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She’s home - copilot bear is pushing her back into the hangar while I type this..

Got it done at chino aircraft interiors. I'm pleased as punch with how they turned out. The most comfortable flight I've ever had in my plane! Next up, new carpets. Just waiting on them from SCS.

Just bought my first Mooney . . . a 1956 Mk20 wood wing. I knew the previous owner and the owner before him. So, she might have been your "girl" at one time too, but she's all mine now. Just wondering how many of the "woodies" are still flying? I searched the enormous amount of threads and found a few posts from a couple years ago. Maybe start a new conversation? I received a whole lot of great info from the previous owners and have a pretty good network of resources. This particular plane (N5227B) has less than 2,000 TT, 250 SMOH, new interior and paint. Starting to get to know her and work on some of the important things for these old gals. Anyway, I'll share some pics. BTW, she lives where she was born back in 1956 (KERV). Airworthiness is signed by Charlie Dugosh! Bill

$800,000.00 will fix the pilot door opening issue.

Getting closer. EDM 900 arrived yesterday, and all the parts from aircraft spruce arrived this morning, all the tank cavities are taped and foamed. The entire after factory wiring and all the sins of the previous owner have been removed. The radio stack is getting built and new wiring installed. Wish I could just wave a Snap-On magic wand and it would get done. So close...

$Couple hundred? Couple thousand? When no price is given I lean toward the latter... or more. New Mooney’s are flying off the shelves at three quarters of a million. This is TRUMP change. Or is it CHUMP? I am sure that the installation and purchase price will immediately result in a significant increase in value and sale price recovering all your investment. You will get 5-10 knots speed be super visible in the sky (over stock tip/strobe/rec light) and look sporty doing it. Buy four because when they come in contact with a hard object (your hanger wall) they will need swappin’.

That was you up there in the other Mooney Seth, I stayed on the ground until he departed N68 then went to ilg when he was on base at lns...cool, I should have landed except he tired me out,

Hi Thomas: What saves a significant amount of installation time when upgrading from the KMA24 to the PMA7000B or BT is that the existing Molex connector is reinstalled into the PMA7000 tray. Only the intercom harness has to be made which is what the second Molex connector is for. And if the Copilot want to transmit, the Copilot PTT has to be wired to the top connector (this also provides our Split Mode (pilot on Com 1and Copilot on Com 2)). If the shop is a PS Engineering, dealer they should already know this and the quote will reflect this reduction of installation time. If you want advanced features, even though the time for install increases, the PMA8000B sells for $1295, so you do get a lot more capability with the actual hardware being relatively inexpensive. Here is a comparison that compares the two Hope this helps. Mark Scheuer PS engineering

Another flight at twilight. Sent from my iPad using Tapatalk Pro

They were actually in very good shape cosmetically, but the foam was crap. It was like sitting on a church pew.

Cfb.... You ran into the guy that told his wife... yes dear, the plane is for sale.... I’m doing the best I can, honestly... There are no real buyers, just low ball offers... He is not alone... Going to a broker has a tendency of eliminating the planes that aren’t actually for sale... Buying from known people is also a better way of finding planes that are actually for sale... unfortunately, it is hard to pry their fingers off their prized family member / plane... Best regards, -a-

Thanks. Getting medical done next week and getting the hanger tomorrow. One just became available and do nt want to miss out. The hangers here are great deals and go fast

An airplane that's priced right generally sells within 30 days. If it has been 90 days, it is definitely overpriced. But that's just my uninformed, amateur opinion.

Uneasy feelings are a good thing... These feelings make you. ask more questions... Look into things further... Take your preflights a bit more seriously... Add a step to your written procedures... Discuss it on MS... avoid other’s mistakes of the past... Reminds you to say something when you see something... Do a new WnB calculation... Re-Do a T/O performance calc... PP Thinking out loud... not a CFI. Best regards, -a-

Night flying with a purpose.

The pilot door is not supposed to be opened on earlier Mooney's. Try some TriFlow on the copilot door track.

Haven’t had a good flight to post about but this weekend was filled with good flights, friends, and working on planes. Who could ask for more:) Left home Saturday morning for Sacramento to help @thinwing with his annual and enjoy some California sunshine. My white legs had not seen sun since last September! Just under six hours of flight time round trip I put 51.2 gallons in the plane. A terrible head wind on the way there and some fun turbulence on the way back I didn’t make as good of time as I could have. But flying time is still flying time! Oh oh yeah it was the first night I had spend away from my new baby girl. But her mommy made sure I got lots and lots of pictures of them while I was gone. “Dad problems”.... I got to see a famous M20C before I left KSAC. Mr. Painter’s old plane looks like it lives there. Hope the new owner is on here.

