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Thank you for the response. As I know both the seller and the corporation personally this was not the case. The only asset owned by the corporation was the plane and no liabilities. With that being said, I ended up buying just the plane and did not acquire the corporation. I am happy to say I am a new Mooney owner.

Plot twist...I'm the one that won the eBay auction Monday night. Proud new future Mooney owner here!! Owner messaged the top bidders that the compressions that afternoon came back as 75, 76, 75 and 80 (its having its annual done all this week). Everything is inked on a purchase agreement I sent over to them yesterday. Regarding the price, it seems like they're just looking to get rid of it as they were using to commute to family that recently passed away. I'm heading to Little Rock on Sunday/Monday to start checking it out. Was thinking of having someone do an "a la carte" prebuy (bore scope, oil analysis, etc) since the annual has just now been completed. Yes I realize they're 2 different things, although there is a lot of overlap. Thoughts?

I sent it To Bevans. Spoke with Tom and he took me through their repair process. Sounds like good people to work with! We'll see soon!!! Thanks everyone! Rick

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Unfortunately the biggest thieves are in charge of things right now. So the petty thieves have nothing to worry about.

People still use Facebook??? Never been on it, don't have or want an account.

Good evening everyone. I am proud to officially be apart of the Mooney owner club as the new owner of 1156P a 1981 M20J. As I am incredibly eager to to start making this beautiful bird my own, I was hoping some of you all might be willing to share with me your favorite resources for all things Mooney. I look forward to sharing my progress with you and getting to know everyone. Thanks in advance, Dustin

If you don’t fill it yourself all bets are off as to what you are measuring. Sent from my iPhone using Tapatalk

That's not a very deep scratch. It's hard to tell from the angle the picture was taken, but it doesn't even look like it's deeper than the cross hatch. Where did he hear the air escaping during the test: breather, exhaust, or intake? I would run it again until it's up to temperature and then retest to confirm before pulling a cylinder. Sometimes the piston ring gaps just rotate into alignment, or some carbon is under a valve face, so it's good to get consecutive checks to confirm that a problem actually exists. Skip

Right. But I don't want to confuse a new operator into thinking he should leave the throttle fully forward, because it should be pulled back just enough to make the MP needle wiggle. That's how you tell it's far enough back. And it can be a surprising distance.

Send here it to be repaired, price will be ~$500. http://aeromotorsllc.com

One attends a MAPA PPP (Mooney Aircraft Pilots Assn. hosts Pilot Proficiency Programs scattered around the country. The next one is at Oshkosh in mid-Sept. It's a great program, and you will learn a LOT about how to operate and care for your.new Mooney.

A smoooooth flight when past central Indiana's bumps and buildups. It was an IFR flight when it seemed like no one was flying. "Center, 61Q has a strange request - I'd like to do three 120º right hand turns." "Approved as requested. Advise when back on course. Why are you doing that?"

After a good charge (flight or charger), disconnect a battery cable. After 3 or 4 days reconnect and try to start it again. If no start, replace the battery. If it starts fine, go to the other possibilities.

