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I took delivery of N5812T at the beginning of December and 62 hrs later it has turned out to be better than I thought. A little background, I got my private in 2006 did the usual primary in a 152 then started renting 172s and then wanted more and rented the hottest airplane available the mighty Piper Arrow! I hung around the airport like many new pilots and in the summer of 2007 I met a guy who owned a M20C it was in rough shape but I remember thinking how can a carbed 180hp fly faster than a 200hp arrow. I did the rental thing until 2011 when I bought my first airplane. It was a 1955 F35 Bonanza. Had that for 4 years and loved it. Then life changes made me have to sell it. Didn't fly again until 2017 when I bought a 1961 baby baron. That I just sold 2 weeks ago. Had an awesome experience with that one also. Why did I buy the Mooney? In 2017 I started a business in Nantucket so I needed something to commute from MHT to ACK Monday-Friday. My friend has a 1967 M20F he let me put a little more than 200 hours on it in 2018 and that is what made me fall in love with Mooneys. Last year I used the Baron almost exclusively and found it was WAY more airplane than I needed. It had a useful load over 1600 pounds and most of the time I would be carrying 2-3 people 120 miles to Nantucket. A huge waste of capacity. The whole time I owned it I used it to it capacity maybe 6-7 times. I have been a lurker here about 2013 but naturally have be on he alot (8-10 hours or I start having withdrawals) now that I own a Mooney. I love it here!

Took my wife flying for the first time in 252AD, finally. We did a rescue flight for Pilot N Paws yesterday (1/24/202). Two Rottie “puppies” were rescued from a facility in Amarillo, TX and are in Denver to be placed with new families. Bruce and Mila are two very sweet pups and they were a delight to have along. Bruce was in a harness and got to be in all the photos.

Surprising applicable to those of use flying our now highly automated GA airplanes. Even more in the context of the Max crashes, Atlas 767 crash, AF 447... etc. Loss of control still an important topic for both the heavy and light tin. Warren was trying to warn.

Captain Benny’s last lesson as a 9 year old. Did slow flight, go arounds and greased the landing! IMG_3420.MOV

Wd40 is not a lubricant. Follow the Service Manual and use Triflow on all rod ends.

If you look at this AC, you can make a good case that the G5 meets the regs. https://www.faa.gov/documentlibrary/media/advisory_circular/ac 23.1311-1c.pdf The magnetic compass is on the TCDS, so replacing it will require a 337 listing the above AC and the G5 STC as approved data. I would send this all to your local FSDO for their opinion. I was just at the FSDO the other day to get my IA endorsement (I did) I got the impression that they really are there to help you.

I agree entirely and pilots should know better than to try to assume legal capabilities from marketing materials. Sent from my iPhone using Tapatalk

So many thoughts on this great thread- Why is it most designs of auto/aero engines tie the PSRU to the engine and then the engine to the airframe making the engine block take the aerodynamic loadings? I've wondered about tying the PSRU to the airframe mount (attached to the airframe ) and then just plugging the engine in the back allowing a very light weight engine mount to be used (look at the mounts on a Cessna 206/207) and then the engine just runs like it was a stationary power plant. Crate engines could just be plugged into the back of the assembly. At <10K each you could just plug another one in every 1,000 hrs and be way ahead of the game. No engine mods needed. Simple interface. Gear box and mount take all flight loads, the engine is along for the ride. In the end you could sell the engine as a 50,000 mile engine. :-) Just thinkin'

All new cars have engine hours recorded for under power and idle conditions being able to be read on the dash at the push of a button. :-)

I always find it deeply satisfying to pass up the lines at the ferry when visiting the islands. I was talking with a carpenter on the ramp at MVY one day who had a Cherokee so packed with lumber that he could have built his own raft if he had to ditch. He was making the point that without the airplane his business wouldn’t have been possible. Our Mooney made it possible to make them a day trip from VT which isn’t exactly commuting but something that I wouldn’t have done very often if I had to make the drive.

Agreed! Your efforts here and other forums have established a good relationship with your company and your customers, present and future. It has given BK/TT a critical "edge" in a discerning marketplace. It would be a huge mistake for BK to allow what you have established to fade. All the best Steve, where ever the future finds you! Nav (Cappy in other forums)

The moose airplane has at least one flying with the ls3.

I love the spring there! 200 indefinite ceiling 1800 RVR is the norm! I think Mooneys are the best certified aircraft for 2-3 sometimes 4 people on short flights like mine. Those things are my plan B. In addition I go to Suvurval System in Groton CT. They have a dunk tank and teach about ditching and surviving in the water. I highly suggest them if you fly over water. Thanks great to be here. I have a auto repair shop, I Specialize in Land Rovers

So you probably know this, but the g5 can be a legal encoder now. My shop was installing mine and asked if I wanted them to remove my old encoder... of course I said you can’t! But they triple checked, it’s added to the stc now.

