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Ya, not sure how @M20Doc gets missed in this list. He contributes more for free as one of the most informed, experienced, and reputable contributors on this list!!!! And does so recognizing he will not see any business from his contribution !!! Tom

First international trip post lockdown (politics start-Europe is not a country and UK is no longer in EU-politics stop ), I took M20J down to Paris then the Alps, the plan was to fly to Lugano & Lake Como but I had to stop the show at Sion due to weather, still it was fun flying along Mt Blanc from all Swiss, French and Italian sides This was the first time I took a Mooney for valley flying, usually I rent Cubs or Jodels from nearby flying clubs and get checked but not that many local instructors are keen on dual flying these days, still the M20J did fit the Alps mission plus the quick commute to Paris & London... Route: Stapleford-Calais-Cean-Toussus-Annemasse-Sion-Chambery-Toussus-LeTouquet-Stappleford GH010351.MP4 GH010280.MP4

Clearly since @gsxrpilot moved to from Texas to Colorado he has been smoking something other than brisket. To include my name in with the caliber of the others in that post makes me lose all confidence in him.

Flow divider was serviced and found bits of hose contamination. This is the flow test after service and install. She runs great now, no leaks, prop cycles, and Both CHT and EGT temps look good on two short run ups. One final inspection in the morning and she goes for maiden flight when it’s cool and smooth.

But I’ll do it in style!

Not a reply to you Hank - just what you said got me set onto this usual thought: The risks of the road are very different from the risks in the air. On the road we are so beholden to the sanity, skills, and attention of the others we share the road with. Car-motorycycle-bicycle and even pedestrians have come to bad endings while doing everything right. I ride my bike VERY defensively always assuming I am not seen but still...I know there is a major risk - knock on wood - likely worse than anything airplane...again knock on wood. In the air, our risks are often self made in terms of what kind of conditions we launch into, and what kind of machine risks we assume in terms of maintenance. A much smaller fraction, much smaller than on the road, of the risk is the freak incident such as a unforeseeable mechanical incident or perhaps the behavior of others leading to say a mid-air or perhaps a bad command by atc. Those are much smaller likelihoods especially in fraction.

You need to ask? He wants to hang out with the cool kids!

Since the sport bike seems to have infiltrated another thread and since this is my thread well yesterday we took the FZ out for a ride. Cycle World calls it one of the best bikes ever made. Canyon carving hard excelleration 10.5 q mile and all day comfort strikes the perfect balance. Been riding all my life and if I had to choose between flying and riding lets just say would be a tough choice.

I had a sport bike in college. I still haven't told my mom - a Kawasaki GPZ 550 - PLEASE don't tell my mom - she would kill me.

Well after a 18 year hiatus from flying I'm baaack. All kids are out of college and ex paid off. Figured what little I could come up with after all that wasn't going to spend itself. If memory serves flying is one of the quickest ways to depart with it. I will be getting some financing and wondered a good route. I joined AOPA today and believe they have some resources. Close to a contract now. Most of my previous ownership was Skylane which was a good ship till we outgrew it with more kids. After a lot of research and not much need for cabin space it just seemed like a C or an E was a screaming value. Appreciate the forum already and just a great resource.

As we say around here, Clarence is good people!

Yes. They do - and have - caused damage to the covers. With regards to LED replacements, several folks on here have created their own. If you want to go the “official”, more expensive route, Whelen Engineering (now WAT Aerospace Technologies) is developing the Model 70303 LED replacement. After several years’ waiting, this is welcome news to many here who have expressed interest. Barring any issues, the replacement should be released “sometime in Q3 or Q4 2020”.

The OP has the option to put eyes on, and chooses not to. Others feel it is more important to put their eyes on a plane than a mail order bride. Its a risk decision mitigated by the professionalism of those you hire. Some can take the risk without the anxiety, others, not so much. Its everyone's option just like the amount of insurance they feel they need.

