usafhaynes1

I do not have any photos handy that shows the actual truss failure from the previous planes. All I had is the information provided by the mechanics who inspected the planes. Both nose gear trusses failed (yeah...odds of that right?) and both were attributed to the dents from improper towing. The dents caused the initial failure and the rest of the truss broke on collapse. I read up that mooney recommends repair for a very low tolerance of a dent. Both my planes did have slight dents which I was told shouldn't be an issue. My buddy's m20c has the same damage and I've pleaded with him to replace the truss ASAP! I will regularly inspect the truss and advised the ground crew at my home base Fbo of the limitations of Turning the mooney. Otherwise, today is a $100 seafood run in Biloxi!

I've posted a few topics on here as a new Mooney owner in 2013. Unfortunately, I had a couple of failures; of nose gears to be precise. The circumstances behind both incidents was definitely strange and some believed not coincidental but rather must have been some sort of error on my part. I had two separate planes (M20C), bought in separate states with different mechanics performing the annuals and both had the same issue; the nose gear collapsed during taxi for takeoff. The first one was investigated by the FAA and revealed that the nose gear had broken in three places causing failure. I'd only had my first airplane for a total of 14 hours. My second plane had flown for 89 hours and had only 3 hours just after a very expensive annual when the nose gear collapsed. The mechanic who performed the annual stated he had load tested the gear but couldn't remember the "tolerances" nor had any paperwork to back his claim up. The investigator inspected the nose gear and said it was "shattered". I have my suspicions that the gear was never actually load tested. I was pretty much done with Mooney aircraft and was looking for a Piper. After borrowing a friends to fly around, it simply didn't have the speeds I was accustomed. I started researching nose gear collapses on Mooney's more thoroughly and found it was a more common occurrence than most would admit and the worst part was most of the time it was the front nose gear. I felt that if I were to get another Mooney, the nose gear must be replaced immediately. I found a Mooney in February and flew the Piper up to get a good look at the airplane. After meeting with the owner, I immediately went to look at the nose gear and found the truss to be in worse shape than any of my other planes. The damage to the truss was so bad, I refused to even take the plane for a flight (I'd seen his pilot fly the aircraft for about 10 minutes as I arrived). I agreed to purchase the plane if the owner would give it a fresh annual, fresh IFR and replace the nose gear. This all worked out well in my favor. The original nose gear was sent off for "refurbishment" and came back unserviceable. They had to order a new truss from LASAR (love that compnay!). Turns out, the damage wasn't just the truss as the damage went through the linkage which had to be replaced. Other issues in the place included a loose servo (missed all the bolts to hold it on), and several instruments were unserviceable as well. This plane had a current annual which means the mechanic either didn't look at the truss or just assumed all was well; both a serious safety issue. And no, the damage was not recent. It took a total of 10 weeks to repair all the issues before I finally received my plane last Friday. I"m still waiting on a replacement ILS as the original was sent off and came back unserviceable. They are shipping me the new one. I need to get back into IFR flying!!! My "new" 1965 Mooney M20C flies straight and true and the STEC 50 works great. On the downside, it has an Apollo 2001 NMS that hasn't been updated since 2004 and needs a battery, the comm has some slight feedback (not a huge issue) but the prop is balanced, the instruments are accurate (the vertical compass card is bouncing around 10-15 degrees at a time...a bit frustrating) and I'm very happy with the engine's performance. My first cross country round trip was 4.1 hours and no oil used. I appreciate most of the support I've received from the community on this forum, and want to pass along to ensure your nose gear is indeed intact and has no bending or dents in the truss...it eventually will fail. I was fortunate that mine only failed during a slow taxi, not during an actual landing. Enjoy the photo the mechanic sent me showing the new truss versus the damaged one.

My previous reply was 100% conjecture and opinion. No, I do not know what exactly caused the collapse. Yes, I find it extremely suspicious that both times the collapse happending on taxi for takeoff. What I do know is that the safety of both myself and family is more important and I can no longer trust this airframe. In my mind, I'm blessed that the collapse did not happen on landing. Again, I do appreciate all opinions and advice and hope all can continue flying safely.

