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I had the brake reversal on my M20C as well. And I also had one flat tire. The brake caliper never touched the ground and wasn't damaged. If you taxied around on a flat tire it probably would get damaged. But with a normal flat tire, there is still enough rubber folded under between the rim and the ground, to keep the caliper clear... just.

My Dad bought a plane, I wanted to fly it...

YES! Even such thoughts are blasphemous. Now, thou must seek forgiveness. Book of Laminar Flow, 3:35.

And we will make fun of you. Other than that. It's a free country. Who cares what we think anyway?

Yes. It is a mortal sin to even have Cirrus thoughts.

Age 4: jumping off the couch Age 7: made wings from newspapers, jumped off couch. Caught about to jump off balcony. Parent halted aviation career temporarily. Age 21: hanggliding off of Italian Alps and Appennines Age 23: first lesson in 3-axis ultralight. Afforded 4 lessons only Age 25: started PPL. Gave up hanggliding. Spent all disposable income on flying since...

For me it was just something I'd wanted to do for as far back as I can remember. The earliest I remember flying was about age 6 in my grandfather's Comanche 250. But I know from my parents, that'd I'd been flying countless times prior to that. There were a lot of pilots in my extended family, going back a few generations. I had a couple of great great uncles who learned to fly in the Curtiss Jenny, bought a couple of them and flew them back home to eastern Oregon from Ohio. But until my younger brother, none were pro pilots or military pilots. I started my working life as a teacher and have always considered myself an educator of some sort. So for me the goal has always been the CFI and then done.

I thought it might be a good idea to revisit this ubiquitous AD as there seems to be a lot of miss information going around on it. The AD deals with the switch being bad and having a hot mag with the key in the off position OR even with the key removed Many know of the "check" but only check it in the OFF position Just going to OFF does NOT check the switch or comply with the AD Both the AD 76-07-12 and the Bendix SB 583 specify that the inspection entails turning the switch to OFF and then trying to see if it will go beyond OFF and let the engine to continue to run. If it continues to run BEYOND OFF the switch is bad. This is done at IDLE power to avoid bad things happening while its being checked. If bad the switch can be very easily repaired with new internal contacts (widely available) A new switch is not always required. Again its those pesky little details like actually reading the AD to comply that get missed when we play the "telephone" game. Also IF you get new keys made be aware of what key blank you get. If you can remove the key in any position other than OFF you have a bad key blank; I have attached a clip from Kortopates back in 2019 dealing with this serious issue THAT CAN KILL PEOPLE IF NOT PAID ATTENTON TO!!! ( a tip of the hat to KORTOPATES) Virtually every plane has this one in their AD list. It really isn't worth any trouble to remove it by date code on the switch, but sure, why not if you can. In truth though every pilot should be testing this on EVERY shutdown. I am sure every pilot that earned their PPL within the last 10-15 yrs was taught to do this test with every shutdown; whether Bendix, or ACS etc. We've had way too many death and serious injuries from hot props not to do so; of course not all from flunking this test but I had to replace my switch a few years ago when the contactors became intermittent. Now that I am more experienced and seen many accidents from hot props (including a Mooney mechanic friend), In my opinion the AD doesn't go far enough. It should also include a Key check. I learned this one from a fatal accident on my field. How many of you have gotten extra ignition keys from the aviation aisle at Home Depot or Lowes? No surprise, but the only approved Bendix key blanks for making spares come from Bendix - not home depot. Make sure that with your un-approved spare key that its not possible to remove the key until the off position. I didn't learn this till a fatal accident involving a trainer where the key was removed and put on the dash and then pilot & instructor got out to push the plane back. Problem was the key got pulled out without it being in the Off position! You know what happened next sadly. I never heard but wondered what kind lawsuit entailed and the potential judgement against the owner (school) - I assumed they were sued by using "unapproved parts". I quickly checked all my keys learning this and continue to do the shutdown test on every plane i work with - AD ot not, I consider it significant safety issue.