This thread is full of inaccurate statements about the law and some not-so-good advice. Source: I am an aviation and business lawyer, but not your lawyer. You should talk to a lawyer and likely a CPA of your own before proceeding in this fashion. Anyone considering a similar plan should do the same. The laws on sales tax, use tax, and piercing the corporate veil vary greatly from state to state. You cannot just Google this, or read about it on an internet forum. You get just enough half-truths to be dangerous, mixed in with a lot of inaccurate information. I'll give some big picture information below, but do not consider this as advice for your situation, because it is not. Purchasing someone's stock has implications for taxes. First, you inherit the company's depreciation schedule. If the plane is already 50% or 100% depreciated, you do not get the benefit of that for your purchase price, if you would otherwise be able to depreciate the aircraft. Second, it effects your tax basis, and that of the seller. They generally will pay capital gains (or losses) based on their basis in the stock compared to your purchase price, which is the lowest and best tax rate. A stock purchase favors the seller and punishes the buyer, tax-wise. If you sell the plane later, your corporation may have to re-pay some of the depreciation benefits the previous owner enjoyed and used to offset his or her income. So, you may pay $150k for the company, for example, and sell the plane (its sole asset) for the same $150k some years later, where you actually have no gain, but since the company previously fully depreciated the asset, you must repay some or all of that depreciation, and you owe taxes on the transaction to repay the depreciation the former owner enjoyed. On the plus side, purchasing stock is typically treated as the purchase of a security and is not taxable under sales or use tax, which applies to the purchase of assets. Your individual state laws may vary. Your company will however still have its liabilities. Unpaid maintenance bill for that last $10k annual? The company owes it, and now you own the company. A small risk in the context of a single airplane, but one to be considered. Piercing the corporate veil is usually much harder than people make it out to be, but again, it varies greatly from state to state. You never know what state you might crash in. It might help for claims of negligent maintenance or entrustment (letting someone unqualified fly the plane). Corporate structuring does little to help you if you are the one operating at the time of the crash. Corporate structuring does have additional benefits, the primary factor for most people who use it being privacy. It is also has useful features for shared ownership and use, including the ability to use a buy-sell agreement. No attorney I know sets up a C corporation these days unless it's intended to be publicly traded or otherwise does not qualify to be structured as an LLC or S-corporation. Seeing a closely-held C corporation is a big red flag that someone has been doing their own legal work and may have really screwed something up. If you don't know the difference between those three types of entities, you really should reconsider setting anything up yourself. This "buy the stock" technique to avoid the sales or use tax is not often used, in my experience, with people buying and selling turbine aircraft, where they could easily afford the attorney and tax consultant fees to do it right. I really only see the idea put out there by people trading piston singles and doing the legal work themselves. I believe it's because the lost depreciation quickly offsets the ability to avoid sales/use tax, and you're buying unknown liabilities. If the big players aren't using this "tax loophole" you can be sure there's a reason. Take all of the above for what it's worth, which may be less than you paid for it. Good luck with your purchase and welcome to Mooney ownership.

Armrests can be "added" if you replace the interior trim panels. This is our 1965 C/D interior, the panel has changed significantly since we purchased it but you can see the armrests in the picture.

Congratulations - it looks like you got a good airplane that was just very poorly marketed. That worked in your favor! Good job!

Looks like cross hatch to me. follow skips advice.

Actually eBay vehicle bids and auctions are considered non-binding which is why I quickly had a "real" purchase agreement executed (based on AOPA's template). Basically eBay just served as facilitator and escrow holder for the deposit, but all else is now just like any other buttoned up purchase transaction.

http://www.porterstrait.com

Determining/calibrating Fuel flow and tank capacity are two different independent variable. You can't infer one from the other. To determine tank capacity, nothing short of draining the tank empty and fueling it to the repeatable "full" level like the full point stated in your POH; and taking into account unusable fuel if starting with a totally dry tank. To calibrate fuel flow, its a matter of comparing the reported Fuel Used against your fuel receipts but to get accurate results you need to minimize error by starting the process by filling to repeatable "full" level (on level ground), burn through about 100 gallons tracking fuel used and added, and then fill one last time to the same repeatable fill level and then compare total fuel used to total fuel receipts. Then adjust your monitors K-Factor.

It happens but no idea truly how often.

Whoa, Ok, I understood your post to be 2.9A with the master switch off. In any event David Lloyd is correct, even .63 is too much. Did you remove all the fuses as well as pull the breakers? You got a draw from the hot bus somewhere. Clocks, reading lights, cargo lights, master solenoid anything that is powered by the battery while the master switch is off is a likely candidate and they may and likely to be protected by a fuse, not a breaker. Does your airplane have an electronic ignition system installed in place of one of the magnetos?

.63A is way too much for any keep alive circuit or clock. It’s probably enough to pull in a relay.

Can’t remember the name of the shop in Tulsa that did mine, but it was “xxxx and Strait.” They did a great job and it wasn’t crazy expensive.

Kevin Westbrook from Brittain recently overhauled mine for a very reasonable price. I would not lube it…myself. You don’t want lube moving to the vacuum pump. Which gyro do you have, remote or panel mount? PM me if you need Kevin’s number. Regarding the switch, it depends which variation you have. Do you have the pneumatic switch or electric solenoid? They both have their own failure modes.

Ha! Nope. Severe clear.

Typo? I assume you meant do better to cruise at WOT which is true for all engines, subject to limitations. All the marvel-schebler carbs have the Economizer circuit that enriches at WOT but it only works down low and probably does nothing by around 3K and higher.

