BKlott

I did clean up the bad spots on the firewall while the mount was off. Good suggestion though!

I appreciate and agree with your analysis. Today I ordered a new G2 unit from Insight Avionics, taking advantage of their Oshkosh Show Special. Thank you for your input!

In early 1980 Aviation Consumer published a report on the Beech model 35 V-tail Bonanzas. The report indicated that through 1978 seventy one (71) of the fifteen hundred (1500) original model 35 Bonanzas had been involved in a fatal in flight airframe failure. That represents 4.8% of the original, straight model 35 aircraft produced. Subsequent improvements to the airframes during the production run lowered this percentage on later models closer to 1%. None of the various models of the V-tail Bonanzas were immune to airframe failures. The only exception was the model 35R of which there were only thirteen (13). These were early model Bonanzas that were returned to the factory for numerous modifications to beef up the airframe based on what Beechcraft had learned from earlier accidents. The modification program was discontinued as it cost nearly as much as the entire airplane. The report indicated AT THAT TIME (thru 1978) there had been a total of 208 fatal in flight airframe failures amongst the V-tails. There have been more since. The early Bonanzas, the straight 35, A35 and B35 had what is referred to as the narrow chord tail. These aircraft tended to experience wing failure before the tail would fail. That is why they have no cuff on the leading edge of the tail surfaces. They don’t need it. The later models, those with the wide chord tail, tend to experience tail failure before the wing would go. They have the cuff on the leading edge of the V-tail. One reason that the wing failed in the early model Bonanzas was that the outboard portion of the wing, outboard of where the main gear attached and the landing light was located in the leading edge, there was no spar web. This is where the wing typically failed in the early Bonanzas. That was corrected later in the production run in the much newer models. They also increased the thickness of metal used in the leading edge of the wing. I often think of this report whenever I see an old model 35 for sale at a very affordable price. Mooney pilots take heart. At least your airplane was structurally sound in the first place.

Great timing with your question as I just got an update from Zephyr today. The last I had heard was that the Lycoming O-360 cylinder assemblies were NOT available but the O-320 assemblies were. Turns out that the O-320s are not available either so we are using the Superior cylinders instead. This will save me $800 on the overhaul cost. I was also told that Superior stands behind their cylinder warranty which is not always the case with Lycoming. Zephyr provides the same warranty using either brand. Apparently my crankshaft came back with no issues as Zephyr advises that they now have all the parts in and will start assembling my engine the beginning of next week. I should get the engine back before the end of the month! I’ve updated my IA and he said he’ll be ready to jump on it when it gets back. Other than that, my big worry will be flying the 172 again after flying nothing but a Duchess since April’s ill fated flight in my plane. That will be an adjustment.

Prior event involving “minor” damage to the aircraft: ------- FAA Accident/Incident 1 ------- Occurrence Date 2014-06-06 Aircraft Make MOONEY Aircraft Model M20M Damage MINOR Document Last Modified 2014-07-31 Narrative AIRCRAFT DEPARTED KMLE AT APPROXIMATELY 13:00 CDT WITH INTENDED DESTINATION OF KAXN. AIRCRAFT WAS ON A VFR FLIGHT. AT AN ALTITUDE OF APPROXIMATELY 5500' MSL, APPROXIMATELY 5 MILES FROM KMML, THE WINDSHIELD WAS SUDDENLY COVERED IN OIL ELIMINATING ALL FORWARD VISION. PILOT STATED THAT HE PULLED BACK THE THROTTLE AND BEGAN AN IMMEDIATE DESCENT TO KMML. THE PILOT LANDED THE AIRCRAFT ON RUNWAY 12 AND WENT OFF THE END OF THE RUNWAY, STOPPING IN THE GRASS. ON SCENE INVESTIGATION OF THE INCIDENT FOUND THAT THE PLUG AT THE FRONT OF THE ENGINE AND THE PROPELLER GOVERNOR IDLER GEAR SHAFT HAD DEPARTED THE ENGINE CRANKCASE AND WERE FOUND INSIDE THE PROPELLER RING GEAR ASSEMBLY. ***** No NTBS Accidents Found ***** ***** No NTBS Pre 1982 Accidents Found ***** ------- SDR 1 ------- Date Of Report 1994-03-31 Operator Control Number 94ZZZX1691 Date Of Occurrence 1994-02-28 Aircraft Registration 9156Z Aircraft Manufacturer MOONEY Aircraft Group Code M20 Aircraft Manufacturer Model M20M Aircraft Make Model Sequence 5870222 Air Carrier Name Unknown Air Carrier Operation Code Operation Type G Stage Of Operation APPROACH Severity Factor FREQUENT Air Transport Association Code Reciprocating Engine Cylinder Section Precautionary Procedures NONE Nature Of Condition ENGINE FLAMEOUT, VIBRATION/BUFFET Segment ENGINE Descriptive Name Of Part VALVE Defective Location On Aircraft NR 3 CYL EXH Failed Part Condition BROKEN Part Total Time 444 Part Total Time Since Overhaul 0 Component Manufacturer Component Manufacturer Model Component Manufacturer Number Manufacturer Part Number Ata Code Remarks ENGINE BECAME ROUGH UPON REDUCTION OF POWER FOR LANDING. UPON INSPECTION OF ENGINE FOUND CYLINDER NR 3 EXHAUST VALVE WITH ONE-QUARTER OF FACE MISSING. ALSO FOUND CYLINDER NR 1 WITH PISTON PIN CAP SHAVING OFF MATERIAL. TOP OVERHAULED ENGINE WITH FACTORY NEW CYLINDERS (UNDER LYCOMING WARRANTY).

