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  1. 21 likes
    Better than New: The Refurbishment of N205J Mooney N205J is a 1987 M20J model “205 Special Edition (SE)”. It differed from other M20J “201’s” at the time in that it incorporated a few changes: 1. Fully enclosed gear doors 2. Rounded window lines 3. 28 volt electrical system 4. Electric cowl flaps with infinite adjustment 5. Upturned wingtips with forward facing recognition lights and aft facing position lights 6. Gear extension speed increased from 132 to 140 knots The 205 SE came right as the general aviation market was in decline, so only seventy-seven 205 SE’s were built spanning two years. N205J was previously owned by a business associate of ours. N205J was hangar kept most of its life. It had original factory avionics, paint, and interior and was a low time aircraft with only 1885.5 hours. It had Precise Flight Speed Brakes installed. So why did we put so much money into a 1987 Mooney? I am one of the owners of SureFlight Aircraft Completions which specializes in paint, interiors, and avionics. We made it a “project plane”. We worked on it when we had any gaps in our schedule. Now that it is complete, we have a demonstration plane to show and fly customers that showcases SureFlight’s capabilities. It’s an awesome Mooney to fly! First stop was Henry Weber Mooney Authorized Service Center at neighboring KLNS to perform the pre-purchase inspection. The important thing for us was to have a good airframe and engine to start with. We took care of some maintenance on the airframe, overhauled the prop, bought a new governor, put new gear shock discs in, etc. We had them complete an annual at the time as well. We had the engine sent out to Columbia Aircraft Services for an Inspect and Replace as Needed (“IRAN”) which included new Camshaft, Lifters, Bearings and Rings. While it was there, we had the engine converted from the Lycoming IO-360-A3B6D to the IO-360-A3B6 specification to eliminate the D3000 dual magnetos in a single housing, driven by a single driveshaft. The engine now has two separate fully independent Bendix magnetos. We had the cylinders removed to be sent out for nickel plating. After the engine came back, Henry Weber reinstalled it with new Lord mounts and made sure that the engine and engine cowlings were properly aligned. We added GAMIjectors calibrated fuel injection nozzles and then went to work on the full refurbishment of N205J. Avionics: The aircraft was equipped with a factory original avionics suite from 1986, except the addition of an Apollo GPS. It all came out. All the wiring was removed and replaced. A plastic panel is created to make sure everything looks correct before fabricating the metal: Yokes are painted black and a metal panel is installed: And then filled with equipment: · Fully Electronic panel; Eliminated Vacuum System · Garmin G500 flight deck with Synthetic Vision · Garmin GAD 43e autopilot interface for G500 · Garmin GTN 750 GPS/Nav/Comm Navigator with Telligence Voice Control · Garmin GMA 35c Bluetooth enabled remote audio panel · Garmin GTX 345R ADS-B In/Out remote transponder · Garmin GNC 255 Nav/Comm · King KFC-150 autopilot (the only thing that remained from the old panel) · L3 Avionics ESI-500 Standby Instrument with: Altitude, Attitude, Slip/skid, Vertical speed, Aircraft track, Synthetic Vision option, Navigation option. Magnetic heading option. · JP Instruments EDM 930 Primary computer for RPM, Manifold Pressure, Oil, Fuel, Battery, Engine data. · AirGizmos iPad Mini 4 panel dock · Nimbus Aviation Electroluminescent Circuit Breaker overlay. · ACK E-04 GPS Emergency Locator Transmitter · Guardian Aero 451-101 Panel Mount CO Detector · MidContinent MD93 Digital Clock/USB Charger. Paint: We painted a new King Air 300 for the Mayo Clinic earlier in 2016. We loved their colors. We knew that these would be the colors we would eventually use on the Mooney. Stripping: Everything that is not stripped is covered in foil. Windows are removed to be replaced with Great Lakes Aero Windows SC (Solar Control) Grey installed with Extra thick .250” windshield. All flight controls and gear doors are removed to be painted separately, airframe is etched and alodined in preparation for epoxy primer. After primer, an Axalta White Pearl base color is applied. N205J is painted in all Pearlescent paint which requires a clearcoat after each color is applied. This is one of the reasons pearlescent paints cost more. Paint Scheme Layout: Axalta Cumulous Grey Pearl is applied to undercarriage, wheel wells, airframe, and then clearcoated. Axalta Sable Pearl accent stripes are applied and then clearcoated. Final Prep for the Axalta Bright Blue Pearl: After all the pearlescent colors are applied and clearcoated, exterior placarding is applied, and the entire aircraft