Rules I was taught by the CFII that I bought our C from: Above 5000 ft, WOT. Always. When leveled off in cruise at WOT above 5000 ft, when you lean the engine it will start to run a little rough- pull the throttle a little bit until it stops running rough. This happens because you're getting enough throttle plate engaged to help mix/atomize the fuel. Continue leaning. Contemporary literature gives the max power mixture for the O-360 at 50F ROP. Hardest on the engine. I lean for 80-100 ROP. A couple of times in cruise I've experimented and got our C to run smoothly LOP. Our engine has the induction tubes that pass through the oil pan like @PT20J mentioned. Fuel consumption down near 7 GPH is pretty cool. But it's slower. I don't fly to save money or go slower. So I don't do that very often. +10 for engine monitor. Best first investment you can make to modernize an older Mooney, in my opinion. Gets you so much more awareness about that all important engine. A certified primary engine monitor lets you remove those six tiny little indicators down by your co-pilots left knee, MP/FP and Tach steam gauges, plus it gets the flammables back outside the firewall where they belong. Plus you can download the data and get analytics run on them regarding engine health compared to the fleet!

Opinion: What price speed? - AOPA

In reality, nobody prosecutes theft crimes unless it is a very significant amount of $$. Even armed robbery won’t get you jail time in a big city.

Yeah I got scammed out of $3700 for a stormscope WX 500. He had photos, he had an 813o wirh seria l number. All that. Steal a 51$ item from Walmart and see what happens to you. They should apply the same standard. Theft is theft.

The MAPA pilot proficiency manual is a phenemonal resource.

Well, you’ve already discovered my favorite resource… which is MooneySpace

Make sure you clean the old sealant out of the nut plates. If you don’t, the screws won’t fit and if you try to make them fit you will push the ends off of the nut plates. Use the biggest drill bit that will fit down the screw threads and spin it with your fingers until you hit hard metal at the bottom of the holes. If it isn’t tedious, it isn’t an airplane.

I recommend trading it for a KX-170 they have a knob built for a man’s hand, not a ladies.

Sounds like a short on the hot bus. Charge the battery fully. Place a sensitive ammeter at the battery post. If there is a significant draw with the master switch off, you need to hunt down the culprit draining the battery. Pull all breakers and remove all fuses. Add them back one at a time while checking the ammeter. When you see it jump up, you know the problem circuit. One time for me on a Cessna, it was a reading light in the cabin shorting.

I wish society could catch these guys and offer some jail or at least community service no matter if they’re stealing stuff to sell or just trying to get cc numbers. Either way it should be a crime again.

I made up covers using some plastic tubing:

You should rest your case. I never understood why a manufacturer would stoop to taking shots at another manufacturer’s instead of just promoting their own products. If your products are superior, owners will make that determination. You don’t think we talk amongst each other? Owners share their experiences with each about products and service on a regular basis. This far outweighs the negative smear campaigns any manufacturer makes against another. Maybe it is time you stay behind the curtains in the R&D and manufacturing parts of your business and let real marketing & sales people promote your products. Sent from my iPhone using Tapatalk Pro

A parachute is just dead weight off the payload until........ Same with TKS

Very well. I accept your meme challenge.

I would be all for TKS if not for the hit in speed. Or if I lived and flew somewhere where Ice is unavoidable. I just try to stay out of it and if I get into it I get out ASAP. If I know there will be ice that I cant avoid or rather will be difficult to avoid, I just dont go. Simple. I dont ever fly my mooney in a "have to go" mindset.

I guess it all depends on the buyer but I’ve picked up ice in the desert too. I think once you’ve had it you never want a plane without it.

You guys sure are blowing up Skip's @PT20Jnotifications. @PT20J is surely going to think something is weird when he opens up his notifications and sees that @PT20Jhas been mentioned so many times... I know that if I were @PT20J, I would be surprised.

I've never seen that placard, Mooney, jet, or otherwise.

I sent mine to Waltham in Alabama. They did an overhaul. No complaints.

Thank you. I replaced all of the engine probes about 300 hours ago when I installed the EIS as part of a G3Xtouch. I have never taken the TIT above 1650 since that time, not even transiently. I gave up on trying to run lean of peak soon after starting to fly the airplane when I first got it -- just too hot, and after considering all of the perspectives from this forum. All work has been performed at a very solid Mooney Service Center that I fully trust, and it took me a while to find one I trusted. I check the exhaust, waste gate, and turbo every 25 hours at oil changes as if my life depends on it (because it does).

Noob, Great question! There are Many M20Cs flying around here that have become forever-planes… When you have a plane for the long haul… it gets lots of modifications… None of this is economically sensible…. But neither is a giant one step upgrade to an M20R… Vist the Lasar site for M20C mods… Cowl windshiled engine wingtips Seals interior paint You can get pretty close to M20J performance, or even exceed… but at what cost? Go Forever-plane! Best regards, -a-