my earliest bad encounters - basic survival instincts. We've had many very rough flights returning from ski trips that I have had to fly the entire valley with the gear down the entire way which is a miserable hour. If I am not trapped in the valley due to icing above, the turbo allows climbing up yet while carefully avoiding the rotors which can do real damage. But once above by several thousand feet its easy to find a relatively smooth ride on the wind ward side, But when necessary, the added drag of the gear lessens the impact from vertical gusts to lift or drop a wing and helps with stability to significantly reduce pilot workload and maintaining a slower airspeed. (AP is always off in bad turbulence). If also IMC, I would stay on the ground, but in VMC its just no fun at all as long as you don't have unknowing pax to terrify. Try it sometime if you encounter bad turbulence. I don't know how true it really its is, but the Fedex caravan pilot that makes the trip everyday VFR despite the turbulence has been known say he wears a helmet on the bad days. I've thought of bringing a bike helmet as well but never did.

hi rpcc, Aviation insurance will pay the insured value not purchase price or valuation. As pointed out over insuring can get you an aircraft with long repair time and under insuring can get the airplane totaled. If you request an extremely high insured value the insurance company may not accept it.

The Vertical card compass is a big plus for instrument students because it doesn't turn the opposite direction like the Whiskey compasses. But they are notorious for being difficult to calibrate, hence the balls and sometimes magnetism of the steel cage makes it impossible. But there is a solution for this too using a growler. You're probably going to have to try re-calibrating the compass to find if it can be successful - or just send it back for inspection and repair/OH. The good news is, after you learn how to do compass turns you won't actually need to rely on in partial panel flying as long as you have a WAAS GPS in the panel. Instead you'll use that and discover partial panel is easy to do even to ATP standards with the GPS TRK/DTK info. Which is another reason why a IFR GPS is so vital in these days.

You'll get a LOT more with the Dynon for the money...engine monitor, transponder, ADS-B in/out for starters. It should be an easier installation as well. We'll see if they get the first STC in the next few weeks, and hopefully expand the AML rapidly to include us frugal Mooney owners! Sent from my LG-US996 using Tapatalk

Likely a calibration issue. Mooney's can tend to cause drift over time or with new avionics. I think you have had recent work done. Did the avionics shop do a compass swing after? That would be standard practice. Can usually get them to within the required 10° with patience. If you are up this way, contact me and I can give you a hand...15 to 30 minutes and you would know if it's good or bad.

If you decide that it is a worn out compass, PAI will give you an offer to repair or trade-up. At the time, it was $260 plus the old broken unit to get a new unit, tax and delivery included. Repairs were only a little less costly. I went with the fire and forget option.

I'd suggest taking the compass out of the plane to determine if it is a compass problem, or a compass deviation problem caused by magnetic interference in the cockpit. Mooneys are famous for magnetized structural tubing. As has been mentioned many times before, compass compensating balls from Aircraft Sruce is the easy solution.

Martin Pauly flies his Bonanza into very large commercial airports, DFW, ATL, Kennedy, O'Hare etc.... If you want to see what it is like to fly a small GA airplane into a major international airport, check out his other videos as well. They are very well done.

Yes, please add me to your list. michael@michaelrodgers.com

Thanks to this thread, I just upped the insurance value by 10k on my M20G. Extra ~$117 premium per year, but worth it.

RPCC, This may have gone a little sideways on you... I think you might be putting the cart ahead of the horse... See if any of this makes sense for you? There are many Os around the 200amu mark.... This One has what looks like a 150amu instrument panel... A new one costs 700amu. Making it a 50% discount to fly essentialy at the same speed. The only things I didn't see were the words Fiki and 310hp. They may be there... It helps when using facts at the negotiating table... when facts aren't available you are left with making an offer... You have Money that they want. They have a plane that you want. Make an offer, see where it goes. You don't need the added complexity outlined above. Start with the words... ‘how flexible are you on the price, can I make you an offer? Your opinion on the value of your money, can outweigh the opinion of the value they have placed on their plane... They say yes or no... Compare to other planes in the market. If it is the only plane in the market for you, and the seller says he can’t negotiate the price.... See how that can go afoul. The issue of needing an overhaul because it sat can be alleviated with a proper PPI. If you need to point at something to get a discount while hoping to get paid later... it may be better to pay an agent to do this work for you. Some People actually hire a buyers agent. Most Mooney transactions don’t go that route. Owner flown, and paying somebody else to buy a plane don’t usually go together.... How much is the value of the engine... 35amu new. 1/3 (?) has been used already and priced in... There isn’t a lot of history with problems of IO550s sitting... So if it is the 18amu Of cylinders at risk, 1/3 used, You are now negotiating a whole 3% of the price? Just remember some asking prices are firm and negotiation will be met with a Kind thank you... Better put your big negotiation pants on... East Coast Aero in Bedford is the company listing the plane. The contact person is Adam Harris... Looking that name up in Bedford provides some interesting detail... If you have questions about negotiating maintenance issues... consider hiring Mr. Adam Harris... director of Maintenance (DOM) https://www.faasafety.gov/SPANS/event_details.aspx?eid=16503 Probably could negotiate getting a free annual and transition training to go with that. RPCC, you seem to be early on in the search... you are discussing a bare bones Eagle in original condition and an O in extremely fine condition for 2X the price... Remind us again, if you would...What’s your experience and what are you looking for? Just a PP doing some homework, for you... Best regards, -a-

