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And here she is, all dressed up! Axalta AF 700 paint, work by http://uppervalleyaviation.com

It arose out of a combination of an online discussion and me trying to find things to occupy extra time sitting at home. If you are equally bored, you might like it. It compares the GTN, GNS, and IFD in a single task - holding where the holding fix is a point some distance from a navaid or waypoint.

Well it was decided to just bite the bullet and deal with it. A new servo was ordered yesterday. It came into chandler aviation this morning and they shouod be done with it today. Shout out to chandler aviation for the honest help. He went out of his way to get 52q back home instead of having to wait 1 or 2 weeks. Im still on track to pick it up tomorrow.

Get the cleanest, latest model J you can find. You will love it and remember it fondly after you've moved up to a long body.

Baby control towers? For flying babies, duh.

@MooneyStrike , you should contact Jimmy Garrison @ All American near San Antonio. https://www.allamericanaircraft.com/Default.htm He has an inventory of Mooneys plus he brokers more. And he recently partnered with Paul Maxwell of Don Maxwell Aviation. http://donmaxwell.com/ Get Jimmy's valuation worksheet. He puts a value on the bladders, one piece windshield, airframe and engine hours... and much more. Here's the model history Anthony referred to: http://www.mooneyevents.com/chrono.htm FWIW, IMNSHO, you're targeting the perfect Mooney. My '66E cruises at 145 ktas on 8 g/h. And that ought to be doable by most 50 year old Es.

The church, too!

I think it is just terrible that the government is trying to control babies. Babies! BABIES! This is just not right. Free the babies!!!

Instead of "maximum of 1000h SMOH", I'd place a condition "minimum of 50 flight hours in any given year in the past". It does not help an engine to be parked on the ground. Engines live longer when running regularly.

WARNING - long answer from an engineer. This is your basic engineering statics class. Anything forward of the datum point is a negative arm. If we view the aircraft from the left side, negative arms and the prop will be left of the datum point. Any weight added in that area will be a positive weight times a negative arm which will result in a negative value indicating a counter-clockwise rotation relative to the datum point. Any weight added to the right of the datum will be a positive weight times a positive arm which results in a positive value. That indicates a clockwise rotation relative to the datum point. If you remove weight, it's a negative weight so you get the opposite results. CG is calculated by dividing the total moment by the weight. If you put a fulcrum under the CG the airplane will balance. It's pretty intuitive that removing the prop will move the CG aft. Removing a weight from the front of the aircraft will provide a positive moment. Even though the weight has decreased, the moment has increased. That's because the CG has moved aft. So even though the total weight is less, the arm is longer resulting in a larger moment. Either reducing weight without changing the moment or increasing the moment without changing the weight will move the CG (moment/wt) aft because either a larger top value or a smaller bottom value will result in a larger value for CG. So for example, if you removed the prop and put it in the cabin, the weight would be the same but the moment would increase and the CG moves aft. Likewise, if you were able to remove weight that was directly over the datum point (vacuum pump?) the moment would not change but the weight would decrease so the CG would again move aft. If the moment decreased when you removed the prop (which it doesn't), one change would offset the other and the CG would not move much. Interestingly, you can pick ANY datum point you want, measure arms and weights, multiply to get moments, and divide by total weight. While the distance to the CG from the datum point would change, the actual location of the CG of the airplane would calculate out to be in the same physical location. So they could have picked a datum point of the prop and had nothing but positive values. But the CG range would be more like 75 to 81 inches instead of 45 to 51 inches.

I have a really good friend that would say "Buy the best and cry once."

There is an old saying. "I am too poor to buy cheap things". It was this last summer where I started to look at my first plane and after substantial study with this community and other sources, I decided to buy a plane that checked all of the boxes on my list. It is an S with the Screaming Eagle upgrade, FIKI, a ton of electronics. It is a rare thing to find the unicorn. You know, the one thing you can buy where you wouldn't do anything to or change. Yours is out there waiting patiently for you to find it. Take the time and it'll show itself. All Mooneys are amazing. We have absolutely no buyers remorse large in part because of the plane and because of the awesome prior care taker of our plane. They were amazing plane owners. When buying a plane, you are buying the prior owner too. How did they take care of it? Did they do all maintenance and do it properly? Were they good stewards?