I apologize for not responding...I've been traveling around in my buddy's Piper 180. It's slower but a very stable IFR platform with an excellent autopilot than can fly autopilot an ILS w/ glideslope. Yes, I say this since my next plane will be a Piper 180. Why? I can no longer trust Mooney. She's a fast plane but I do not trust the landing gear. The local mechanic moved my plane last Friday. When he lifted the front of the plane, he took a look at the landing gear. His words were "shattered". The nose gear was broken in multiple places. This is different from my last mooney where the control rods were broken in multiple places causing the nose and left main to collapse. This time, the nose trusses were shattered in multiple spots causing the nose gear to fail while the mains stayed down and locked. My opinion. Anyone flying these beautiful aircraft should have the landing gear replaced. Not checked, not inspected, simply replaced. I personally feel that after having two aircraft landing gear collapse, it is a simple answer as to the cause...metal fatigue. I think I'm the unfortunate owner of two separate planes experiencing metal fatigue so much that it is breaking. Do I have hard landings? No. Do I check the Johnson bar on initial, final and after touchdown? Yes...especially after first airplane had nose gear collapse. I hope people gain an appreciation for how dangerous each situation could've been and how fortunate I feel that both collapses happened on a taxi for takeoff, not on landing or actual takeoff. I appreciate this community for the insight to help me be a better pilot, but I'm now going to go find a piper 180 and then I'll save up for a Cessna 182 or a Cherokee Six. thanks.

Mechanic is out of Hattiesburg ms. Very knowledgeable. He stated he did pre load check and gear was within limits. Insurance adjuster said with new prop and engine tear down, they are going to financially total the plane. My problem is I no longer trust mooney for safety due twice having same issue. I love the speed but don't trust it on the ground!

I'm no longer in VA. I'm in MS. My friend has already offered his piper 180 until I get resolution. I'm putting in the claim today and reviewed ntsb reporting requirements and it seems that this is not reportable. I don't think the insurance company will be happy with me after two issues in one year!

I'm no longer in VA. I'm in MS now at meridian! My friend has already offered his piper 180 to fly until I get my plane back.

Two separate planes, two different states, two different mechanics. I called mechanic who stated preloads were within limits. I flew for 4 hours over three trips after my annual this month. I meticulously check jbar on landing after the first plane issue. I called buddy who has mooney in annual and told to have nose gear replaced! What are the odds I'd have this happen? I taxied after landing and parked plane. Two days later I taxi for takeoff and nose collapses just like first plane!!! I am still in disbelief. This has been a solid plane so far with great handling and good instruments. I hope insurance repairs plane and doesn't salvage it. I've got a fresh annual on this plane, fresh ifr cert so I don't want to lose the plane! Now I get to tell the ntsb that this has happened again. Insert really angry words.

It couldn't happen twice right? Wrong! I posted previously about my nose gear collapsing on my first mooney during taxi for takeoff during a cross country trip. The FAA and NTSB determined the gear snapped in three places and was outside of my control to prevent the gear from collapsing. That happened on May 14, my birthday. Happy birthday to me. Today is another birthday celebration and again, I had my nose gear collapse on taxi. I bought my 2nd mooney in July, have put over 100 hours on the plane and had just got the plane out of annual ($3700 annual to include $1100 prop repair!!!) last Thursday. I've had 4 flights since then. I flew into the airport on Monday, taxied to parking, did a 180 turn, parked it and returned this morning for a cross country flight for family. After thorough pre-flight (had to wipe off morning dew from wings), started up, made left turn for taxi way and got about 100 yards before the front nose gear collapsed. This time the main landing gear stayed intact. I'm furious!!! How could this happen a 2nd time identical to the first? Land, taxi to parking, all ok on shutdown and then collapse on taxi the next flight? I thoroughly check the J-Bar after reading all the issues involved. I'm starting to think there is an issue with aging? The previous collapsed caused the left main to collapse and left wings severely damaged which totalled the aircraft. Today, the only issues are a prop strike, air filter and nose gear door on the ground. Much less damage. Hopefully it'll just get new prop, engine inspection and new front gear. Please, have your nose gear closely inspected because this could be a much more serious issue starting to come out! Merry Christmas from a frustrated pilot.