Old thread but I thought I'd offer some pics. I used scratch off and I'm very satisfied. All of my windows had significant swirl marks and where rough to the touch. The side windows came out fantastic. The windshield, which I did first, is fantastic compared to before but under a really bright shop light I can still see minor swirl marks. The challenge with the windshield is the most of the interior has to be done by hand. And to get to the lower 4 inches the glare shield needs to be removed. Knowing what I know now I should have stuck with step one a little longer. I'm confident I could have made the front look brand new like the sides. Photographing the difference is tough so your patience is appreciated. I purposefully took the image of the windshield with the light in the center. This highlights swirls that can't be seen unless the light and angle are just right. Visitors walk in the hangar and make the "wow" comment! Conclusion, absolute perfect product for the side windows of my Mooney and for all windows on my Skyhawk. Works great on the windscreen of my Bravo but takes a ton of elbow grease if you desire perfect execution because the power tool won't fit. First two pics are Pilot side- untreated for comparison

50+ years for me. Many, many trips throughout continental US, north, south, east, west and many parts in between........great wonderful adventures on backroads, along rivers and through mountains..... staying off Interstates as much as possible. Local riding....... minimal these days due to distracted drivers/lack of respect for others. I love flying and motorcycle riding...... both represent a great feeling of freedom and adventure!

My 43 years old & new oil cooler. P.s. even with old one I did not have a high oil temp. Issue. (1977 M20C). Lg, m

Yeah, for me that would be throwing good money after bad. We had the same radar in the T310R I flew. When it worked, it worked great. When it broke...another story. If you want radar capability, I'd personally invest in the GWX75 or a GWX80...although neither is cheap. Interfaces perfectly with your G500. As far as annuals, I'm told Tony does allow owner-assisted annuals, so going forward, I would consider taking a bit of time off around annual time and participating...even if for only a few days. Far better than just dropping your airplane off, you learn so much about it. I just completed my 9th owner-assisted on the Ovation, and not only have I learned a ton about the airplane, I save a bit of money per an agreement with my IA about the percentage of work I perform equating to a certain amount deducted from the annual core cost. At this juncture in that relationship, I'm doing over half the annual items myself under his supervision. Helps me troubleshoot and make more accurate problem statements to a mechanic/IA so I reach a resolution quicker. Talk to Marla or Tony. Bob Thomason from TCF can also shed some light. Steve

Nice, very nice. Paint scheme is pretty close to my E, do you think my wife would notice the change?

Generally 750 or 1000 total time for piston singles. RG is 100-250. MM is 50-100.

Be careful with these lights. They will melt your lens - trust me. I just spent $300 to replace one of mine. The navigation lights can get hot as well. Sent from my iPhone using Tapatalk

The way this thread is going, I think I know how to save Mooney! They need to start building sport bikes

Also worth remembering that any shop is only as strong as its weakest link. Put me in the camp of never making a purchase of this order of magnitude sight unseen. Wouldn’t even dream of it.

I would be as confident or rather more confident, with that pre-buy - pre-fly team line up even more confident than if I did it myself.

Never buy anything you haven’t seen, and preferably, flown.

Think of the move as a transition. You went from a member of the Cheap Bast$#d club to a member of the Poor Bast$#d club. Congrats. Remember that blue line!

It doesn't matter what any MSC wants. Tell them each dollar they contribute will get them one vote; after counting the money, you will tell them the winner.