Your friend might try giving Bill Turley of Aircraft Engineering a call at (863) 533-1870. He is known to be a Comanche expert in Florida, located at Bartow Airport.

UPDATE. Dreams can and do come true…even if you are 64 years old! Today was an absolute blast. I earned my Multi engine rating down at Venice (VNC) this morning, then got to fly back to Leesburg as PIC. Special thanks to CFI Adam Jacques and all the nice people at Sunair Aviation, Leesburg Airport (LEE) who helped make my dream a reality.

My Dad and I used to joke about putting our airplane on a Progressive Maintenance Program. “Isn’t that the program where you are always working on the airplane?”, was our punchline. Now I have a different point of view. “Progressive Maintenance”, to me, is just another term for “Aircraft Ownership”.

I spoke with Brad Baxter at AWI and he advised that they use Imron by Axalta. He said it is a polyurethane paint that is very strong.

Tuesday, June 22nd About time for an update! Time is one of the things that people don’t often think about when it comes to airplane projects like overhauls, paint jobs, interiors and avionics upgrades. Everyone tends to focus on the costs but not the time and aggravation that goes along with it. Today I received my engine mount back from AWI “A deep passion for aviation with an understanding for urgency”. It was delivered to them on April 23rd by FedEx Ground and received back today on June 22nd. AWI “A deep passion for aviation with an understanding for urgency.” AWI used Estes for shipping the mount back. It arrived at their Tampa Terminal on Friday and I was told that I would receive a call from their “residential delivery department” to schedule an appointment for my delivery. Well, still haven’t received the call to schedule my delivery appointment but this was sitting on my driveway this afternoon when I went out to check the mail. The mount had some tube damage from a tie wrap (don’t use tie wraps on your mounts) which needed to be repaired. The lower section of the mount is commonly cracked, mine miraculously was not, but they recommended that I go ahead and have them install an FAA approved beef-up to that area to prevent future issues. After incurring the expense to remove and ship the mount to them, it just didn’t make sense to forgo the beef-up and help avoid future issues. I agreed to the improvement. Total cost for the inspection, repair, beef-up and painting was $1,888.00 plus freight charges of $308.78 for a total of $2,196.78. Our current project total is now up to $19,044.50.

