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Some of you may remember that I toyed with the idea of converting my M20F back to Johnson bar about a year ago. It was produced as a J-bar in December of ‘66, converted to electric for the first owner in ‘67, and stayed that way until the Coronavirus lockdown. The conversion back to j-bar went well, very straightforward operation and was a great opportunity to strip and repaint the control and gear pushrods, clean and lube all the rod ends so they are like new, and also super clean any oil and dirt from the underside floor. It was a really satisfying annual with gear conversion that stirred up lots of comments and questions from the airport drive by experts. I’m really enjoying the manual gear, it’s a big enough change that the airplane feels ‘new’ and exciting to me. Such a simple and wonderful design and the old girl dropped a few pounds as well. You all know what a Johnson bar looks like but I’ll post some pictures later because I’m really proud of the work. If anyone is interested in a complete conversion kit to electric gear, everything you need will be posting in the classified area soon!

I was in love with Mooney in my early twenties when I first got my PP. Unfortunately/fortunately life happened; wife (#1), two kids, 28 years in USAF, did not allow anything other than drooling. Fast forward wife (#2) sees me drooling over pics of Mooney, reading MS, and talking about a home built. One day she says “why don’t you just buy a Mooney and get it over with”. I think she was trying to give me a heart attack, almost succeed. Going on three years now, best decision she ever made for me.

From the overkill department, I bring you a homebrew powered towbar run by a cordless drill. I couldn't stomach the $1,600 for a commercial version, so built this one. It's s bit on the heavy side, but gets the job done. Wish there was somewhere to fly to these days..... Sent from my iPhone using Tapatalk

Guys, my wife tells me that I should tell you that she is right one. Sent from my iPhone using Tapatalk Pro

I knew I had a keeper when on her single day off per week she came out to clean my plane

I finally got my plane back after the avionics upgrade. This is my panel prior to the upgrade: Here is the scary midpoint of the upgrade...It was quite unnerving seeing the panel in pieces and I was wondering if they could put it back together: Luckily for me, they knew what they were doing and here is the panel today when I picked it up: The upgrade was precipitated by a failed KI256 during an IFR flight late last year. After much research and a pause due to the release of the GI 275 earlier this year (I briefly contemplated 2 GI 275s instead of the Aspen but opted to go with the Aspen unit and a GI 275 as backup as I felt the presentation and features on the Aspen were more complete and fit my flying better - and since the G5 was not TSO'd as a backup and would need a field approval which I did not want to risk during these uncertain times). The KI 256, KI525, RC Allen backup AI, magnetometer, KCS55A remote gyro, vacuum pump and electric backup vacuum pump and related wiring came out. This was replaced with the Aspen Pro Max with an EA100 for interfacing directly to the KFC150 and a GI 275 backup ADI . I also upgraded the 430 to WAAS to better talk to the GNS530W. This install saved 27 lbs!!

Mooneyspace members are doing a hellava job improving the fleet, as the process evolves comparisons to other brands seems futile. Solid sleek efficient fast technologically improved frames are tough to beat. Line up the competition do a complete evaluation our product it tough to beat. Take Bob’s E, Chris’s F Don K’s M many others the cross section and diversity of the fleet is awesome. Only if the company knew how to effectively advertise the greatness of the fleet they most likely wouldn’t be in dire straights. We need a few companies to take tired Mooney’s and properly upgrade sell at appropriate price points the sit back and watch them takeoff. Take Bob’s E compare to a SR20 including price point there is no comparison, do this from model to model you get the picture. As Anthony says GO MOONEY

