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In my biased opinion, it's a pretty nice looking airplane.

My local A&P is my wife so I make her dinner or something. Lol

IMHO the most important thing is to have a close relationship built on mutual trust with an A&P/IA. An A&P who doesn't have that trust in the owner will be worried about everything they do, often resulting in super expensive annuals, and invoices way out of proportion to work requested. And I can't imagine getting into an airplane recently serviced by an A&P I didn't trust. And along with that trust comes a trust that the costs/rates/charges are all appropriate. I have only rejected invoices a couple of times, but each time was to ask them to ADD time and charges that were left off and I knew should have been on the bill. It helps if the A&P is also a Mooney specialist and so isn't learning on your Mooney. Without a close, working, trusted relationship with a Shop/A&P, I couldn't own an airplane. The right shop and the relationship is much more important than the cost. And one other note, I don't think it's a good idea for your first interaction with a new shop to be an annual. They don't know you and you don't know them. That's a recipe for an expensive annual as you both try to understand the other's concerns and motivations. If I was going to start with a new shop, I'd start with the first oil change after the annual. And then slowly work into the relationship so that when it's time for the annual, we've been working together for a full year. Now you know them and they know you, and you'll know much better what to expect coming out of the annual.

Simply put for dummies, fly the M20J at 120KIAS from climb to descent for the best bang for the buck. Climb full power at 120KIAS for good speed and cooling. Cruise high enough that you get max TAS while WOT at 120KIAS at 2500RPM at around 8-9gph. Power back to descend at 120KIAS till it’s time to put the wheels down. I don’t do any math while flying, I just fly 120KIAS the entire trip and then AOA on final.

See, now you've gone and asked for it. How high do you want to fly? Because you can do better than that. Up in the flight levels the 252's are very efficient.

The 252's got loaded up with lot's of goodies. It's a strong platform, lot's of electrical power which allows for lots of gadgets, redundant alternators which allows for TKS or even FIKI. And so a lot of them are quite heavy with stuff. My 252 was similarly loaded down with two or three of everything in the panel. When I was looking at 252's to buy, I was figuring in my head, how much useful load I could get back by cleaning up the plane, panel, and doing the Encore conversion. With most Mooneys, the useful load is what it is. But the 252's have a lot of room to get back useful load. On another note, I surveyed quite a number of 252 owners before buying mine. Every owner I spoke with, all who shall remain nameless, said they flew their 252 at Encore weight prior to completing the upgrade. Rocket owners seem to fall into the same category. And finally, while the 231 with an LB engine with waste gate and intercooler is much improved over the original 231 with the GB engine, they still aren't a 252. They can't be upgraded to the Encore with the UL increase that goes with it. They still have 14 volt electrical systems, aren't eligible for TKS, don't have the nice cowl flap, or the redesigned, better cooling cowl. They also don't have the 28,000 ft ceiling. And finally, you still have to manage the throttle so as not to over boost on takeoff or other times. Now are these things worth the premium asking price of 252's? Some of us think so, others disagree. I'll just say that when I used to own an M20C, I always wished it was an M20E. And so buying an M20K, I didn't want to take off in a 231 each time wishing it was a 252.

Just picked up N6887N from Moyer Aviation! N6887N is back! I go over the Dynon SkyView in my hangar. Next overview is in the air. Thank You Dynon and Moyer Aviation for really making my dreams come true and doing such a great job. Thanks for your support! Subscribe to PilotFun101 Films: YouTube.com/PilotFun101 Proudly Sponsored By: Special Thank You to - Moyer Aviation http://www.moyeraviation.com/ Bose Aviation - https://www.bose.com/en_us/products/h... Proud Partners: Special Thank You to Dynon Avionics - https://www.dynonavionics.com/ (Best All-In-One System) Elevation Adventures Flight School - https://www.elevation-adventures.com/ Use Promotion Code PilotFun101 for 10% off all courses!! GoPro - https://gopro.com/en/us/ (HERO 5 & 7) Foreflight - https://foreflight.com/ My Favorite Aviation App for Pilots Aviation Oil Outlet - https://aviationoiloutlet.com/ Best prices for pilots (FREE SHIPPING) E-mail - PilotFun101@gmail.com Follow me - Facebook - https://www.facebook.com/PilotFun101/ Instagram - https://www.instagram.com/pilotfun101/ Transponder - Lynx L3 - https://www.l-3lynx.com/ Best All-In-One transponder for pilots. GPS - Avidyne IFD540 - https://www.avidyne.com/ Check out aviation fun stuff on Amazon https://www.amazon.com This Video is for entertainment purposes only and is not to be considered flight instruction in any way. Please contact your local CFI for flight instruction. #DynonCertified #PanelUpgrade #MooneyM20C

