orionflt

You could see the surf come up and once it got to the left tire it just sucked the rest of the plane in.

I saw all that info, just thought the owner may be on mooney space, or someone here might know him.

20k is a lot for a restoration project with older avionics, must have been some one like wentworth or Dawson that bought it

I was just surfing the net and ran across this M20E being sold for salvage, appearently the pilot ran off the runway and hit a sign damaging the wing and causing a prop strike. Looking at it it appears to be a vintage E with no mods and a high time engine. The damage looks substantial enough that it will not be an economical repair. I looked to see if I could find anything about the incident but there was nothing in the databases,and I have no idea when it happened. I guess just wondering if this was a mooney space bird and if anyone knew the story.

Not owned by emery riddle any more.

Ouch, where did this happen?

It really stinks that you have to deal with this when it wasn't your fault, hope the repair your baby and get you back I the air quickly.

Had a no fault claim on my C and my insurance did not go up at all

Check the worm gear mechanism just below the trim wheel, there is a C clip on the forward side that can release and allow the gears to misalign. Ultimately the gear can disengage completely had it happen to me twice, after the second time I pulled it all apart cleaned lube and replaced the C clip.

My best recommendation is to tighten up air leaks. Made a big difference in my C.

Retrofitting an older autopilot defiantly would not be cost effective, but the newer autopilots are out of my price range right now. If I upgraded my hsi and installed a new autopilot the cost of the toe would equal the value of my plane and not increase its value enough the make a difference. Since I do all my own maintenance I have been able to install some nice upgrade cheap enough to make them worth while, I would love to have some thing a little better then the basic wing leveler that is currently installed but anything I do to upgrade is going to be a major project,

Are you saying the KFC-200 goes with the ki -256 ? If you are I am interested in it

I think his barometer may be a little off this time, I hope i'm wrong but i do not see a big uptick in general aviation at this time. the economy is still trying to recover from the last few years and even though it seems to be rebounding i do not see it being stable enough for the people who would purchase mooneys to go buy new.

Pulled from MAPA: Early -GB Engine Problems The original 210 horsepower Continental TSIO-360-GB engine ran hot, both in climb and cruise. Extremely high temperatures are hard on cylinders and the -GB did experience premature cylinder replacements. The engine also had a fixed wastegate in the exhaust system, meaning careful pilot technique was required to keep from over boosting the engine on takeoff. If the pilot inadvertently added full throttle for takeoff or a go-around, the engine would over boost, with only a mechanical pop-off valve in the induction system to save the engine from literally coming apart on the runway. Fixed wastegates also mean high turbocharger speeds (RPM) at altitude, which reduces turbocharger life. Compared to the absolutely bulletproof Lycoming IO-360 engine installed in the M20J, the TSIO-360-GB engine in the M20K got a bad reputation. The engine did run too hot (shame on Mooney's flight test department during those days). But added maintenance costs are just a fact of life with a turbocharged engine compared to a normally aspirated one. The TSIO-360-LB is a Big Improvement My very first job in 1983 as Mooney's newly hired engineering test pilot was to certify the 1984 model changes to the M20K. These changes included the installation of a newer variant of the TSIO-360 engine, the -LB, which replaced the -GB. The changes between the two engines were minor, but one of those minor changes proved to be a major improvement in engine life and longevity. The throttle body on the -LB engine was a larger diameter than the one on the -GB. This allowed more induction air into the cylinders, which helped to cool the engine. In flight testing the -LB, we found a decrease of approximately 20 degree F on the cylinder and the oil temperature with the -LB installation. This was huge. Continental recognized the improvement, so much so that any -GB engine that goes to the TCM factory for an overhaul gets changed to the -LB configuration automatically and the engine's data plate gets changed to reflect the upgraded -LB configuration. If you're shopping for a 231, look closely at the engine's data plate. If it says TSIO-360-LB, great. If it says TSIO-360-GB, you've got an original hot running engine that will simply give you more trouble. Move on to another one with the -LB engine.

Good questions, seems like AOPA is losing its fan base.

I haven't seen it yet, but I know Pete from episode 8. Going to have to watch it one of these days, but he has been taking a lot of ribbing about it.

If it is only the positive control system and no accuflt interfaces the only thing you gain with the positive control system is a little added stability if you let go of the yoke to look at charts, with the accuflight system installed it becomes a basic autopilot. My C had the positive control system with out navigation interfaces installed after market, (my plane was built before the PC system was introduced) I like not having it on all the time, but it is nice to have when I'm flying in weather. The big issue I have with mine is it tends to wander but I have talked to brittain and they said they could fix it if I brought it to them.

I have had dew turn to ice on my wings during an early morning preflight, the wing temps were down close to freezing, and as the morning dew started forming it became ice on the wings, nothing I could do to prevent it. needless to I postponed the flight for a bit

This is one that I would like to see the final report on, it looks to have the potential for a good learning senerio, unfortunately it cost the lives of two people. I prefer to learn with out the loss of life or aircraft.

What I want to know is what they did to rip a mooney into pieces. That is hard to do.

Saw a cluster on eBay for a bravo TLS. $335 current bid.

Engine monitors are great for troubleshooting.

I used 90 as a round number less then 100, as you would agree that 100% is based on standard day sea level 29.92. We do not usually meet those conditions except in winter when the temps are down we are on the negative side of the curve. I would love to get out this weekend to see what kind of power I would make with sub zero temps.

When you have problem like that it can take some time to trouble shoot and can be something that seems unrelated. Thinking about it I remembered an issue I had a 152 that would start right up cold, but once it was hot it would not start. After hours of troubleshooting, checking the fuel system, timing and replacing plugs we pulled the mags checked and cleaned the points, internally retimed the mags. The problem went away, mechanically there is no good reason for it to start fine cold but not start hot but the mags were causing the issue, might be another place to look.

Starting procedures sound good, wondering if you have an induction leak that seats it's self after the engine is running for a few min...