This was posted on Beechtalk yesterday @PT20J Hi Folks, I just wanted to let everyone know that I am leaving BK. I appreciate all the honest feedback that has been provided on BT, it's been a ride. Andrew Barker will be taking my place, so BK will still have a presence on BT. Cheers, Steve (Pearce)

Gents, its the weekend... lighten up, or we all get locked out... in about 25 years of flying... I have three government mandates that were memorable... 1) Mode C added... 2) LORAN removed... 3) ADSB added... Yes, it is progress... Yes, it is expensive... Yes, I prefer inclusivity... everyone gets to play... I don’t prefer exclusivity where one needs to be rich to fly a plane I also don’t like airport closings, or to see Transition Training mandated... Some things make good sense, when affordable... others not so much... Now... how about this $500 ADSB rebate for the early adopters...? Why not for everyone, like the on-time adopters... or the guy that just bought his plane? Bringing the black rain in public discussions is harmful to the community... we need more people in the community, not less... Best regards, -a-

The Aspen + the EA100 will talk to your KAP 150 now just fine - I have Aspens + the EA100 + an ACU2 talking to my KFC150, which is a KAP 150 with a Flight Director. I don't believe the AeroCruze 230 will talk to the Aspens directly as of yet even with an ACU 1 or 2. Keep letting King know you want the AeroCruze to be compatible with the Aspen, a lot of us want this.

I have the sensorcon and often see 10-30 on the ground during run up, especially if the door is open. It will sometimes jump higher than that on climb out but ends up at zero in cruise. Sometimes see it come up on descent as I'm slowing into the pattern. I'll see it around 5-10 just after shutdown. I'm not too concerned about a few minutes with the readings on the ground and various phases of flight. If I saw the number move, even 1-2 points, when using cabin heat I would be very concerned and have everything checked before any further flying. In fact anytime I use cabin heat I make note of the reading on the sensorcon before and watch to make sure it doesn't go up.

I do want to give you folks a heads up, and I am leaving BK. Andrew Barker will be taking my place, so you'll be in good hands. I appreciate the enthusiasm around this product, and I really hope we can give you folks good news really soon. Cheers, Steve

When we bought our '67C it had a similar panel to yours. Wanting to finish my instrument rating, the non-standard layout really didn't appeal to me, so I hatched a plan to replace the panel. We had a local shop water jet a piece of aluminum with the desired instrument layout. The interference problem arose, so I had my son 3-D print a shim that allowed us to lift the DG up to be parallel to the yoke. Note the DG is slightly set back on its lower edge, that is the effect of the shim. The cost for replacing your panel is not that high if you have skills and a friendly A&P IA.

Just got him today. My daughter nemed him Mooney which seems to fit. He is an Australian Sheppard and is supposed to be smart, quick, hopefully efficient and he has a different tail.

Thanks, @cliffy ! 1) All certificated airplanes must perform incipient spins (longer of 1-turn or 3 seconds) and recover in 1 additional turn or less in all configurations. All airplanes approved for spins must perform 6-turn spins (established) in all configurations and recover in 1 1/2 additional turn or less. The spin program adds ~$2M to certification … if all goes well. So fixes are quick and easy and others have been up to a year. 2) I agree with you that this thread is wonderful. All y'all have been awesome! It's not over yet

I have several thousand hours flying both the Classic and -400 models of this Beauty. Long ago I was told it was a Gentleman’s Airplane. When I was just starting out it was only a dream to fly one as you had to be a senior gray headed guy or gal to be a PIC on the Queen. Today however they are operated by very young crews! One thing that the 747 does, especially the Nose Loaders, is carry “out sized” freight. I have carried everything from Orca’s to M-Raps and Humvies and sadly a few fallen hero’s. Yes, the 777 freighter will become mainstream but when a 777 needs a new engine, what brings it? A 747...

http://mooney.free.fr/Sauvegarde AFS/FAA AD/97-26-08.htm The AD covers M20F, M20J, and M20L models. I have an M20M and still have the lanyards.

Just as a data point- I had a conversation with Bill Wheat many years ago in which he related to me that he did a 5 1/2 turn spin in a short body and said he never attempted it again. Said he almost didn't get out of it. Don't know what the factory actually does for spin testing but this was Bill's story to me. This is a great thread BTW Another data point- converting outboard engines for aircraft? One of the first homebuilt helicopters used an outboard engine for power. B. Scramm built the Scorpion helicopter on an Evinrude outboard engine.