is re-sanded for a final overall layer of clearcoat. This gives the airplane a wet, glossy look and deepens the color, smooths edge lines between accent stripes, seals the placards, and it also provides a more durable and cleanable finish because you do not cut into the color when polishing. Flight controls are hung and painted separately: Cowlings and access panels are installed with new stainless steel hardware. Flight controls are balanced and then reinstalled. Interior: Unfortunately, we forgot to get some good “before pics” of the interior. It had blue velour seats with aged and yellowing plastic panels. Old seat covers off. Repaint the seat frames. New covers sewn for the new foam buildups. Upholstered seats with custom Mooney Logo headrests. We repaired cracks in several of the plastics, and repainted with a textured paint to hide any old imperfections. We decided against covering the panels in ultra-leather to save weight. We fabricated a hatch behind the hole for the windshield bar that holds the compass for easy R&R of the glare shield. Painted a flat textured black. Looks like new. The interior goes back together with repainted plastics, new carpet, new door seals, and new upholstered seats. After it was all complete, we put the aircraft on scales. The new weight and balance was 17 lbs lighter than before. We also performed the gross weight increase to increase the gross weight from 2,740 to 2,900 giving the aircraft a new useful load of 988 lbs. Mooney N205J – Ready for Takeoff!
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    Here are the facts: a] I am the "supreme leader" of this website if that means I am the only one answering the dozens of emails and reports per day and trying to keep the peace and paying the bills to keep it online and software-current. I decide what stays and what goes and *you* decide whether you want to stay or go. I have been running forum websites for 15+ years and I know when s**t is doing downhill. b] Truth is on an average day I might get 1-2 reports on topics. When the United topics were live I was getting 10-15. I don't have time or the resources to deal with it. I have done this to countless other topics on this forum through the years. c] I only have one person that seems to care about me locking these topics up (I don't need to mention names) and I have had dozens of "likes" on the lock posts and many other emails from members thanking me and/or asking me to lock new posts being made on the same topic. I believe that my actions were doing what the majority of the community wanted. Again I only have just one person that seems to be upset about locking the topics and a whole lot of others begging and thanking me for doing so.
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    Hello All, I'm really too gutted to write anything of substance at the moment, but I wanted to share a few pictures of my father, the first one of him sitting in his Mooney Mite sometime between '69 and '71, when he owned the Mite. We laid him to rest yesterday far ahead of when it should have been. For the past two years he'd battled a brain injury from a freak accident. I had been searching for a Mooney when the accident occurred. He and I had been talking multiple times a week, planning all the trips we'd take, including Oshkosh. After the accident I could no longer call him and to visit meant a 5 hour drive, which I did many times until I found the Mooney. That helped shorten that trip to 1.5 hours which meant I could see him more frequently. He was so thrilled to hear of the plane and tried his best to overcome his challenges so he could go flying. It just wasn't meant to be. However, trying to make the most of the situation and give him some good days back, I managed, with the help of some good friends, to take a field trip away from the facility he was in and get him into my E this past November for a flight. He had a great day. To the staff at the facility, or anyone that visited, he talked about it for weeks and weeks afterwards. Throughout his life, he was so humble, quiet and kind. And so incredible. He did so much for me, I could never repay. Although he was a home builder by trade, his love of aviation was immense. He owned an Aeronca and a Mooney Mite, built a Rotorway Scorpion Too (II) in our garage when I was a kid, and was a Hot Air Balloon pilot flying second balloon for two of his friends businesses (I chased as a new teenage driver). He earned his Private, Instrument, Multi, Commercial and was hired by Eastern Airlines two seconds before they put a freeze on the incoming hires and it never materialized after that. He had a host of other incredible hobbies too, but this is an aviation forum and I've gone on long enough. Thanks Dad for, everything. Everything! Thanks MS'ers for letting me share this.