There's my boy! https://northcountrynow.com/hometown-photos/potsdam/sounding-taps-potsdam

Look cool in a Beech Duke

MOST of the time I am flying alone, years ago my wife decided she wanted to go up to the cabin for a long weekend for the fall colors. We arrived at the airplane, I pre flighted and she loaded some small packs in the rear seats. She went into the FBO to the latrine and I was going through pre start check list. I started the engine, called control for a Northwest departure and was cleared to 15 with a left turn to the Northwest. taxied out, performed a run up, took the active and took off. Climbing left turn on course about 5 mins out I hear the tower call me and say Arrow 84E, we just got a call from the FBO, your wife is waiting at the ramp", I replied "Thank God, I thought I'd gone deaf". Arrow 84E cleared for expedited approach straight in 15, cleared to land". I figured the tower knew I was in for it.

I’m a newbie, just joined the forum yesterday, my “hello post”, think I found my Mooney, it’s up in NJ. The guys at Air-Mods & Repair Inc. are selling it. Do you guys see anything wrong with it? @gsxrpilot was nice enough to spend some time with me tonight on the phone giving me all the ends and out of the different models and such. Great guy! I’ve got smoke coming out my ears. Appreciate any wisdom you guys can throw my way. This will be my first plane ever! Super excited! So glad I joined Mooneyspace!

Delaware to Bossier City, miles of farm land in Tn, Ms La , typical LD flight instrument take off, calm mild for 4-5 hours then all hell breaks out, shot RNAV12, 120/ 15 g25, great to get out for first time due to covid. Remember during these long boring flights in unstable air thunderstorms abound to brief and rebrief the approach’s. Don’t let complacency step in, the only job will be to put it on the ground in one piece, pay for a hanger and put it to bed. Got hit with big gust and went upside down Happy Memorial Day

Well, it looks like I'm in the market for a 310. We found the the airplanes we were interested in at the field. A Seneca, a Baron, and a 310. My wife likes the 310. The Baron is nice, but very narrow in the cabin. You can see in first pic just how narrow compared to the 310 or the Seneca. She didn't like the Seneca. It looks big in pictures, but when you get up close and look, the backseat passengers with club seating would be playing footsie the whole flight. From my perspective, the nacelles are MASSIVE and look very disproportionate and I can see there being some serious visibility problems. She's actually been in a 310 before and liked sitting in the middle row. We'd likely pull the back seats anyway and just have 4. Leaving oodles of room for just about anything. Her final decision was 310. And if the worst thing in my day is that my wife wants to buy me an airplane, well, things aren't too bad. Pic 1 - Baron Pic 2 - Seneca Pic 3 - 310

Carson's speed explanation for dummies: 1.3 x Best Glide Speed

O’Malley and Reilly were painting a building across the street from a house of ill repute. They noticed a local pastor carefully looking over his shoulder before quickly ducking in. “Tsk tsk, can ya believe that Reilly?” O’Malley clucked. “And a man of God, no less,” Reilly responded. Twenty minutes later, a local rabbi, his overcoat collar turned up to shield his face, walked by twice. Satisfied no one was watching, he too ducked into the house across the street on his third pass. “And a man of the cloth, do you believe it, O’Malley?” O’Malley shook his head slowly. “Shame, for shame, Reilly.” A half hour later, they recognized Father Murphy of their local Catholic church. “Look there, Reilly!” O’Malley exclaimed. Reilly nodded and clutched his chest in surprise, “One of those fellas must have had a heart attack, and now Father Murphy is there to administer last rites!”