Since when..oh now I remember U still have the baddest ass looking Mooney on the planet

Steve @PearceBK, Where are you going? Will we see you again? Thanks for supplying support for the BK products here... Please send Andrew in for an introduction! Thanks for the continued support. Best regards, -a-

Nuke... Just an FYI... That’s not a TC you have there... That is the original 60s version called a TnB... TCs are crummy BU devices for lost AIs... TnBs are notably worse. See how that device holds up when the air gets bumpy... probably unfollowable... It would be better to have a D10 mounted to your panel than have that thing to keep the sunny side up... Of course this is mostly an IFR/IMC discussion... if not flying in the clouds... the windows and top of the glare shield work pretty well at keeping the sunny side up... If you have a vaccuum driven AI... expect a vacuum failure and the AI to stop working at least once during your ownership... have a real good plan B in place for that day... PP thoughts only, not a CFI... Best regards, -a-

expect a misinterpretation at work... I think that may be called overselling, on the Garmin website... We are all using magnetic heading with our HSIs... and DGs... Connected to a magnetometer is the best way to update the display automatically... even the mechanical displays... The Mag compass is there for a totally different reason than what Garmin is discussing... So... in order to remove the mag compass legally... look for something that discusses that separately... As far as I know... my POH has the MELs... the compass is on the list of minimum equipment... I have used the compass once in 20 years to determine which wasn’t telling the truth... the HSI or the GPS... the HSI went on holiday... I now have several GPS(s) at any one time in my plane, a few clocks too... But the MELs are the official place to look to see what can be removed and not ground the plane.... PP thoughts only, not a mechanic or CFI... Best regards, -a-

I promised to work on the quality of my posts when I hit 25k... I got quantity, but quality.... I still plenty of work to do... The Boeing 747 can hold 605 standard passengers... I asked Alexa.... Best regards, -a-

Primary reference source for magnetic heading in IFR is the HI/DG or HSI. It is not the compass. You cant legally fly IFR without one. The G5 can replace that. It wont replace a compass. Airliners still have them. I dont think there is any getting rid of it. I am curious if there is a lot of interference with the panel mounted one?

I just can't imagine doing all that work and still having a scatter shot panel. A few evenings at your own computer with an EAA version of Solid Works (free) and you can lay out a clean modern up to date panel. Put the file on a USB stick and take it to a metal shop. $50 later you'll have a new left side panel. Another $50 for a quick spray of primer and paint and you're done. Walk it into the shop doing all this work and ask them to install it. Figure another two hours of labor to do the job. This is an easy and cheap job that you can largely do yourself. It will make it feel like a new airplane.

I have multiple sets of 14V and 28V Whelen Orion 650E wingtip LED position and strobe lights available for sale. Model numbers are OR6501GE, OR6501RE, OR6502GE, and OR6502RE. Advertised price is $565 but click on the link, and add to cart for the current price (https://www.gallagheraviationllc.com/whelen-aircraft-lighting.html). These are ideal for Mooneys with enclosed wingtips with clear lenses. . You can use existing wiring and remove your old strobe boxes to install these. They add reliability, a lesser electrical load, and they are much brighter for VFR operations. See and be seen!If you have any questions about compatibility, please reach out to me at gallagheraviationllc@gmail.com

I agree with you 100% that it's all up for negotiations. Everything is up for negotiation. But I can tell you that I wouldn't buy a turbo Mooney without ADSB unless the negotiated price included room for me to do the install of a proper 1090ES ADSB system. As far as I'm concerned, the airplane is useless without it. And lack of ADSB will undoubtedly affect the value of most airplanes going forward.

The sender the factory selected was produced originally for Chevy and GM pickup trucks, pre-1946 (Delco) 0-30 Ohm resistive type. I bought one from a classic auto parts store just to verify my suspicion, and it was exactly the same in every way. The float lever is not the same, however.

Check with @OSUAV8TER. James at Gallagher Aviation on here will likely be able to help you. Steve

The yoke mounted trim switch is notorious. Three microswitches and small diameter spring wire is all that makes it work. Dirt, wear and number of cycles all add up to it not working. Just for grins I’d loosen it from the yoke and give it a good dousing of a good contact cleaner like DetoxIT

I like blue.

I’ve gone with Upper Valley in lovely Chilliwack, BC - theY have a great reputation and the exchange rate is much more favorable

Thanks for the nudge! I'm pretty sure I'll be good for it, hope to see you there too!