I began my career in aviation insurance just over 10 years ago in April 2010. It now appears that light GA is more or less back up to rates seen in 2010. Some cases have higher rates, some cases have lower rates, but overall the numbers are about the same. What's interesting is while the rates are back to 2010 levels, there's definitely more stringent underwriting than I saw in 2010. Back then we could still get some crazy transitions done (low time, no instrument, no ME rating buying a Baron). Today I could get maybe 1-2 quotes for the more unique transition scenarios, and they would be very bare-bones policies, sometimes with significant coverage gaps - the kind where I have to put all kinds of **asterisks** in my communications with clients. The good news: Rates like these are more or less sustainable where you won't see carrier after carrier leaving the market, forcing you to change companies. The bad news: it's just harder to get stuff done. Companies want increases on their existing book and aren't too concerned about picking up new business. As always, feel free to reach out if I can be of any help or provide any insurance advice. Another *important* item: Now that the agency insures about 1% of the registered Mooney fleet , my wife and I say a big "Thank You" to MooneySpace for your support of Airspeed Insurance Agency. Our small business continues to grow and are hopeful to add a couple other producers over the remainder of the year (need some state insurance testing centers to open up!). Despite the uncertain times, we continue to add policies to the books and I'm glad that so many of you have deemed it fitting to trust Airspeed with your business. There are some exciting developments in the works that I hope to report on later in the year. I'm trying to piece together as many Mooney owners and MSCs as possible to get the best consideration possible and bring more value to our unique group! Parker Airspeed Insurance Agency 214-295-5055 (office) Parker@airspeedinsurance.com

I'm sure everything is removable... with the proper tools It's just that these particular bucket seats in certain year models are designed to be easily removed without any tools. I have these bucket seats in my Mooney. It takes me about 60 sec per seat to install them and half that time to remove them. You can have one or both seats installed as you need. When the seat or seats are removed, the frame of the seat back, folds into the floor leaving a perfectly level flat carpeted floor from the front edge of the spar to the back of the baggage area. For those of us who use Mooneys mainly for two people, these back seats are super convenient. It makes it easy to carry luggage, larger items, dogs, dog crates, etc. Also the seats are 13 lbs each so removing them is almost another 5 gal of fuel. I almost never have the back seats installed in my Mooney. They live on a shelf in the hangar. But if I need one, or both. It takes two minutes to install them. Now that I have a Mooney with these seats, I would hate to be without them.

My wife's and my first kiss was after her first flight in my F model Mooney. Later, after an accident in a Mooney while I was recovering in a level 1 trauma center in ICU, she arranged to marry me so she could stay with me instead of leaving her job after her vacation and sick time ran out. She has tirelessly volunteered to administer the Bill Gilliland foundation for downed Mooney pilots, consul and comfort widows and to help in all kinds of ways with the Mooney Summit. Alice, I love you sweetie!

I say getting into a partnership is the easiest part, everyone excited, it will only get harder. The hardest will be when someone wants out of the partnership or the person is asked to leave the partnership, I find this true in most contractual agreements. Have rules that are Very easy to understand, The exit strategy needs to be very simple and clear, you should NOT need an attorney for someone to exit the partnership. have partners that can easily afford the agreement, everyone follows the rules always, no exceptions, contingencies for people not following the rules( Not paying the monthly costs, not paying the hour rate, not filling airplane, not cleaning the bugs off, leaving trash in airplane, leaving on 1 day trip that turns into 2 weeks, not filling tires, not filling oil, working on airplane when not certified to to that work) It all needs to be written down and agreed upon. if you find an A&P to be a partner treat them right, that A&P is very important, needs to be paid or credited the Very close to the going shop rate that you would have had to pay had they not been a partner(its a cost your going to have either way) dont be a CB here My .02 No airplane partners but have HAD business partners and many written agreements with people.

Mrs Brown 1.0 was not the right one. Mrs Brown 2.0 is the best thing that ever happened to me and my kids. About six years into the marriage she made it even better. She suggested that since I've always dreamed of flying I should get my license and buy a plane so I could fly her to see the grandkids. I started lessons immediately. That was almost four years ago. I still think she's the best thing to happen to me and my kids.

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.

WOW - that stuff is AMAZING! So quick and easy to use and the effect is out of this world. Paint job is already clean and almost new - but this stuff makes it just that much better.

That is true, better to find it in my hangar than at a remote airport on a trip. I got the pump out and there is blue staining on the outside. It is a bit easier to pull the fuel pump on a Piper, but it was still easier than creating the shipping labels to send it to Aeromotors on the UPS website...

Ready...