Stephen, are you "asking for a friend"? What's the N number? What's your location? Since there is no pilot with your name listed in the FAA pilot registry, you might want to let all the folks who have answered your questions in good faith know that you're actually the seller. You were using this forum to find out whether anyone is gullible enough to pay $50k or maybe $30k for an aircraft that has been neglected and flown illegally by someone who has utter disregard for safety rules. An engine that has to be considered junk. Logbooks that are almost certainly inaccurate or forged. If I'm wrong, by all means please set the record straight. But I doubt that you'll respond; your 4 posts were all on March 17, the day you joined.

Updated; Sale Pending. Looks like it's going to Texas and if the stars align (weather) the new owner will get some Lancair IVPT time on his trip up to the U.P. to get it! Tom

This one brought to the world by @Hair Helmet... -a-

My father used to tell the story about his father. Seems my grandfather was rather well off and favored driving Packards. One day a neighbor was berating Packards to my grandfather who replied, "Then if I were you, I wouldn't purchase one." I've flown a lot of different airplanes, and enjoyed most of them. For a while, I was commuting from the SF Bay area to LA in a SR-22. It's a good cruising machine, the two doors are what everybody should have done ages ago, and the cockpit is very comfortable. I really liked the Avidyne Integra (except that the whole avionics suite wasn't integrated very well which was Garmin's fault, not Avidyne's) -- it had everything you needed without diving through Garmin's menu system with everything including the kitchen sink thrown in. It was fun to fly and it was easy to land if you didn't come in too hot. The only thing I didn't like was that the aileron trim moved too fast because it uses the same servo as the autopilot which sets the requirement. But, I bought a late model M20J. Why? The Mooney is more efficient. I'm a little 5'6" guy and I like the way I fit in and around it. I have a lot of experience with Lycoming engines and don't quite have the same fuzzy feeling about Continentals. And, if I ding it, a metal airplane is a lot easier to get fixed than a plastic one. And for my money, I got a late model M20J and would have had to buy an early model Cirrus and those had some bugs. Skip

Beauty, sex appeal, desire, etc. is all in the eye of the beholder. And so damn the engineering and the numbers, retracts are exponentially sexier than fixed gear trikes. And so for my money, it's got to be a retract... or a tailwheel. The sexiest option of all is a retractable conventional gear airplane, i.e. P51 or Spitfire.

Not a sin, but please try to fly a standard pattern. I landed behind a Cirrus at Ocean City and I though he was heading to NJ before he turned downwind.

I put a new Medco lock in both my baggage door and cockpit door. I did something wrong and the baggage door lock won't release the key unless it's locked. Consequently my baggage hatch is locked... or the keys are still in the lock and I therefore can't start the plane. So it worked out alright.

A technique I picked up after a Citation stall/spun here trying to do a takeoff 180 to “save the door” because the crew missed the latch is to never leave the door closed but unlatched. So mine had two positions: All the way open, and closed and locked. Doesn’t mean I can’t still forget it, but I’m much less likely to miss a fully extended door.

Honestly I don't get that vibe.. Many mooneys are fitted with autopilots, so you could do that "carefree flying" with a mooney with 50 yr-old brittain system,too. The parachute can be a life saver if you're the only pilot onboard and get incapacitated. My previous work used to require me to drive to KY from MI. I asked them if I could fly instead. They replied that the corporate insurance said I could do that, if I had another pilot sitting in the right seat or if the plane had parachute. Honestly, I'm glad they're building new planes and that GA is not a dying sport in this "online" world, where we're better off uploading our consciousness to the cloud and killing our mortal bodies...

Fly one first. Especially, be sure to hand fly. Try to trim for an airspeed. Please report back. -dan

Seriously, the market confirms that the Plastic Fantastic must have some appeal, right? It’s like the whole F-150/Chevy/Ram debate...or the guys who hate 911s, Miatas or Corvettes. But the reality is they’re all good or they wouldn’t be around. So define your mission and fly what you like that fits it. I know fellow J owners who’ve gone to experimentals, Beeches, Cessna twins, Meridian/TBM and even a CJ3 jet. The only unhappiness (assuming prepurchase due diligence is done) is when the flying days are over. Fly what you like!