Curses! My ploy to deceive everyone by sharing my obviously fake still photos of 350 airframes has been foiled. For most people, this would be a wake-up to decency, a call to reform heretofore evil ways, and devote oneself evermore to good and decent pursuits. But, like any self-respecting supervillain, I shall simply up my game, as it were...I shall release is an even better (photoshopped) video of said 350+ airframes, all part of my sinister plan, which I shall reveal in hideous detail to the hero even as I condemn him/her to a gruesome, yet painstakingly slow, demise. I shall release the video ... for the payment of ONE MILLION DOLLARS...or a pm with your email and I will share it with you. In the video, please note the detail, the sunlight and shadowing, even the accurate (per FAA registry) N numbers depicted on the hundreds of idle aircraft ... or are they? Bwahahahahaha!!!

translation - a comfy 72 degrees

Hello All, I'm a longtime lurker, finally introducing myself. I just completed the worlds longest PPL training. Started in high school, briefly interrupted by, college/wife/kids/career and now complete 39 years later. I'm a Colorado native and love to spend my time outdoors. Now going to 14,000 is MUCH easier! I'm interested in gaining experience by watching others. Anyone flying out of Centennial (KAPA) or going by, let me know as I'd love to fill the right seat and see how you do it! Long distance is Ok. Particularly anyone working on IFR currency/approaches etc. I've reached out to @Denver98 and @gsxrpilot directly. Anyone else in the area? Jeff P.S. I will buy lunch!

I always give my son a hard time when he does something which (predictably) would result in an undesired outcome, but then gets upset when it happens. Yesterday, it was my turn. I was leaving MOD yesterday and it’s been pretty hot there (90-100 F) recently. I was by myself so I finished the preflight and went through my checklist and set it down next to the Gatorade bottle on the passengers seat. I had the door propped open so I wouldn’t get cooked and to my complete surprise, as soon as the engine started the door swung open and I saw my checklist fly right out the window and out of sight. I made sure the parking brake was on and stuck my head out the window to make sure it wasn’t stuck on a control surface and then decided that I suddenly had made up my mind on the checklist vs flow debate and had an uneventful trip home (after tower reminded me I hadn’t set the transponder). I told my son about it and his response was predictable: ”Dad, what did you THINK was going to happen if you put a piece of paper next to an open door?!” Anyone else feel like confessing their acts of genius?

I had a leaking valve box return line. So after repair went for a fly. Noticed that the #1 cylinder on the fancy Dynon engine monitor was not like the others. But engine was running good so kept going. Show up at annual and we found that the MP line was leaking. So moral of the story Engine Monitors are good. Just have to know what they are trying to tell you.

I was told a long time ago “Learn from others mistakes, you won’t live long enough to make them all yourself “

I do a lot of antique and collector car work on the side, I was shy about charging for work, then it became all consuming. I started charging, nobody went away, they we actually very happy to pay. Over the yrs I have steadily raised my prices. Only lost the cheapskates and those that wasted my time or didnt value my time.

New to airplane ownership, so take it for what it's worth. But I'm not 100% sure that the hourly rate is really the driver. Of course competence and all that, but more importantly to me, philosophy and willingness to work me in and spend time with me. Mike Busch talks about Maximalist vs. Minimalist. To me, it's more about creative problem solving and being owner-friendly. My guy is $80/hr (maybe $85) but I never feel ripped off.

Wow think there’s enough planes on the ground

I do my own work, so I listed less than $25 just so I could see the results. Is there a way to see results without throwing off the results?

https://cafe.foundation/v2/pdf_tech/MPG.engines/AIAA.1980.1847.B.H.Carson.pdf

Here's how I did mine:

I think personally its a tad bit high on price.