Ah, my home town! I've let my SA license lapse though - pity, would be nice to fly a J next time I'm there. For the OP: Sounds like a J. Highly recommend you buy through Jimmy at All American Aircraft. Have the pre-buy done with JD at SWTA or one of the other nearby MSC's. Jimmy can arrange transition training - Brian Lloyd lives across they runway from All American and flew his K around the world. Fly it home yourself. Air-Mods in NJ is probably the closest MSC for future maintenance. Highly recommend you stick with a Mooney expert to maintain the plane. Finally, all the glass sounds nice - but frankly I think most folks completely overcapitalize. Fly the plane for a year and then decide about upgrades.

That address is the FAA office in DC. I thought when the triennial registration program started, expired N-numbers were supposed to be on administrative hold for a period of time (3 years? 5 years?) before being made available again. A phone call or two is in order, to see what's going on. Good luck, and let us know what you find out.

Initial thoughts: Tighten the retract circuit all the way down. If the flaps hold, you will know the problem is confined to the valve In that circuit. If they don’t hold then your problem is likely in the actuator circuit. The eccentric that unseats the retract valve seat has a very abrupt step. There is not a lot of transition and therefor minimal possibility that the eccentric is partially holding the valve open. To set the cable after it has been disconnected, pump the flaps down and move the cable to the retract position. Move the arm on the eccentric until the flaps retract. Hold the arm in that position and tighten the cable. If you are ever flying a plane again in which flaps will not stay down, do not use them. No flap landings and takeoffs won’t give you any trouble. Flying an airfoil that is subject to uncommanded changes in wing cord, center of pressure, lift generation and angle of incidence might...

Context is a challenge on line. My wife would say that I can come off as gruff in person. Those two things can make for miscommunications. You’re not the first to read me as being rude when it was not my intent. Indeed we agree that this place is critical to keeping our old birds flying. No need to delete your comments, people have said way worse to me. My apologies for not being more tactful. My offer stands. If you run into a “gumption trap” during your endeavors, give me a call. I’m on Eastern time. Tree 0 one Fife zero 2 tree niner two fowah.

I think stay at home has me over reacting a bit. Reading in to things. The first comment about the layout seemed petty to me. The second comment seemed to disregard the value of my effort because the issue is always misassembly. Like I was wasting my time. When I developed issues with my flaps I went through the forums. They are extremely valuable to folks like me. I went through all the posts on this. What I saw was about a 50% hit rate on good advice driven largely by a misunderstanding of how the pump worked. Someone in need doesn’t know who to believe. They have to decide that for themselves and it helps if they have a way to understand the parts themselves in a simple format this post was a way to get agreement on: “yep, that’s how it works” I think this forum is a major contributor to the future survival of these vintage birds. Mooney isn’t going to give us the prints or make diagrams for us. It falls on folks like you and I to gather and retain knowledge for others. We can each do our part. While I can’t make a circuit board diagram or tell someone how to do upholstery, I’m uniquely qualified for explaining how a hydraulic system works. So I’m contributing how I can. I am sorry if I misread your intentions. I’ll delete all my comments after you get a chance to see this one.

Well, maybe not necessarily rude, but a little sarcastic... twice... But my message to Nuke: Ross (Shadrach) is one of the 3 most knowledgeable guys on this site when it comes to hydraulic flaps. He's a really good person to listen to about them. And with that said- I've disassembled and repaired 3 hydraulic flap actuators. 2 of them actually needed it. I understand the system pretty well. And I still found your schematic sketch helpful in understanding the system better.

I bought an "E" 3 years ago, having never sat in a Mooney in my life. I had owned two airplanes earlier in my life (a Cherokee 140 and then a Beech Sundowner). The Mooney is nothing like these planes. I feel like I am "One with with my Mooney" not just a passenger in the plane. I bought it as a Project plane. I have spent twice as much on it, as I did to buy it. I love working on it, and it is my retirement project. I was a workaholic and my wife insisted that I have something to focus on when I actually retired. Even though it is an expensive "Hobby", it is also so interesting to learn everything I can about the actual plane, as well as flying it. So, in my humble opinion, you have picked a wonderful airplane. It flies fast, and is so solid, but realize that E's are vintage airplanes that will take a lot of TLC to maintain. I tell people that with the "E" that I have a wonderful 2-place airplane with all the luggage space you could dream of, and it sips fuel like a Cessna 150 and skims along at 150 MPH all day long. I wish you all the best in your search, -mark