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    Let's mark this momentous event with photos of our Mooney!!
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    Tommy, you are being aggressively argumentative. Step away from the keyboard and calm down . . . . When a thread spirals down too far and posters are losing control, it's time to shut down the threads where this is happening. Keep going, and this one will get locked, too. I avoided the Little Tommy thread after the first few pages, but the United threads went much farther much faster. Just like this one is doing. My vote is to keep Mooneyspace a polite, civilized site. I've learned a lot here, and tried to share with others. Too much yelling and namecalling will ruin a good thing. I find myself wishing for an ignore button again . . . . If you enjoy arguing and name calling, please visit the AOPA and Pilots of America forums, where it has become a high art form, but do not do so here!
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    I just received the e-mail I was waiting on that my Field approval will be approved by the end of this month. Now the real transformation begins. David
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    Let's see if I understand this correctly. Some have attempted to use common English pronunciation to correctly pronounce "carusoam" One questions if he will ever be like this "carusoam" guy on the internet. Some pronounce it "Anthony". One has identified the root origin of "carusoam" as a combination of name elements. Another questions the internet and the silliness of screen names. One respondent has verbalized it "let me carusoam that for you". One has a worry for the lack of responsiveness from "carusoam". These are the observations of an internet contributor, who hasn't stayed at a Holiday Inn Express lately and has no qualifications to answer your "very serious" question. [emoji3] Sent from my iPhone using Tapatalk Pro
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    This is the Before and After shot of my plane before the big strip tease...
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    The Rocket ready to go, the Lancair looking "military", in primer, for now. Tom
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    Best I can do since I am 6365 Mooney Miles from my plane.
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    Sent from my iPhone using Tapatalk
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    This story takes place in the early 70's and used to be told every time the brothers were together and usually later in the evening after a few beers loosened them up. My father flew B52s out of Seymour Johnson AFB in Goldsboro, NC and my uncle was flying out of Burlington, VT for the VTANG in F102s. One night my father was supposed to be doing a cross country low level run starting up in Maine and ending someplace out west. After getting on station over Maine he was informed that the mission was scrubbed and he was done for the night. While planning his return back to NC he received amended orders to fly over to Vermont and loiter around the state so the VTANG F102 pilots who were out on maneuvers could get some practice doing air intercepts and simulated missile runs on a live bomber sized target. They headed on over and set up in a large fat duck holding pattern and rang up the flight leader of the VTANG guys to work out how it was all going to go down. The flight leader rang up my dad and instantly my father knew that he was talking to his brother who was formed up on his wing just a few hundred yards away. My uncle then explained that this was going to be scored and used in their air combat proficiency review set for later that week and it would be great if he could just fly along and make it easy. Being brothers and somewhat competitive they both went off to duel it out in the sky over the mountains that they grew up hunting and fishing in and may the best man win. While the VTANG guys were going out and getting settled in for their first run my father called up the EWO on the comm and informed him that if one of those blankity blanking VTANG guys score as much as one hit on them that he would make his life a living hell until such time as he could figure out a way to get him transferred to Guam and turned him lose on the unsuspecting VTANG guys who were thinking this was going to be a walk in the park........They never scored so much as a single hit on them. I was reminded of this story a few weeks go by my father who retold it at the service for my uncle who had passed. The men may pass but the stories live on. In memory of Brig Gen USAF Rich Kenney Ret.