Vortex generators might not be a bad idea either if the plane is going to be based at a short field. Mine dropped the stall speed by several knots and they are really helpful in crosswinds.

Well, you’re actually not doing enough contact tracing and given the high number of positive tests, you’re not doing enough testing either. Reopening businesses isn’t the problem. It’s reopening then and not following the guidelines to reduce disease transmission. I fully support reopening businesses but if you reopen them by having a restaurant full of people and no one is wearing a mask that’s not really a “fact based and rational” approach. Lets see where your rates are in two weeks and we can continue the discussion then.

@201er is the hypermiler champion around here. Ask him to explain Carson's speed to you. No one goes further on less gas than he does.

Touch and goes, C-172 with 40 Flaps. About 10 hours on my ppl. Flying on a warm day, 4500’ elevation, shortish runway with a “portly” high school friend. After the t&g, she didn’t seem to want to climb out of ground effect. Ran out of runway, using sage brush ground effect now. Saw power lines approaching. Also caught an obstruction in my peripheral vision as I glanced left. Flaps! Milked them up so damn carefully while contemplating going under the lines. Just made it over. Buddy didn’t even know until we landed and I came clean. “Huh, yeah, we looked lower than usual.”

Im gonna go ahead and add 2 options. Number one being a twinkie. If you look on beachtalk, theres a whole debate on how the twin commanche is one of the only twins that has the same maint costs as a single. 170 knots around 14 to 16gph. Great useful loadgood range, decent cabin. My instructor used to have a TN'd one and he loved his. And bulletproof engines. Number 2 being an eagle. Ive flown mine with 4 full grown people multiple times. I think its quite comfortable and it still has an amazing range and and useful load. Mine has 1216 lbs useful load which isnt the the norm but most of them will have a plus 1100lbs useful load easy. Id guess a family of 4 with 2 yound kids comes in around 550 to 600 lbs. Thats 75 gallons of fuel for a range 4.5 hours at 13 gph doing around 175 to 180knots.

A Seneca or Aztec will fit in the standard 40' wide tee hangar. They will give you the best value and most utility in light twins too, without eating your lunch like a 310 or Baron will. People mistakenly obsess over the cruise speed, when the fact is, the difference in time on an 800 mile max range trip between a 185 knot 310 and a 170 knot Seneca or Aztec is measured in minutes. 30 minutes to be exact. Of the three, the Aztec has the biggest cabin, the most comfortable seating for everyone (not just the pilot), the most baggage space, the lowest total cost of ownership, and the most reliable engines. And it only needs 2000 feet of runway, opening up a lot of unique destinations that a 310 can't safely manage due to its' split flap design. Given today's market values, many piston twins cost the same (or less) to own and operate over a ten year span due to the lower acquisition cost compared to a high performance big single. You can buy a really nice Seneca II for half the cost of a Saratoga. In return you get more useful load, more baggage space, and an extra engine for overwater, night, and instrument conditions. That's why I've been flying light twins for the last 20 years. The value proposition is hard to beat.

This is a good thread.

Casey....I can't tell you when Garmin will have the GFC500 certification complete, but I do know when the short body installation and testing is set to begin. I have the E model that they are going to use, and will be delivering it to them some time this week....weather permitting. Should be done by fall if I had to guess.

Had another genius moment today. I was cleared for immediate takeoff with a Cessna on final and I always pull the yoke all the way back and let it come forward slowly when I’m taking the runway for departure because that’s what I see all the corporate pilots on YouTube doing. Well, this time I noticed that it was really “stiff.” I thought that was really odd because I’d just tested the controls and they were “free and correct” and then I looked down and noticed the AP was “on” instead of on flight director. I don’t know what would have happened if I’d tried to take off that way but I assume it would have been unsettling. Spoke to my wife about it afterwards (I was alone) and she found this website for me which looks pretty interesting: https://www.mindfulaviator.com Stressful time right now. Would have been disturbing to have two ER doctors killing themselves in airplanes twenty miles away and a week apart. Stay safe out there!