Hi and welcome! I certainly don't want to sound like I am second-guessing your parameters, because you've got a great list. But I would throw out a couple options to expand the offerings. We actually bought our 1966 E shortly after a prop strike...the result of a gear failure. It's a great airplane and the prop strike got us a recently installed factory zero-time engine with a new propeller (with no eddy current AD). Another option is to consider getting a "discounted" aircraft with closer to 2,000 hours on the engine. If the engine checks out well, you might get another 1,000 hours out of it for essentially free. Assuming the price reflects the high-time engine. I'll be following along on your search! Ross

As @carusoam suggested, I'd make up a spreadsheet with a column for each of those five airplanes. List each of the features on a row so that you can compare the five planes side by side. I would also list the features in order based on importance or value/cost. For example adding an engine monitor would be $2000 to $5000 whereas adding an autopilot is $15K to $25K. Therefore all other things being equal the airplane with the autopilot but no engine monitor is quite a bit more valuable than the airplane with the engine monitor but no autopilot. I like to list the asking price first then year model, followed by hours since overhaul. Also, if you'd like to talk through these or any other Mooneys, send me a PM with contact details. I'm happy to talk through the process with you and what the market looks like at the moment.

I was thinking the same thing. A Mooney is the best of all aviation worlds, of course, unless you happen to be a 92-year-old stroke victim. A call to Angel Flight might be in order, as they have access to a variety of sizes and configurations.

It’s finally time to fit the cowling to my bird. It’s been far too long to get to this point, but it’s finally happening. It’s much more carbon fiber than I first thought it would be and super light compared to the original. Time to see if it fits correctly. David

I would suspect they went with the cheaper gaskets and did not use the correct amount or seat them correctly. Looks like the EGT probes are installed a little high on the pipes, they should be down about 2 inches. if they are up higher they tend to burn up quicker. Brian

Yeah, I’ve got a couple a big babies at my control tower!

Maybe my first remark above may have been unfounded. Having rethought it, I realize the situation is much worse than I had initially considered. Maybe the FAA is not trying to use control towers to control babies. Baby control towers. MAYBE they have control towers that have babies working in them. But this seems to be in direct violation of federal guidelines for work responsibilities for youth. Not to mention, who here feels safe having heavy metal being controlled by under trained, under aged, irresponsible and under developed babies as air traffic controllers. I for one do not. I move we form a petition to demand that the FAA re-evaluate its position on using babies in their air traffic controller work force. This is an obscene misuse of personal and I for one will not stand for it. Please join me in your expression of anger at this new and under reported development.

PN 011-02256-00 is a standard, original GTN-650 (non TXi), however you should have no issues getting it certified and updated by Garmin. They have a flat rate repair List Price of $1000 on the GTN-650. Dealers get a discount from List so might be worthwhile to handle it through a dealer.

I suspect that some of these carbs have had field modifications that are unlogged.

You have one of the coolest running C models I’ve ever seen. You also have more FF at WOT than most C models. Your example proves that these engines can be set up properly and run moderate temps.

Understand quotes vary based on # colors required, which colors (red is like a $1000/gal), whether they’re metallic, body work (standard is 8 hours included, some used 16), etc etc A scheme designer will cost an extra $2K if you use one. Edit: Don’t forget taxes, Florida has none, some states are 10% or more.

A paint shop can create a vinyl lettering of a new tail number and apply it over whatever number is on the plane. Then you can hold off painting. It takes a minimum of 6 weeks to get a new number these days. Plan accordingly.

The title to this post says he is ailing. So, unfortunately, he is 92, coming out of re-hab and ailing. No way would a 800-900 nm trip in a Mooney be pleasant for him. In addition to that would the pilot be comfortable being ready to make an emergency landing at any point during the flight? Commercial carriers are almost empty right now. Southwest has a non-stop from Orlando (MCO) to Islip (ISP), maybe other cities in FL do also. Two and a half hours in pressurized comfort and he's there, with a restroom on board. If that doesn't work, maybe a 2-3 day drive in a comfortable vehicle with stops along the way.

Nuke, That’s mostly true, but... you haven’t had something maintained yet that didn’t need it? Then have it taken apart and not put back together properly...? Try to be nice to the one guy who is most familiar with the flap pump... we may need him again. Best regards, -a-

First they got control of adults, now they’re after babies !

Looking GOOD! I love green on planes.