The in-wing RCA Weatherscout radars could, on a good day, see a cell at 10-15 miles. The small antenna had especially poor performance in the vertical axis so ground clutter obscured most cloud returns. I doubt many remain in use. Some Bonanzas also had that radar option. Early PA46 Malibus offered that system 1984-88. PA46 Mirages were fitted with the pod-mounted Honeywell Radar starting in 1989 which usually can paint embedded cells 30-40 miles out and isolated storms at 80-100 miles.

If your objective is to be able to shoot WAAS approaches and already have a GNS-XXX what is available new that costs anywhere near $4,000? A quick look and an IFD-440 retails for $10,989 or almost triple. It only goes up from there plus install if you're going the GTN route. Is there one I am missing? it is not like they are charging $4'000 just to slap a software change to it, alot of the hardware is better and new. Are the Garmin GTN and Avidyne IFD series better? I think so. Are they worth the money? Only you can decide. To the best of my knowledge there is not an approach in the world that the latest and greatest navigation boxes can shoot that a GNS-XXXW can't.

I'll see if I can get a list together. If I had it to do over again, I think I'd downsize the steel tubes a bit. It's a little on the heavy side, although that helps hold the drive wheels against the nose wheel. Sent from my iPhone using Tapatalk

Hi there, The following is my understanding and approach to leaning, and I would be happy to get your comments on that: I refer to the M20J and the Lycoming IO-360. (The airflow in turbocharged engines is different, therefore the thoughts below do not apply). Rich of Peak EGT Lean of Peak EGT Combustion process limited by the air/oxygen flow into the engine. Combustion process is limited by the fuel flow into the engine. Air flow is proportional to power. Fuel flow is proportional to power. Air flow is approx. proportional to the product of MP times RPM, for a given engine displacement. For the IO-360, fuel flow (in gph) times 7.5 yields power in % of rated power. (The lines of constant MP x RPM are almost identical to the lines of constant MP + RPM/100. The latter is easy to compute and is called the "key”.) (To multiply by 7.5, simply multiply by 5 and add 50% of the result). A given key is a "code" for power. 57=100%, 54=90%, 50=75%, 47=65%, etc. With a given fuel flow, a higher "key" from the ROP just means more air and thus a cooler engine. Excess fuel does not participate in the chemical reaction and thus cools the engine. Push the mixture in, you get a cooler engine. Excess air does not participate in the chemical reaction and thus cools the engine. Push the prop and/or throttle in (and readjust the mixture for the same fuel flow), you get a higher “key” and thus a cooler engine. With that in mind, I fly LOP like this and get a cool and clean, hopefully long-lasting engine: Below 4000ft with full power (typically in climb), full rich. The following applies only to 4000ft MSL or more, when %BHP is <=75%. Full throttle, RPM as desired, and use the mixture to control power. Tune it to a fuel flow not higher than that indicated by the table. A quick and easy way is to push the throttle wide open, read off the available MP, choose RPM as desired, compute the "key" RPM/100+MP and then look up the corresponding LOP fuel flow from the table at the very bottom (the two rows in the bubble). It's just important to keep below 10.1 gph as that corresponds to 75% BHP. Above that, go full rich. I do not check EGT for leaning in cruise anymore, instead simply use the table. And watch my CHT. I usually end up with 300-340°F in cruise, cowl flaps closed. Remarks: At Peak EGT, the chemical reaction is complete, no excess air or fuel leads to a maximum thermal efficiency. I do not believe that a faster prop shortens the engine lifetime, at least not for the IO-360, where 2700 continuous RPM is permitted, and because faster means lower forces. Nevertheless, I don't like the noise with 2700 RPMs continuously, so I typically use 2600 in cruise and even lower when flying low. When flying LOP, you should also get less CO (since the combustion tends to be more complete) and thus also lower risk from CO intoxication in the cabin due to a broken heat exchanger or cabin leak. While I do not use EGT for leaning in cruise, it is critical for something else: the mag check at runup. When switching from both mags to a single mag, EGT must rise on all four cylinders. If it doesn't, check the mag and/or the corresponding spark plug. Feel free to comment on this approach. I hope I'm not preaching to the choir.