Sorry to be late to the party here but that's my post that you took the screen shot from. I got the multiplier from @kortopates specifically based on the compression ratio of an IO360 engine. By the way, the multiplier for the TSIO360 is 13.7. I didn't read every post closely through this thread, but let me clear up a couple of things... If you are running on the Rich side of Peak EGT, then by definition, you have excess fuel already and so % HP will be determined by the amount of Air which in our case is measured as Manifold pressure and it controlled by the Throttle. The Mixture has nothing to do with % HP as long as you are ROP. So the formula doesn't work for any situation where you are ROP. If you are running on the Lean side of Peak EGT, then by definition, you have excess air already and so % HP will be determined by the amount of Fuel which in our case is measured as GPH and is controlled by the Mixture knob. The Throttle has nothing to do with % HP as long as you are LOP. And therefore the formula, as you worked out, will give you % HP for any MAP/RPM combination... as long as you stay on the LOP side. But surely the MAP and RPM have something to do with something??? Yes, MAP and RPM can effect how far or how many degrees you are on either side of Peak. Here are some examples. These are made up numbers but hopefully they explain the effect of MAP and RPM on LOP... Assume 21" MAP, 2500 RPM, and 8.75 GPH = 65% HP and 30° LOP Then 23" MAP, 2500 RPM, and 8.75 GPH = 65% HP and 40° LOP (Here we've increased the MAP which adds air, thus leaning the mixture further, and therefore going further, more degrees from Peak EGT) How about 19" MAP, 2500 RPM, and 8.75 GPH = 65% HP and 10° LOP (Here we've reduced the MAP which removes air, thus richening the mixture and therefore coming closer to Peak EGT.) So what about @Ibra scenario of 29" MAP, 2700 RPM and 8.75 GPH? This still equals 65% HP but so far LOP, probably close to 100° on the Lean side of Peak EGT, that the engine might not run. The formula works as long as you're on the Lean side of Peak EGT. I hope this helps.

The 252 in question is mine. The previous owner (now deceased) was one of these guys that couldn’t let a year go by without adding another mod or upgrade to his airplane. Some of the stuff he put in I just shake my head about. Others, I silently bless him for. Monroy tanks were added before the TKS, so at that time they would have been useful if you REALLY wanted to spend 10 hours in the air! I have never totally filled them for obvious reasons, but I did fill them as far as I could just once. That was after having the tanks re-sealed by WeepNoMore in Wilmar MN. I drained the TKS and removed the rear seats to do it and was able to board 95 gallons. Normally I fly with 60 - 70 gallons on board because after 4-5 hours, I really want to get out and stretch. With the wife on board, her limit is 4 hours, which we can do comfortably with baggage and IFR reserves. (Neither of us are very big) The TKS and the two of just about everything avionics and instrument-wise? Now those are worth the weight to me. I have been kind of spoiled by the high levels of redundancy in the airplanes I flew for a living and I like to have backups that when I fly IFR. That being said, it is definitely not an airplane for loading a family of four into and going any great distance. My mission is normally about 600 miles with one or two people. For that, it shines at 170 knots @ 10 GPH. I am planning to pull the listing soon as COVID19 has changed my retirement plans and I think I will hang on to it for a few more years.