Just wanted to let everyone know what a great positive experience I had at Pietsch in Minot ND last week. I had been having trouble with my 231 banking to the left and decided I would take it down to Pietsch, a three and a half hour flight to get things done by some one how knows Mooneys. Jay the new own made time for me even after I got weathered out and was a day late in arriving. We took the plane out for a demo flight, he took the controls to get the feel and then wen back to the shop, used the travel boards, made some adjustments, we went up again, made some more adjustments and then flew it again...straight as an arrow, after 8 years of the auto bank. Great shop, there where Mooneys, war birds and others all being worked on. The mechanic were all very nice guys as well. The Air Museum was not open for the season yet but Jay said he would give the manager (and one of the co founders) a call and ask if he could give us the tour. We had a private tour, very impressive, three Mustangs, a Spitfire and many more great planes (all flyable I might add), just parked in the museum and get pull out regularly..unbelievable. Also on one of the demo flights the Canadian Snow Birds came into the airport, I landed between two of the sorties..I now tell people I few with the Snow Birds. This airport was by far the best GA experience I have had in my 13 years since I started flying. If all GA was done like this, GA would not only be surviving, it would thriving. I'd like to say thank you Jay for everything, cant say enough about the experience. https://minotaerocenter.com/

I'm pretty sure that's a safety cone.

Yes, very familiar. I had to replace them twice on the original engine. So far, no exhaust leaks on this one after 500 hours

Yep!!! Not a good Idea to list a plane for sale here unless you have thick skin and aren't going to be upset with the plethora of comments that are sure to be posted about it. I've found it best to list on Barnstormers and pay the extra fee for the front page. When looking to buy, the same thing, Barnstormers has been my go to place.

Call Mooney. When I got my Ovation, I called them to ask about where to get it and they sent me electronic copies of both the parts manual and the service manual. They were extremely helpful with that and actually everything I've called about.

Please tell HB and maybe also Paddington Bear that next time Co-Pilot is in London he wants to have a Bear-fly-in.

I read a long time ago the Charlie would no longer put his name in a wood wing logbook. It would be interesting to hear what David, Charlie’s predecessor has to say about them. My C also lived in a hangar in Kerrville since she was built, and always maintained by Dugosh. I expect that the dry climate of Kerrville serves the preservation of wood as it does the preservation of steel and aluminum. My C is amazingly corrosion free after a hangared life in Kerrville. She’s beautiful by the way!

When I first heard it, I thought there was a midget under the cowl pleasuring himself. [emoji67]‍⚕️

Exactly! Some people don’t really want to sell their plane. I once met a guy who came accross a plane at a well known Mooney dealer. The plane was way overpriced and had been for sale for a very long time with little interest. The buyer found out the fax number of the sellers wife and faxed an offer to her at a low ball price significantly less than previous offers made to the husband/owner. The wife accepted the offer without hesitation or further quibbling and the plane was sold. One must figure out the sellers TRUE intentions, this seller’s wife wanted the plane sold. The husband did not want to sell so he overpriced the plane.

I still fly a wood wing Mooney.. Your panel looks to good and modern for a 1956. I like it.

Lance, You know we are going to need to see pictures of it flying really fast with really cool CHTs... Best regards, -a-

Flysamo, have you looked at the pitch servo? Alt capture and hold is primarily a pitch servo function. The pitch servo is located aft of the pitch trim servo. I'd urge you to give a call and speak with Alan or Steve at Autopilots Central. (918) 836-6418.

Nice pics, Bill! We have a few around here. Many in good flying conditions and a couple of projects/parts donors... Best regards, -a-

Agree, good idea. I will look for the thicker style. @Mike Ropers (above) had a good list that has now been added to my own. I think my first impulse purchase is to get a set of the QT Halo headsets. I have a pair of A20s and that plug-in (lemo) to my plane for power so no batteries but would like to try something different.

Early on in O ownership.... For a few months I went without hearing the stall warning... It turns out, the switch went inop.... I always tested the mechanical part, but assumed the electrical part was working... Back then I had pretty good speed control... A bump on final approach typically will sound the horn... Today, I make sure the power is on for the full stall horn test. Reach in the window to turn the power on/off.... PP thoughts only, not a CFI... Best regards, -a-

There is a major difference between induction failure and exhaust failure. Induction air is maybe 250 dF, and that would be high. Exhaust temp is approx. 1600 dF or more, its a flamethrower. You are very lucky to have survived.

Thank you 601! Needs met; Mooneyspace rocks!

I have problems with that gasket too. Must be the LASAR material and the ends get out of place and need attention occasionally. This fall we will repair the upper cowl per instruction from I think it was @jetdriven and thinking about removal of the ram air per factory instructions while we are at it. The wife pointed out some fiberglass repairs around the camlocks and said we need to think about a new paint job

Or you could be like this guy... He's my hero

Sorry, should be “cabin” door...I’ll fix that

Good thing you didn’t move to Jersey. You would have found out in a New York minute!

since we are back on this thread here are some more pics to help folks.