I have a narco 810 radio and had an issue today that I can't find anything about. When transmitting on active frequency, all is fine. When receiving on active frequency. The radio immediately switches over to standby freq. I was in the air when this started. I mitigated the issue by matching active and standby Freqs. When receiving, transmissions were a bit broken as the radio was constantly switching between active and standby Freqs as it was receiving. Has anyone seen this issue! I'm having the radio pulled Monday to troubleshoot. Only other factor was extremely heavy rain this weekend prior to flight.

Now they just need to slave forefight data into flight director with synthetic vision on the stratus horizon app. Then...zen.

I flew to tn last night and home this morning. Strangely, I ran all lights without issue yesterday and this morning while flying ifr through clouds. I'll keep an eye on it.

Congrats! I've had my new mooney a week and can't stop thinking about flying! Enjoy, the plane looks great!

Alternator, switch feels solid.

The rotating beacon is still turning. I definitely hear it when I turn on the switch when at 1000 rpm. Once I apply throttle, the interference in my headset quits. I'm still looking for theories on what is causing the anti-collision lights to pop off when all lights are on versus staying on when that is the only active switch. Is it a current load issue? If so, why does the switch have no issue if the beacon switch is off? Ideas? My current theory on the keep alive switch is that is has something to do with pulling current directly from the battery (my buddy's F model had a keep alive switch on it as well).

My switches from left to right are boost pump, auto pilot, keep alive (?), pitot heat, rotating beacon, anti collision (wingtip lights), landing light. The only switch that has a problem is the anti collision switch unless it is on by itself.

Yesterday quick .5 flight to a neighbor city and I turned on lights. Again, after about 10 minutes, the anti-collision switch popped off. I switched off the rotating beacon and flipped on the collision switch and it never popped off. Is this a switch issue or a load issue? It only pops off if I have both beacon and collision switch on.

I don't have the rocker switch, it's the old style switch. I'll check the wiring. As far as the STEC, the two toggles are autopilot on/off and keep alive on/off. I've no idea what the keep alive toggle does. I'll look for the breaker. Thanks for the input.

I've just purchased an IFR certified Mooney this past weekend and flew it home getting some good practice filing IFR routes. The first flight was a night flight and I had no issues with either the rotating beacon, anti-collision or landing lights. This morning, I took off from 75FL, VFR, picked up an IFR clearance enroute, had all my proper lights on and noticed later on that my anti-collision light switch was off. I wasn't sure if I'd bumped it while turning off the landing light after takeoff so I switched it back on. It did not immediately pop off and the sun did start to rise so I didn't notice that it had, again, switched off. On landing at KMEI, I noticed the switch in the off position and turned it back on only to have it pop off about 60 seconds later. My question to all, is this a possible switch going bad or a short? My friend was standing midfield on my takeoff and informed me that the lights were all properly working as I got airborne. Thoughts? I have the alternator and it is always at 0, only momentarily going negative when I first switch on various electrical requirements, then it goes back to 0, so it's charging. Also, while in troubleshooting mode, I have an STEC-30 that has two switches and two buttons. 1st switch is on/off, 2nd is keep alive, 1st button is heading (gyro heading bug) and 2nd is alt hold. The system is currently inop. Anyone have any ideas of what the most common failures of the autopilot system are? I cannot find any decent manual on the STEC-30 that was installed in 1998. The website only seems to report the newer versions. Thanks in advance for any advice.

It's my pleasure to announce I now have a 1965 Mooney M20C again. This one is in much better shape than my last one. The autopilot is inop which seems to be standard. She's ifr certified and I almost filed it last night. Flew into nashville (Kjwn) about 10 minutes ahead of a flash flood storm. I was VFR direct from Kgcy and wouldn't have made it before the storm without nashville approach allowing to fly across the city! I'm so happy to be back in the air, even after two months of not flying, I ran all checklists and everything came back quickly!