Money well spent for a chance to take a ride in that rocketship! And hopefully to hear some stories about his best friend that might help me be a worthy new owner of the airplane.

I have a friend who got his single engine ATP. He knew he was going to fly with his family regularly and wanted the mental security of locked in professional attitudes and procedures. I've given him IPCs and it shows.

Moritz gauges are being replaced with JPI EDM900. Thanks for the advice!

Strictly private. Like @MooneyMitch, 1950s TV was the original impetus, although I was (barely) smart enough to know Superman wasn't an option (didn't stop me from trying, though). For me it was Sky King. But I never did it until... ...years later. My wife got tired of hearing me talk about wanting to fly since Sky. For my 38th birthday, she bough me a logbook, the FAA Airplane Flying Handbook, and three introductory lessons at a local airport. She claims she hasn't seen me since. Ultimately getting my CFI was not about any career aspirations. I have had the teaching bug ever since I was a child. Although never a full-time professional educator, it's something I have always done in one form or another, because I have to.

Wanted to be an airline pilot after I got a copy of Microsoft Flight Sim 2000 in middle school

I was in high school and a friend was learning to fly. I went up with him on a few lessons and was hooked! My parents weren't too wild about the idea of me learning to fly, but told me if I wanted to pay for it they wouldn't stop me. My part time job paid $2.75 an hour, and the C150 was $10.50/hr wet, plus $5/hr for the CFI. Took me 8 months...that was the pace of the work & spend plan

Well, “destroy” might’ve been too strong a word. Damaged is definitely correct. The caliper ends up being lower than the disc and also below the wheel hub, so with a flat tire the caliper will end up on the ground. One upside is that the brake pads are much easier to inspect and replace.

A great danger that - this flight to buy a M20E may end up being massively expensive!

I decided to change my mind and do two G5’s instead of the AV-30. Now need to get a cheap GAD 29B.

I'm really trying not to show my hand, but I'm so excited I can't see straight. And Tom is just really amazing. Like some next level awesome.

I can read my EDM 900 just fine

I went from a J to an SR22 4 months ago because the wife of one of my partners wanted an airplane that would allow her to live if her husband died at the controls. Things I like: Parachute, a bit faster (10 knots or so, but burning an extra 4 GPH to do it), roomier, my wife says it's more comfortable, two doors, easy to land (the two or us that went from the Mooney to the SR22 greased the landings starting with the very first one). Things I don't like: Less efficient (8 gallons/100 NM vs 6 gallons for the J), no manual elevator trim if the trim motor quits, no window to yell 'clear' through, higher speed on final results in longer landing roll, even with the step my wife needs a step stool to get up on the wing, only 28 pounds more useful load than our J (all of which disappears when you consider fuel burn), no nosewheel steering (which makes it a pain in the ass to push back into the hangar and requires nearly constant braking when taxiing in a crosswind), a back asswards aileron/rudder interconnect that moves the aileron when you apply rudder rather than the other way around (although there is an SB to remove that which we are scheduled to do 4/12). If you get CSIP training (which most insurance companies require) they will tell you to fly final at 80 knots with full flaps which is fine for gross weight, but way too fast for most landings.

Duct tape. That'll keep it shut!

Their marketing is addressed elsewhere, but to many of that cult’s adherents, it’s magic. And for when it stops, that’s why one needs the ‘chute. ‘Nuff said ‘bout that.

Honestly they are nice airplanes. Many of us here would be flying a Cirrus if we liked it more than a Mooney. That said, if Mooney we're off the table, then I might be flying a Beech product. If not Beech....depending on mission - maybe a Cirrus. You would need to find someone who has owned both a Cirrus and a Mooney who can talk about cost, but my perception is the Cirrus will cost a little bit more. There are Mooneys that will beat that Cirrus for speed and useful load, but there are many that will not beat it on both counts. Some Mooneys that will significantly beat it on speed but not useful load. You get a parachute- which is quite a topic of discussion.

I grew up watching the astronauts in the Gemini and Apollo programs and caught the aviation bug then. Got my license as soon as I could afford to, at the tender age of 21. Best decision I ever made! Never aimed to fly in the military or commercially because I was too colorblind. I wanted to do it strictly for the challenge and for fun.