Nice! I'm on for the 18th to drop mine off for a much needed upgrade to an Aspen 2000 system. Can't wait. And, I will be removing some similar equipment, so it's nice to see that much in weight savings!

Openasapp.com is what I use. Lee

sim20-23a.pdf

I bet it wouldn’t be that tough to get to the DER approval. Would make for a very unique 252!

I almost wish that conversion was available for my 252. You gotta love a good Johnson bar

Seriously, my wife doesn't really like to fly, but nevertheless flies with me because she likes going places. So she enthusiastically selects places to go, and she fully supported me buying a Mooney. She also acknowledges that it is a beautiful airplane. In return, I am trying to always make a trip a nice and smooth flight and an overall enjoyable experience. By the way, no funny flying, no stalls or steep turns or the like, the more boring the better with a non-pilot wife.

I discovered the opposite even before the iPad. Or panel GPS. Not that I would treat it as anything other than emergency, but I used to periodically fly partial panel with my ancient 396 handheld. I always felt that my basic aircraft control was decent but my issue was the reliability of my rollout in turns. Needing to calculate degrees to turn, then divide by 3 was an oversaturation event. The little HSI page on the 396 made a big difference. It was funny. The first time I did it, my friend with whom I had a standing date for currency flights, didn't realize what I was doing and couldn't figure out how a task which was difficult for me suddenly looked easy. As an aside, I suspect the biggest problems with real partial panel come down to lack of recognition, inability to disregard the bad indications without a cover, and thinking it's OK. My three takeaways. Use the tools you have in an emergency. Learn how to use those tools before the emergency. Don't think you are so good (with or without those tools) that you don't treat it as an emergency.

Good indications from all of you...good relationships, indeed! My wife fully supported buying our '66 E last year and she's a very participatory passenger. In fact, she's more than just a passenger - she's watching our progress on her iPad, she leapfrogs from nearest airport to nearest airport getting ATIS/AWOS info, she looks up and dials in destination airport freqs, and she helps with traffic watch. I'm very lucky, too... and no pillows so far @Air pirate

Awesome!

It’s really a cover for a hole in the panel. The placard says GNS 530 & GNS 430 GPS systems approved for IFR use enroute, terminal use, and for Non-Precision Approaches I was confused when I first saw it and checked the logs for any limitations until I realized that GPS approaches are non-precision approaches!

You mean the chart wasn't enough? LOL Thank you for "nice details" comment. I do try... Here are some pics of the tube... I made a couple of small mistakes, but nobody is perfect.

I stand corrected! Thanks for pointing that out.

Negative, captain... There is no waiting on that one... Fuel pumps are important for flight... That drip occurs when something is no longer working as expected with the pump. Could be (one of the dual diaphragms has broken... mechanical pump), or it needs to be re-sealed (electric pump)... Stuff wears out... and has a back-up... this one is now running on its back-up... Pull and send out... it comes back like new in a few days... What looks like a drip every few seconds.... have somebody sit in the cockpit, and turn the pump on... from the outside, you can see how much fuel actually gets pumped on the floor.... PP thoughts only, not a mechanic....

The biggest reason for me considering a partnership in order or importance are: 1. I have not owned an aircraft before (besides a quicksilver ultralight I bought/rebuilt back in high school.) The ideal partner for me, would be someone that I can learn the ins and outs of aircraft ownership from. Honestly, I am a little concerned about jumping into ownership headfirst, and I think a partnership could be a good way get my feet wet. 2. It is very difficult to find hanger space around my area. 3. Although I could afford the aircraft, fixed costs, and operating costs on my own, it would be nice to be able to reduce those costs if possible. My wife and I have our first child on the way, and any large budget items are a negotiation. I could probably justify spending a little more up front on a nicer/better equipped aircraft if my costs where shared. Additionally, I don't think the con's of a partnership are that big of a downside for me right now. I don't have a need to take the aircraft on short notice, so scheduling conflicts are less of an issue for me. My use case for the aircraft would be to fly enough hours to maintain currency and proficiency, and to make a few cross country trips per year to visit family or go on a vacation. I make my own work schedule, and can work from pretty much anywhere with an internet connection.