The method of operation is WOTLOPSOP, which stands for Wide Open Throttle, Lean of Peak, Standard Operating Procedure. For an NA engine you would leave the throttle wide open, you would not manage MP with the throttle at all. You can bring the RPMs back if you want. You might try 2500. I use 2450 in my engine it just seems to like that speed. Then percent horsepower is managed entirely with the fuel knob. The simplest method is the Big Pull, you pull the mixture back until you feel a drop in power, that means you are on the lean side of peak. In the OPs case, he could just go straight to 8.7 GPH, that would do it. It is important to understand, though, that lean of peak or rich of peak operation are a fuel/air ratio, not a fuel flow number. We use handy things like fuel flow to get to a LOP setting quickly. But it would be possible to be at a setting that is not lean of peak in an NA even though fuel flow is 8.7 GPH. The way that would happen is that as the aircraft ascends the MP changes, it goes down. So if you start with an 8.7 GPH fuel flow at sea level, making 29”, and you ascend to, say, 18,000 where the MP is 14.5, and you leave the GPH at 8.7, you are probably now flying with a rich of peak or near peak fuel setting. The fuel/air ratio has changed. I know you probably can’t get to 18k, I used it for this example because the math is simple, the ambient air pressure is 1/2 ATM. The point is, if fuel flow stays the same (8.7 GPH) as the aircraft ascends, the fuel/air ratio moves towards peak and then rich of peak simply because there is less air. I would not worry too much about it though, the engine probably has not exceeded 65% of its rated HP and you are not hurting it, you just are not LOP anymore. This is why we like to use an engine monitor to make a LOP cruise setting, or a ROP cruise setting for that matter. I would be a little concerned if you were to go to, say, 15k, whether you are running the engine too rich at 8.7 GPH and messing up your plugs. I don’t know, I don’t fly a J. 8.7 GPH is a handy way in this instance of making a setting for use in the lower altitudes.

Realize that the IO-360 has a ton of detonation margin. IIRC, there is a test stand graph where they measured detonation at full power leaned for best power, and only at full power at CHTs>400degF was there the start of light detonation. Anything less than full power or those temps there was none detected. For the life of me, I can't find a copy of those graphs, though. If your CHT's run abnormally hot, those limits might be important, but if they're average, those are pretty conservative. I have a fairly cool motor and I've run 9.5 gph while LOP without high CHT's or evidence of detonation on annual borescoping. IIRC, the 14.85 number is for 8.5:1 compression ratios, so in theory the IO-360A3B6D would be something like 15.2 for the 8.7:1 compression ratio. That means your theoretical 65% power is slightly lower, around 8.6 gph while LOP. The conversion factor also does change with how far LOP you are, so it's not perfect anyway. Incidentally, upgrading the JPI 700 to a 730 is relatively inexpensive and takes 5 minutes for your A&P to install. The screen is larger and the visual depection is more effective than the 700.

It was a comfy 22 degrees, in the sun at the beach it felt like summer!

There's always Brittain, that's what is in my C. They pop up for sale from time to time. Works well, inexpensive and AccuTrak will fly an approach pattern while you manage airspeed and altitude.

My membership in the Stupid Pilot Tricks Society involved putting a full size bicycle into a 1964 straight tail C-150. I found that it would work as long as the passenger window was left open and the handlebar would partially stick out into the 100 knot breeze. Of course when I went home after several days at the beach, I forgot about the need for the open window, and slammed the passenger door closed, destroying the plexiglass window. As an early adopter of the CB concept I decided I didn't need no stinkin' Cessna parts, and made my own window from a piece of sheet plexiglass. Sadly, the IA who did the next annual didn't share this opinion and yanked my homemade window out.

Taking off with the pitot tube cover on is a great way to practice a partial panel landing.

Should you ever want to alter the earth’s rotation by applying full power with the tail tie-down still connected I’ve found that it doesn’t work. Confirmed by multiple witnesses.

@carusoam Thanks Yeah, I'm mostly a lurker haha.

Realistically 2 or a g3x and a g5

Use caution checking out M20As... Their natural composite wings are silky smooth.... with no bumpy rivets... Mooney had composite planes long before it had aluminum ones... Wood... Nature’s composite material. -a-

I have NEVER left a rudder lock on, taxi over chocks (twice), started a start sequence with the inlet plug and prop tie on, left an oil door open...... fortunately all have been caught pretty quickly. Just last week, my wingman, (we fly in groups of 2 at work) left his cell on the float (amphib). Realized at some point during our 4 hour sortie. We got back, and he took off for a "walk". found it sitting right on the white centerline of a very busy fire base, not a scratch on it. How a 100,000lbs airtanker didn't smash it like a bug, I dont know.