There hasn't been much to update lately. Riley is getting her new intake installed and then some modification to the lower cowling to see if we can solve the temperature issue. David is hoping to have it done by the end of the week. Sent from my XT1585 using Tapatalk

I’m in Sequim, WA between Port Angeles and Port Townsend. I’d be glad to provide you a ride in a J. It’s in Troutdale now getting it’s annual, new LED nav/strobes, 406 ELT, update to JPI software, etc. @milotron is based at Victoria and has a K model.

I only sometimes look at the gauges while landing so don't get grumpy with me. My day job is keeping small towns across the US from getting blown off the map. @Aviatoreb knows what I am talking about. In Control Room Management you will change screen colors to direct the attention of the Controller to where he should be looking. Since you have nothing useful to add to the conversation, you are now invited to leave.

I replace all 3 engine controls a couple of years ago. Not a lot of fun for a full figured old man under the panel but not that high on the DIY difficulty scale. As I recall I did have to make the throttle hole larger for the new shank. McFarlane makes the cables as "owner produced parts". call McFarlane's Kelli Bishop at 866-920-2741 ext. 313 https://www.mcfarlaneaviation.com/section/services/custom-engine-controls/ throttle (friction lock): https://www.mcfarlaneaviation.com/media/documents/throttle-control-form.pdf prop or mixture (verier): https://www.mcfarlaneaviation.com/media/documents/vernier-control-form.pdf

The reason my hangar is in the South . . . . .

We were there on Sunday. Ended up driving instead of flying. In addition to the low ceilings, it was cold and windy. We renewed our tix for 2018. Plan on flying into Eagle Creek (EYE). Hope to meet up with some other Mooney drivers!

Speak for yourself! Oh, you're talking about turbulence...my bad.

Dont forget a pee tube

Don't know about WD-40 for turbulence but for sure the piss tube will keep you from getting soaked in turbulence.

Likewise you don’t want to over insure it either. If your J is insured for say, 200k, it has to take ~120-140k in damage to total it. That’s a very heavily damaged airplane that you may not want back but you will be forced to take it. Ours is insured for 120k (twice what we bought it for) about what I can get a good J with fresh paint fresh factory motor, GTN750 etc.

Nice! I will keep my eye out for you my next trip down to SMO!

Welcome, and don’t worry, you’re not completely surrounded by unfriendlies! The Best Coast wing of the Mooney Caravan is at least one very active group of aviation-loving California Mooney pilots, including some on this board. If you want I will put you on our email list—we were part of a group of 35 AC (including warbirds and other GA types) in Yuma for a formation clinic this weekend. SoCal is an amazing place to fly with awesome VFR and many, many great destinations within 2 hours. Maybe that’s why we are a little less judgey/slower on the trigger than some in other climes. Your F is a great time machine, you guys are in for some great adventures.

You will have to fly up for Oceano Airport Celebration May 11th and 12th. Your wife will love the beach and the aviation community, you will get to practice landing on a shorter strip... Congratulations

To put that rate in perspective, it means going from straight and level to 3,000 FPM. Wonder how the Mooney stacks up to other planes. Sent from my iPhone using Tapatalk Pro

Nice work, Mr. and Mrs. Rodgers! Best regards, -a-

I have posted the link to the group buy to many Beech, Piper, and Cessna owners. My friend bought a Cherokee 140 and before we flew to MD to pick his plane up, he bought one. On the first flight, his CO detector was going off. We landed in NC and its been there since. The A&P attests there is nothing wrong with the exhaust but hes got 150ppm+ coming from one of the vents at the moment. He's about to throw a new exhaust on it and finally get it home. That little $90 device probably saved his life.

I have mine velcro mounted down on the pedestal below the throttle by the ELT switch.

@McMooney, I think that you will find that this is the wrong site for your x rated vocabulary. Most of the ladies and gentlemen here will welcome your posts if you can show us, and especially newbies here like Barry who bring us a vendor's viewpoint, respect. As suggested above, only you as the poster can delete or edit your objectionable post. Well, the admin could...

Did you ever make it to Cape Cod or are you still in the air?