Yes....this worked exactly as you said....I traced out the wires and cut the wire from the nav switch to the third terminal (from pilot side) of the annunciator...installed a normally closed ground wire (and coil -), normally open (and coil +) to nav wire...common to the annunciator and it works exactly like it did before and no back fed leds. thank you

And in 61: -Don

Well that wouldn’t be any fun though. This one will be $1.43 and won’t break :-)

Faster horses, younger women, older whiskey and more money

Installed new Plane Power alternator on Saturday. Hartzell that came with factory re-built engine crapped out with 440 since new. I talked Sausage into a BFR at Renton where 737s are made, and he, Jeremy and I did some formation practice before I dropped the plane off at Troutdale fo annual, including new Surefly electronic mag. Stopped at KCLS for $2.80 100LL, along with every other airplane in the PNW, and a guy filling two 50 gallon barrels in a little trailer.

...and other emergencies...

Vantage Plane Plastics has them for $50 P/N: K130078-511.

First, make it a habit to switch batteries before starting the engine every flight. Second, before turning on the Alt Field, switch batteries again after engine start...but before you switch on the Alt Field. So, assuming you finished your last flight, say, on BAT2, part of your flow for next flight would be... Switch to, and start engine on BAT1 Stabilize engine, switch briefly to BAT2 to check voltage (~ 8 seconds) Switch back to BAT1 and conduct flight Been using this flow on my two Concordes; both of which have passed 8 years’ service. Capacities for both are still equal to or better than 84%, and at last annual, were within 2% of each other. No battery minder present. This is a safe, expeditious, and effective way to determine the load on both batteries before you bring the rest of your avionics load online as well as the alternator. The 24v/300 amp switching relays (you have three in the avionics bay) are designed to manage switching of this nature, and are designed to last. Steve

Parts and maintenance manual should be your first stop... If you select the wrong material because it looks the same... it can cause the same difficulty you are describing... If you use a procedure that is different... you may have left out a step... Yes, having the flaps snap back up as you slow on final approach is fall out of the sky dangerous... as the stall speed changes about 10mph... less than the safety bracket you are probably using... Are you sure those are nylon washers in the pump to seal the oil flow from flowing past the ball bearing like unidirectional valves... Or are they Teflon? nylon has the ability to absorb moisture and oil where Teflon won’t... a plastic that absorbs a liquid will change dimension... Nylon is pretty tough as well... and won’t readily conform to the spherical shape of the ball bearing... Teflon, on the other hand, forms a pretty good seal because of its softness... Where some technical improvements could be made, but can’t without some STC documentation... the pump material is leather? Ross @Shadrach has documented some of the best details for flap maintenance... invite him to look over your shoulder... PP thoughts only, I get concerned because I have had the flaps go from down to up in a snap... in my M20C... not a mechanic... Best regards, -a-

So I go to Mooney Space this evening (my IPhone does not save my login) and before I log in this is the ad I see!!! So, I’m a rational (and ....... I think normal,) guy and SEE THIS on this topic thread. So who TRULY ENJOYS Marauders girls more than than this? SERIOUSLY? Tom (Happily married...... BUT NOT DEAD)

Thomas Webb was also busy certifying Mooney airplanes in 1963.

Yeah, I'm aware. If you look at my history I've even joked a time or two about some of those posts. I'm pretty sure that I've written something about how Marauder would be better off with an aircraft with more UL than any Mooney. I get it. Fellas, I'm not a prude, just would like this thread and MS in general to lean a little bit professional and classy, that's all. This thread about Mooney tail art was suggested by @carusoam and I created it in part to amuse him. If it grew to consist of a fantastic collection of interesting Mooney paint jobs, then some of us could use it as resource to discuss ideas with our significant others when it comes time to consider paint jobs. Some of us have significant others who don't appreciate what they would consider smut. I assure you mine doesn't. I hear that POA is rife with off-colored posts. Good for them if they want to be that way. I never visit POA and don't plan to. Many of us more recent MS members have learned so much from all ya'll and this is such a valuable resource. We have female Mooney owners here. I think we would do ourselves a favor to strive to not be a "boyz club" and be welcoming to females, be they pilots or co-pilots! That's my point, and I make it only with the best of intentions. I am not trying to impose any morality on anyone. -Fred

Disclaimer...................once again, the below text does necessarily reflect the opinion or attitude [well, maybe some of it! ] of the poster [that's me ]. It just made me chuckle a bit.