NexAir Avionics. If the 430W upgrade is $4500 the trade up to a 650 is only $3,000.

The Garmin upgrade is actually now $4500 not $4000. Let's say you could sell a GNS 430 without getting it upgraded for $3000. You should be able to get an IFD440 for $10,000. I'd rather spend $10000 for a much more capable product and sell the GNS 430 for $3000 than spend $4500 and have a much sooner orphaned GNS430W product. if you compare it's only $2500 difference ($4500 vs $7000). Spread that over the next 10-15 years and it's easy to justify.

“Talk to a connectivity consultant“ does sound out of the budget for my 66 E!

Would like this post twice if I could. Thanks for the write up.

do you have any drawn out plans, list of materials, etc for this build. I'd be interested in making my own too and would love the information!

Another Liquid Wrench fan. My wife would probably divorce me if I tried that Little Rock product...

No flaps, half flaps, Full flaps. All just tricks in the bag to pull out when you need them.

And this is why kids are expensive. Cheers, Dan

Yessir! Sometimes I wake up in the middle of the night, look over and see her, then I just high five myself and go back to sleep smiling.... Sent from my Pixel 2 XL using Tapatalk

Was a Kroil guy for a long time. Had a salesman walk into my shop with a spray can with a corny label on it. He had a bolt he was holding upside down an he squirted some where the head an shank meet an I watched that oil climb up the bolt. It also foams for a bit vs just running off. Dosent have the Fancy smell like Kroil, an doesn't stink like PB Blaster. Better than both in my opinion

@shawnd well, I lucked out with my m20f because someone else jumped on the plane I was trying to buy. As for handling, it’s not the length, it’s the wing loading and CG. My Rocket feels like an Ovation and my M20F feels more like an RV. I’m guessing you’re out west and need a turbo to get above the thermals. I don’t know your level of experience; I consider the Rocket to be an airplane to transition into from something similar and slower. In terms of operation, I have to do less stuff than I do with the m20f because automation is there with the autopilot and better avionics. At the same time, things happen faster and it is a less stable airplane; I’m guessing because of the weight and CG. The one noticeable difference is that you have to push the M20F to accelerate while you’re in the yellow, and you have to consciously work to slow down when you’re approaching the runway threshold. The Rocket is the exact opposite. When you get into the yellow and are descending, she wants to accelerate towards Vne, and when you’re on approach and drop below around 90kias, you have to either have an uncomfortably steep approach or carry power. In the M20F, you can chop power on downwind and land where you want to.

They did this in San Marcos while I lived in TX. $1 100ll for like a month. I knew a guy (UPS pilot and USAF reserves pilot no less) who flew his Cardinal there weekly (15 minute flight) for a fillup and then empty his tanks by siphon into storage in his hangar. Only an airline pilot...

Shut up @Oldguy.

Hey guys-I'm the one that makes the Mooney shirts and I thank you very much for your orders! The t-shirt business is really just a hobby for me that buys me a few gallons of 100LL for my beautiful '62 M20C! I have a couple videos of me in the Mooney dogfighting a Glasiar on my YouTube channel called "Kitplane Enthusiast". I also have a few other Mooney videos there too if you are interested. I bought my Mooney exactly one year ago and so far I've added a GTX-335 with ADS-B, a JPI engine monitor, new pucks, and I'm working on installing a new AirTex interior. Thanks again fellow aviators!

“landing in a golf course with no engine and no clearance “ Shame on him...... such a rebel !!

That was one of the great comments on the video. And I agreed that's a good alternative. The thing about these navigators is there is always another way to skin the cat. In this scenario, I wouldn't worry too much about the kink. We - the pilot and ATC - are not that concerned with being a few degrees off. With good old VOR, our tolerance is going to be up to 8 degrees when comparing two VOR (4 degrees of each other), we're not that concerned with obstacles, and ATC is far more interested in hanging out than exactitude. I'm really pleased the video has engendered this kind of discussion, both here and elsewhere. That's what it's really all about.