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    Okay, I'll play.[emoji846] Still saving up for the pretty paint but she's still a beauty to me! Sent from my iPad using Tapatalk
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    My engine is back from Penn Yan Aero, and looking good!
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    My kept woman...I call her my MILF!
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    I made myself a new handle - "Dead Stick Douglas". i didn't know i had that much skill, so realize that a lot of good luck and the hand of God were very vital to this incident. i'd like to clear up some of the data points floating out there. We topped the tanks off before departing Austin and our range with 75 gal usable is 0530. Flight Aware shows our flight to have been 0230, so 0300 hours left, or enough gas to get to Atlantic Ocean. The fuel in the tanks in the plane tell that story. However, the words "oil" and "fuel" may have sounded similar and therefore the confusion to the reporters. I did email the station and told them that fuel was not low - that would have been bad judgement, which we didn't have - but that oil was lost, which was bad luck, which we did have. at least until we landed safely. I don't know how the reporters declared that three people were in a crash when the fact was that two people were in one of the smoothest landings ever made and no one and nothing was scratched, save a little dent in a gear door that found a little dirt to rub on. A little clarification on the reports of the engine are in order though. Back in the fall, i reported an engine burp of a half second to my mechanic and he had not explanation. the engine ran fine for two months until it went in for its annual inspection, at which time the broken plug and damage to the piston and cylinder was discovered. I had requested that he replace the plugs with Tempest fine wires prior to the annual, but upon learning of the Tempest failure, told him to not use Tempest but instead put twice the price Champions in the plane instead, which he did. So any reference to Tempest plugs is irrelevent relating to this incident. As far as the cause of the engine issue, i have no idea. i didn't know an engine could shake that hard and not break off the mount though, and still wonder how white smoke could come out the front of the cowling when air was entering it at 100K. The engine seized just after coming out of the bottom of the clouds at 2,000' and looking through two prop blades standing still was quite unsettling. Watching the glide slope start coming up off the bottom of the indication told me that i would be sinking down to it and then below it and decided that we couldn't make the runway from 2,000. I saw a small green patch on the ground and dismissed it as too small to land in. Looking all around I didn't see anything else that looked as good, so resigned myself to a very critical approach. The patch measured at 1,000' on Google Earth and 50' trees at each end. I knew I couldn't be high or fast or we'd run into the trees at the other end. we thought we would trim some trees on the approach but didn't and flipped up the speed brakes and landed, rolling pretty fast toward the trees at the other end and thought we would be running into them. But near the end of the field, the treeline on the right side of the field ended and i made a hard right turn toward that opening, expecting to dig in a wingtip, but we didn't even dip and the wide gear swung us around before getting to the trees. then we stopped rolling and got out. i'll let you all know what the engine issue was when it is taken to a hangar and the engine is replaced. Twenty responders arrived very soon. The sheriff came up and said what a great job of flying it was. A police helicopter landed and the pilot ran over to shake my hand and said he had never seen such airmanship. Lots of compliments. Then the mayor of Central (Louisiana) and five staff took us to lunch and gave us the keys to the city. The owner of the property we landed on was as nice as could be and pulled the plane up to high ground so the coming rain wouldn't bog it down. here's the field. we landed to the right and took the "high speed taxiway" exit at the right end is where we ended up, right at the bottom of the image. A lot of momentum to roll that far, but thankfully that gap in the treeline was there!
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    It's not a free-market whenever the city Council grants A monopoly for the single FBO to one company and there is no way to access the airport or the ramp without going through their facility and paying their fee.
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    Kern Valley, CA (L05) campground parking area.