My little girl will have someone to look up to!

I hesitate to tell my power off 180º story, but It might benefit someone. Two months ago I was performing my check ride for a CPL. I chose to use my Acclaim for the flight test. All the reference maneuvers, steep turns, short/soft field techniques and 3 Precision power landings were spot on. I wish I could have stopped there. The last maneuver was the power off 180º Precision spot landing. Flight conditions-clear skies, wind 20-25 kts with rather freq gusts to 35kts down the runway. Our normal. At 1000 ft (pattern alt), 90 kts and abeam touch down point, throttle pulled full aft. started turn to base-then gear down. Making the runway was not an issue, hitting the exact point was. The head wind with gusts became a real unrecognized danger. As we all know, Moonies like to float (1 kt extra = 100 ft). That extra 100 ft on a CPL test is a bust. I was right where I needed to be maybe 5 feet above ground at 67 kts (per FFA examiner). Then the unthinkable.....I instantly lost a good 15 kt head wind. With an unexpected sudden 52 kt air speed, I experienced an immediate stall and my plane literally fell out of the sky just before the touch down site-all in about 2 milliseconds. I landed VERY firm of the main gear. At the time I did not notice any significant bounce, just a "were did that come from" feel. We returned to the hanger having completed the exam, engine running fine, no vibration. Upon shut down, I immediately became nauseous at what I saw. You guest it, I had a prop strike. Seeing the bend tips of your prop can bring a grown man to tears. After a full inspection I had also literally blown out all of the rubber gear biscuits, TKS sling ring had chewed up the lower cowl by 1 inch, engine mount bent down 1/4 inch and the lower front edges of the main gear doors bent up. I still get sick thinking about it. Items to consider: -I'm not sure the power off, precision 180 (in the pattern) is realistic and necessary. Possible just a high risk/benefit maneuver. Yes, I completed many successful power off landings, but the risk was still present. -Landing with no power (it's really like negative thrust) is a very different circumstance when compared to a std low power landing. Beware! -Stalling a few feet off the ground is not recoverable. The entire experience was instantaneous. -A prop strike may not be immediately noticed. A hard landing means taxi back, shut down and look. -Even with insurance, a prop strike is expensive. -Completing a CPL in a Mooney is very doable. It is also very difficult, thus making you a better pilot. Keeping speeds under control is a real challenge. There is nothing lazy about "lazy 8's". The whole point of a CPL is to perfect our piloting skills. No regret from this pilot. In thinking this event over-a million times, I really don't know how I could have prevented this from happening, given the circumstances and requirement. Chose a different day? It's always windy at our airport. This was a typical day. Had the wind been consistent I would have had no problem. Plus, you don't get to choose when an engine will fail. Carry more speed? Then you bust your distant, particularly if you get a nice gust. Under a real engine failure, I don't think anyone cares if you were >100 ft from a "your" landing spot. Keep the speed and force the plane to the ground? Not happening.Typically, very little power under similar circumstances makes a big difference. This was not an option. These are just my thoughts. After 25 years and 5000+ hrs of PIC I still have more to learn! Wondering if I passed the CPL check ride? Well the answer is yes...and no. I passed initially. On the taxi ride back the examiner provided his assessment, all very complimentary. At one point he suggested my instruments were rigged. After recognizing the prop strike, he changed his mind and failed me. I get my plane back on Monday and have the pleasure of performing one more power off, precision 180º landing. Ya, I can't wait. haha

A few more.

Thanks for pulling me of that dive!

A broker working for you, will give you all of the information you want to support your decision... They collect all the info, deliver the results, and make a recomendation... Otherwise you get the feeling they didn’t do the work and only direct you to somebody they have a relationship with... The choice is yours. A higher quote may come from a more stable company. Sometimes you get lucky and the best price, comes from the best company. An insurance pro has a better chance of knowing which companies are better than the others... As an owner of one plane, you won’t know how good your insurance company is until you or maybe another MSer has a problem... How is that for logic? Best regards, -a-

We had waffles for dinner tonight... I love breakfast for dinner.

With the Johnson bar the emergency extension procedure is as follows: Have passenger in co-pilot seat reach down with left hand grab Johnson bar and slide handle forward follow the j-bar movement to the down lock block push the top part of j-bar handle down and push forward release handle into the lock block and ensure locking mechanism is engaged give a slight pull on j-bar and ensure handle is fully extended into the down lock block This emergency gear procedure can only be performed with a passenger in the co-pilot Before doing a gear up landing try normal landing gear extension procedure one more time If performing steps 7 & 8 are unsuccessful to lower the gear move to the co-pilot seat and try the emergency procedure Should you get to step 9 and it is unsuccessful you should have bought a fixed gear Cessna

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