I am a 60-year-old student pilot tantalizingly close to his PPL checkride whose training in a Cessna 172 was temporarily suspended first by the Corona virus and then by hip replacement surgery. (Too many marathons!) While convalescing, I took the opportunity to upgrade my airplane. Soon, I will be in the possession of a “new-to-me” repainted, reupholstered, refurbished, modernized 1966 M20E (N943RW, the late Bob Belville’s beloved “Gypsy Rose”). My most-excellent flight instructor reminded me that I should be prepared to be shocked by insurance rates for a retractable: ~$5,000+/yr. Apparently, the insurance companies believe there are only two types of retractable pilot, those who have had a gear-up landing, and those who are going to. I am fortunate that I can self-insure for the hull value. Liability insurance is required by some airports but is relatively cheap. I would like to “invest” my hull-insurance-premium savings in a safety system that would help prevent a gear-up landing (as opposed to financially mitigating it with insurance, after-the-fact). I have in mind a radar altimeter, or some sort of software link with the Garmin GTN 750, perhaps coupled with some sort of Johnson bar position-sensing hardware. Is there an inexpensive, non-STD’d solution that I could “Velcro” in place, or would I have to go with TSO/STD’d equipment, if it even exists? Any idea what the ballpark installed-cost would be? I know, I know…. “There is no substitute for the landing checklist. Always check the Johnson bar as you cross the threshold. Check landing gear three times etc.” And yet gear-up incidents still happen. Very good pilots have had one. What can I do, what can anybody do, to help prevent this?

I can honestly say that in over 20 years of flying airliners for 2 different Part 121 carriers, I have never had the automation tell me, "Too Low- Gear". The technology doesn't save the airplane from a gear up, the second crew member does. (And that's happened with me onboard only twice.) The lesson for us, I think, is that without a second crew member, how do we prevent gear up accidents? Best option if you fly with a significant other is to train them on sterile cockpit procedures and to ask "Gear down?" on base or final approach. Other than that, checklists, strict adherence to procedures, multiple GUMP checks, and some sort of last-resort safety catch are all that we have. And as to dropping the gear in the pattern or 5 miles out, it doesn't really matter as long as it works for the PIC. I won't lower the gear 5 miles out because it goes against everything I've been taught professionally. But I won't fault someone who does as long as they do it the same way every time, i.e., strict adherence to their procedures. Just MHO, getting off the soapbox now to give someone else a chance.

With the one piece belly, it would make sense to just remove it and look. You may find something important, or just reassure yourself it was nothing critical. You are not looking a the 180 screw commitment that I would have. -dan

I bought mine from Great Lakes Aero. They are also available from knots2U but I believe Great Lakes Aero manufacturer the lens for them. I was fortunate enough to pick it up from their factory as I live close to them. Great Lakes Aero has been making them directly for Mooney for 10 years or so. Sent from my iPhone using Tapatalk

I'll PM you

Having accurate fuel gauges, I do this: Switch tanks as needed to keep them within 5 gallons of each other on a quantity that is divisible by 5. When one tank is at 15 gallons and I switch to the other, I run the other side down to 12 instead of 10. At that point I switch back to the tank with 15 and stay on that tank until it is empty or until I'm about to enter the pattern for landing. That way I know I have at least 12 gallons in the active tank for pattern work. Similar to the K mentioned earlier, my J has a caution about extreme maneuvers with less than 8 gallons.

The first time I used a corded drill and the kit components. The second time I used a Dewault Rotary Polisher. The polisher was easier to manage. The instructions advise not to exceed 600 rpm so that's really the only limitation.

I often run a tank dry in my RV and it is a total non-event. Fuel pressure drops, RPM drops a few hundred, and recovers in a few seconds after switching to the full tank. Of note, FAR23 certificated aircraft have to demonstrate continued safe operation after running a tank dry... Here's a video of it happening showing the indications on the EMS. Ignore the hunting volts & amps, the PP alternator went bad & was replaced with a B&C unit...

Thanks for all the replies! I'm taking it all in. I think I'll run both tanks dry (not on the same flight...), take notes and compare gauges readings while refuelling.

The window works like a ski pass to get fresh air Also, Mooney did not feel like Cub at 140ias, that was slightly deteriorating, but as I slow it down to 90ias and opened that small window I got some reassurance

For Garmin to certify the setup, and another couple months to find a shop with open slots to fit you in...