I did it for work. I had work at the other end of my first solo cross country and got reimbursed for the trip.

Disconnected and left in place. Probably should replace it with a nice machined aluminum piece powered coated the same color as the panel. Might even look nice to silk screen a Mooney emblem on it as well.

I’d consider pairing the gps 175 with a g5 hsi to replace both the 90b and efis 40.

You just brought back a memory. I was 4 and was in the hospital for a tonsillectomy. To calm me when giving me anesthesia, they told me I would have good dreams and asked me what I wanted to dream about. I don't need to tell you the answer, do I?

I really enjoyed the learning part. There were lots of knobs and buttons and learning how to make them all work together. It makes travel in the state of Texas easy. I think it is cool to look out the window. I grew up sailing/racing small sailboats it is very similar. I started thinking powered parachutes would be cool. But they don't do well with Texas Spring winds. Then thought sport pilot then figured what the heck. PPL And I enjoy working on things.

I have the brake reversal. About 2 1/2 years ago I had the exciting experience of landing with both mains locked up, some of you may remember the thread on here. Both tires definitely flat, holes through the tires and tubes, no damage to the calipers.

@FlyingDude- I’ve got the brake rotation. It definitely looks cleaner when the gear is retracted, but I honestly don’t think it makes any difference in speed (and if it does, it’s maybe 0.1 knot). The downside to the brake rotation is that if you get a flat tire, you’ll destroy your brake caliper.

Brent, I think you get a threefer for today! 1) Distractions are real, and can be a pain... 2) Declaring an emergency is a great idea, and can easily be the right thing to do... 3) The inside emergency door release... gives us a second door to get out if able.... lock it, and prove it to yourself... PP thoughts only, not a CFI or mechanic... Best regards, -a-

Just replaced the switch. No AD.

Let’s see if @Davidv is cruising by... he may know other people that may be interested in these details... Best regards, -a-

Welcome aboard Skip! While we await Chris’ response... Garmin likes to support other Garmin equipment... and software... Garmin makes a great EFB... that is even better if your instrument panel is all Garmin... ForeFlight is probably the most common EFB... widely used... Let’s let Chris know you are asking... @PilotFun101 Best regards, -a-

I’m not sure what you’re asking for? Pictures of the 7 inch unit we didn’t install? Pictures of my wife not happy with the amount of time I’ve wasted with the shop working on it? Or pictures of the panel? Well I don’t have recent pictures but here are a couple old ones...top one shows the pfd (not seated, just resting on top) and the lack of space to the right for the 7 inch mfd.

Good point. But part of that, including your backup tablet at the ready, is largely about what else you have, how comfortable you are relying on the alternative, and exactly where the failure occurs. To give an example, I'm flying with GPS and I have already confirmed the approach on the screen is the right one when the EFB fails. I'm getting course guidance, vertical guidance if ILS or LPV and, with the newer units, target altitudes as well. And the missed -if ceilings and viz are low enough to worry about - might be easy. An ATC instructed straight ahead climb which isn't even on the chart you lost. At a certain point in the approach I'm not relying on my EFB anymore; I barely even notice it. Pretty much the same as if a paper chart fell to the floor. The loss of EFB is an interesting scenario. A friend's iPad overheated while I was giving him an IPC. He did not have his backup with him. The end result was advising ATC (me in this case) he lost his charts and needed the altitudes (he has a GNS so he had the courses but not the altitudes) for the approach. he did a great job flying it.

I'm going to be blunt: This isn't a project, it's a disaster for a first time owner. Run, Forest, run! $30K isn't ANYWHERE near low enough to even consider. Seriously. My read/opinion is that you have a limited budget to buy and think you can put sweat equity in and 'make up for it.'. Sorry, not going to happen for a first time buyer and not an A&P. I had to wait many years for finances to align such that I could buy an airplane to FLY; I, too, toyed with the idea of a 'fixer-upper' Good luck, whatever you choose to do.

EDM900 is what you want... certified as primary, allows you to get rid of the old stuff. I am not sure why anyone would go through the time and expense of an 830 at the moment....