Actually, it turns out that mirror is far useful than for me checking our teeth or make up, the gear failed to retract halfway along the trip and electric indication was U/S, so we had to pump and look to that mirror to check, for someone used to the M20J with at 8.7G/h in the M20J flying at 100kts while burning 10G/h in a complex C172 that flips on a water ditchea was a torture Luckily the view down the road in Florida & Bahams was super nice to see at those speeds I will write a trip report on MS when back to the UK for winter and many thanks to Deb & 2*Dave's!

I went out to the hangar this morning. After cycling the autopilot circuit breaker, everything seems to work fine. We may never know! Thanks for all the help. If the gremlin returns we may have to revisit it.

The Russians weren't keen on providing unobtainium for vaporware...... All jokes aside, this is not vaporware just the all important FAA paperwork is. We'll keep updating as news comes out. Cheers, Steve

I miss my Brittany . . . Smart, fun dogs. But energetic!

Looking at these old shotgun panels gives me a headache. That turn coordinator in the right panel is absurd, but it may not matter much if you are not planning to use the plane IFR. Do you really need an HSI AND a separate DG on the left? Maybe dump the DG assuming the HSI works? If you want to use the plane IFR in the future, then at least cutting a new left panel before doing any new installs would be worth it. You would enjoy having the 730 on the left too if you could find the space, which would be easy to do with a new left panel laid out with IFR in mind.

My 1st three cars. Wish I would have kept all of them

My Ovation has built-in oxygen and I use it on almost every flight. My O2D2 automatically activates at 5000 ft and turns off below 5000’. My wife used to almost never use oxygen since her oxygen saturation was always good but tried it out a few trips ago and now uses it on every flight as well (says she feels more refreshed and less tired at the end of the trip). If I didn’t already have the tank built-in I would just get the O2D2 system and a portable bottle as mentioned above. It will probably last you at least 3-6 months and is super easy to fill. Kudos to you for using oxygen, even when you don’t “have” to.

Surefly has a pretty good setup procedure. I just installed one on my 67'c a couple of weeks ago though I haven't much of chance to check it out. The first problem we experienced was as we were turning mag gear to get the LED to out and the LED was rapidly flashing and didn't seem to matter how slow we turned the gear. So when we removed the cap over the manifold pressure port that seem to fixed that problem. Second problem was the Magneto gear installation (as others of mentioned) I had a brand new gear but couldn't timed to the engine as prescribed in the instructions. so we pulled the Surefly and re-installed the magneto gear. If I recall correctly initially the part marking of the mag gear was 6 o'clock position then we moved it to the 8 O'clock position. we had a 50 % percent chance of getting correctly the first time. Just a hindsight comments and observations .. if you watch the Grumman installation video from the web page, they kind gloss over this point in the video IMHO. It has two different power terminals/posts and by terminal I mean the gold color bolt head is the terminal posts one is for "TIMING" and the other is for 'Power". These terminal post have a 6-32 thread in the center shown in "Timing" position in the picture below. So for timing procedure You use the timing terminal once for initial setup then your done. This is the light flashing sequence step to indicate the timing of the dip switch settings (also other have previously mentioned). The other "POWER" terminal post is the power from the battery and has the inline 10 amp slo-blow fuse. the Silver terminal on the side is for the P-Lead. and of course the is fun once you have installed the SIM on the engine. trying to installed the 6-32 screw terminal into the power terminal post can be a bit of challenge . As others mentioned, there really wasn't one part number for the slick Ignition Harness. It is more of if have a model slick mag installed on a M20C here is a lists of part numbers that are suitable substitution for slick magnetos harnesses and there were several. I believe it was Jason from SureFly suggest that I talk to New Horizons who uses Aircraft Ignition services (903 378 7205) as their sales distributor. For the left side slick Ignition harness, I elected to use the New Horizons "Maggie Ignition system" slick cable harness (L2-5AS-II) . This is supposed to be Left side slick ignition harness replacement .The routing made it a little short when compared the harness routing to the Bendix Left side Harness. Since the PMA part I used as is. I paid about ~ $264 from Aircraft Ignition services from Honey Grove, TX. Also elect to use ElectroAir's EA15000 start panel. I am overly paranoid of the starter button exposed with no guard while on the ground. I pulled the Ignition Circuit breaker when not in use in the hangar. While in flight I am overly paranoid of bumping the rocker P-lead switches could lead to a exciting and exhilarating experience. But hey :~) I got rid of reoccurring Bendix switch AD.. Probably was not worth it. Not much of the Mooney original wiring remains. It runs like a singer sewing machine very smooth. So far no complaints though I haven't received the bill from my IA for the annual . I had the Right Bendix Magneto overhauled. since it was approaching the 500 hr inspection. there was intermittent occasional miss. James "67C