Yes it's a mid-body, but no those aren't Moritz, thank goodness. The Encore was out in '97-'98. The Encore had SigmaTek instruments, which are still serviceable.

Very nice, I assume you opened the window just to take in more of that Alps air?

Yes. And while you're at it, get better locks. I put a pair of these locks in my Mooney. One for the baggage door and one for the cockpit door. I did it myself in under an hour. https://aircraftsecurity.com

I have to agree. I would find a way to get my butt down there even if it involved driving, renting a plane, camping, eating out of a cooler before buying something sight unseen. Airlines, hotels and restaurants are convenient, but not the only option.

My point is that the two Jewell business are two different entities and operate out of two different states. Just saying "Jewell" no one aware knows which business is being referred too. "Jewell Aviation" operates using their A&P certs while the other "Jewell Aircraft" in MS operates as a FAA Part 145 Repair Station. Outside of MooneySpace the latter has an excellent reputation as an engine shop. Within Mooneyspace Jewell Aviation is known for their very competitive labor pricing on overhauls and even annuals and has many satisfied MSer's. But their business doesn't operate at the same FAA standards as the other Jewell Aircraft which is a nationally recognized engine shop. Another MSer corrected me via PM that Jewell Aviation operates as Corporation under the state of MO https://bsd.sos.mo.gov/e-commerce/company/search/270820 Not trying to ruffle feathers here but address the confusion since I was originally confused by mention of just Jewell myself. When people add their kudos for "Jewell" in past threads, I was one example that said Jewell had high marks and added that Mike B. had used them for one of his engine overhauls - but that was for Jewel Aircraft the repair station. I know I am not the only confused one at the mention of Jewell alone.

With all due respect to Don Maxwell (who is a real asset to the community), he did my pre buy. He found some things. He missed some things. Some of them were very expensive. So, I would say that he's good, but I would not rely so heavily on one person. There are also things that have nothing to do with airworthiness that won't show up on a pre buy. Maybe the paint looks like a 9 in the photos and its priced accordingly but its really a 7. That's not airworthiness nor is it something that is going to show up on the pre buy report. A pre buy won't determine for you if the price is fair or needs negotiation.

When I lived in Texas I always had my annual in August. It's a good time for annual as it's too stinking hot to fly. Kinda like the guys up north doing annuals in Feb. When it's miserable flying weather, put it in the shop and get the annual done.

Last Saturday made a flight along the coast, Andrew would be proud I had my Spinlock Deckvest on. Deserted beaches all along Orange County. My first attempt at a video with cockpit radio recordings. Playing around with a different video editor, I need to figure out how to get the camera shot forward with less shake. I also tried doing a split screen at the end with four cameras. Possibly the coolest part of the flight was getting held 900' above TPA for a DC-3 that was orbiting north of the airport. He ended up flying right under me but the wide angle on the camera made it next to impossible to see on the video.

That's us at the "Head of the Fish" last October. I'm in the far right of the picture in a short gray color shirt and a yellow hat. It's masters 50-54. Those other two guys in blue shirts were wearing Navy shirts and then I said, oh I used to teach at Navy - before the race - and they confirmed they went there. SO I am imagining the by their age and having been navy that they are a pair of Admirals - whose but Boris and I kicked and that's us passing them - remember you go backwards in crew. I'm stroke (lead the tempo) but Boris does the real work since he steers since he has to look where we are going and steer with foot rudder and commands to both of us for differential power - he's the coach for our university, and he is Croatian and has a great accent. A racing double is also even more of an amazing machine - 33' long, and its a bit less than 40lbs I think but I forget the exact number. Its a heavy weight boat. You need a boat that matches the displacement of the water so it runs true.

“There’s a lot of money in aviation... I know I put it there “

Good deal....I'm the E Model going in next week. Everybody can get their happy pants on....short body cert is near.

Problem both sides are deficient. TERM LIMITS

Not an A&P, but I like sheet metal work, my IA gives me little side jobs he doesn’t want to fool withd