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    As someone who has owned the same plane for 26 years, I held off on any major update for years. Outside of an engine analyzer and fuel totalizer, my first 7 years of ownership was fixing what I had to and replacing what I needed to. After 7 years of ownership, I spent a good chunk of my avionics upgrade reserve on a full blown autopilot. After hand flying IFR for 7 years, it was more about the safety of my family than giving me a break from hand flying. After that upgrade, I did nothing major for the next 14 years other than making sure the plane was in tip top mechanical shape. After 21 years of ownership and with 2 VOR approaches at my favorite destinations being converted to RNAV approaches, I made the leap to a WAAS GPS. I kick myself in the butt for waiting on the GPS but like most, I didn't see the value in doing the upgrade. Of course, having nothing to display the GPS on led to the Aspen, then to the next thing, then ADS-B and on it goes. If I were to move onto another plane, I doubt I would sell, rather just get a bigger hangar. After you own a plane for 26 years, she's part of the family. She was there getting us to Grandma's at Christmas time, gave Grandpa his last airplane ride, took my kids safely to vacation spots and is always there when I have a rough day at the office and decide being alone at 9,500 is the cure. Trying to put a value to this will never work. The math doesn't work unless you factor in the value it has on your life. Life is too short to worry about all the economics. Don't put yourself in the poor house owning an airplane but also don't expect them to plant you in a gold coffin. They have other plans for your money. [emoji2] Sent from my iPhone using Tapatalk Pro
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    I guess I have a thing for redheads.
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    Really enjoying my Ovation. 2005 with the 310hp conversation.
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    Here is mine, doing what she does best, flying fast......
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    Meet "Mike". I brought him from Alabama yesterday to Arizona this afternoon. What a blast. I just wish this passion was not soo expensive. I'm trying to find a balance, but it's hard.
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    Love love love my Maggies. Maggie 1: N6619U, 1963 M20C Maggie 2: N6619U, 1965 M20E Super 21, third photo Mooney Caravan training
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    Current Mooney at San Carlos hangar. Second photo: Over Santa Cruz hills - formation flight with Knute's Mooney. Third photo: Mini Mooney. (Hardly uses any fuel - ultimate LOP). Sent from my iPhone using Tapatalk
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    Sent from my iPhone using Tapatalk
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    Sent from my iPhone using Tapatalk Pro
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    I still go to bed with a HUGE smile thinking about owning my plane. Sent from my iPhone using Tapatalk
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    She's all done. Final payment is on the way, and the bill of sale/registration, etc is on the way to me. Other than minor things you'd expect out of an airplane this old, she seems great. Part of the agreement was to keep her stored in the hangar until I return from my deployment in July and can pick her up. My CFI will go out with me and we'll make the flight back to home base of 58M work as my flight review and complex checkout with all the necessary stops and maneuvers along the way. Until then I'll just keep looking at the same pictures over and over, plan trips (with our new extended range and speed), and plan future upgrades. My home field mechanic who maintained my Cessna reviewed the logs as well. He was confident based on the amount of maintenance, log keeping and where it had been maintained that I shouldn't have much to worry about and he'd be comfortable with the purchase. I spoke to others, I got details on everything I could find. Eventually at some point you have to roll the dice!
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    Great picture! How many minutes was the exposure? I don't have many on this new tablet.
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    My hangar find, and now my flying project
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    A well taken care of 84K, my turn not only to maintain, but improve for the next lucky owner. Pritch
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    This year will be our 19th year in a row. We've been renting the same house all those years. I feel like I have a timeshare on that house. When I asked my flight instructor about 5 years before that how he could go year after year, I didn't get a good explanation. After attending the 1st year it was clear why he went. The people who go are amazing (I, too, usually don't like large crowds, but this is different), the organization of the event is better than any event I have ever attended in my lifetime, the grounds are kept immaculately clean, the seminars are presented by some of the best in the business, anybody who is anybody in the aviation world exhibits there, rebates on products are the best of the year (I saved nearly 10% of the cost of my panel upgrade as a result of Osklosh attendance) there are more airplanes of different types than you will see anywhere else, the daily airshows are the best in the country, the City is like those of my childhood years, AMERICA all the way), and so much more. If you love aviation, go once, and you will be forever seduced by it....