N Number: 6659U Last Action Date 2020-09-16 Airworthiness Date 1963-02-25 Expiration Date 2023-09-30 Manufacturer_Name MOONEY Model Name M20D Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 531583900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2020-09-16 Status N-Number Assigned and Registered Serial Number 154 Aircraft Type Fixed wing single engine Mode S Code 52145162 Year Mfr 1963 Aircraft Category Land Builder Certification Type Certificated Number Engines 1 Number Seats 4 Aircraft Weight CLASS 1 Aircraft Cruising Speed 127 Airworthiness Classification Standard Approved Operation Codes Normal Engine Manufacturer LYCOMING Engine Model Name O&VO-360 SER Engine Type Reciprocating Engine Horsepower/Thrust 0 Fuel Consumed 0.00 ------- History 1 ------- Last Action Date 2017-03-13 Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 531583900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2002-05-30 Status Registration Expired ? Pending Cancellation ------- History 2 ------- Last Action Date 2013-11-26 Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 531583900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2002-05-30 Status Second Notice for Registration Renewal ------- History 3 ------- Last Action Date 2011-04-18 Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 531583900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2002-05-30 Status First Notice for Registration Renewal ------- History 4 ------- Last Action Date 2008-05-20 Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 53158-3900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2002-05-30 Status First Notice for Re- Registration/Renewal ------- History 5 ------- Last Action Date 2005-05-17 Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 53158-3900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2002-05-30 Status The Triennial Aircraft Registration form was mailed and has not been returned by the Post Office ------- History 6 ------- Last Action Date 2002-05-30 Registrant Name CARVER ROBERT D Street 4515 121ST ST Registrant City PLEASANT PRAIRIE Registrant State WI Registrant Zip Code 53158-3900 Country UNITED STATES Region Great Lakes Registrant Type Co-Owned Fract Owner Certificate Issue Date 2002-05-30 Status N-Number assigned ------- History 7 ------- Last Action Date 1999-11-16 Registrant Name CARMICHAEL JOHN D Street 194 LEVERONI RD Registrant City SONOMA Registrant State CA Registrant Zip Code 95476 Country UNITED STATES Region Western-Pacific Registrant Type Individual Fract Owner Certificate Issue Date 1990-07-16 Status The Triennial Aircraft Registration form was mailed and has not been returned by the Post Office ***** No Deregistered Data Found ***** ***** No Reserved Data Found ***** ***** No FAA Accidents/Incidents Found ***** ***** No NTBS Accidents Found ***** ------- NTBS Pre 1982 Accident 1 ------- Qccurrence Date 1967-12-01 Aircraft Make MOONEY Aircraft Model M20D Aircraft Serial Number Damage SUBSTANTIAL Accident Location FAYETTEVILLE,ARK Occurrences WHEELS-UP Phase of Flight LANDING - LEVEL OFF/TOUCHDOWN Causes FAILED TO ASSURE THE GEAR WAS DOWN AND LOCKED Narrative ------- SDR 1 ------- Date Of Report 1978-08-14 Operator Control Number Z197822600072 Date Of Occurrence Aircraft Registration 6659U Aircraft Manufacturer MOONEY Aircraft Group Code M20 Aircraft Manufacturer Model M20D Aircraft Make Model Sequence 5870210 Air Carrier Name Unknown Air Carrier Operation Code Operation Type Stage Of Operation TAXI/GRND HDL Severity Factor OVER 24 MO Air Transport Association Code Power Lever Precautionary Procedures NONE Nature Of Condition OTHER Segment AIRFRAME Descriptive Name Of Part SWIVEL JOINT Defective Location On Aircraft THROTTLE ARM Failed Part Condition NUT BACKED OFF Part Total Time 2,201 Part Total Time Since Overhaul 266 Component Manufacturer Component Manufacturer Model Component Manufacturer Number Manufacturer Part Number 6600513 Ata Code Remarks READY FOR TAKE OFF WITH THROTTLE ADVANCED TO APPROX 2000 RPM.UNABLE DECREASE RPM WITH THRTL.FND NUT BACKED OFF.

Port-a-port type hangars were in use at Hidden Lake Airport where I used to be based. The one I was in was notorious for leaking during rainstorms so the plane was always getting wet and dirty. Other tenants had the same experience. My hangar also lacked a roof vent like you would find in most modern hangar structures. It would be like a hot and humid oven environment in there, just great for an airplane and it’s avionics.

I have to agree. Many years ago it was typical that retractables carried at least $1,000 more in annual premium costs than fixed gear airplanes. If you wanted an RG, you had to pony up an extra grand every year plus endure a more expensive annual getting the gear tested. I even posted something along these lines several years ago and basically got laughed at.

You can ignore reality and deny reality but you cannot change reality.

I do believe that Al Mooney did design some airplanes without wooden wings. The LASA-60 and the Lockheed Hummingbird come to mind. In his bio written by Gordon Baxter I think he said something to the effect that the M20 was designed to eventually be all metal construction. He had that goal in mind. He is better known in the GA community for his wood wing designs like the Alexander Bullet, the Culver Cadet, Culver V and Mooney Wee Scotsman aka the Mooney Mite as well as the original M20 and M20-A.

Thursday, May 20th Initial report back from Zephyr Aircraft Engines. DIVCO found my crankcase is cracked beyond repair. The crack is located on the upper left side of the case by the front through bolt. I had noticed that this area was wet with oil in recent months but could not determine the source of the leakage. We are discussing the pros/cons of the purchase of a yellow tagged crankcase versus a new crankcase. Still waiting for word on the crankshaft. This is part of the real world of aircraft ownership. This can happen to any of us. More updates to follow.

It is safe for me to ask the question because: 1) I am a fixed gear owner 2) With all that I have had done to my airplane and all the money that has been spent on it, no one could ever accuse me of being a CB. They could accuse me of being an overly sentimental, irrational financial knucklehead...but that is a different story.

I had one Nickel plated cylinder on my engine for several hundred hours. It did not give me any trouble but you wouldn’t expect any for that time period in the first place. New cylinder availability is an issue for the overhaul shops. Zephyr mentioned it to me when I brought my engine to them. Still don’t know if I’ll end up with Lycoming or Superior cylinders on mine.

The simple answer is “no”. If my Doctor tried to pull that on me, I would look him in the eye and say “I’ll take it if you’ll take it”.

A cynic might say that when a CB gets near then end of his flying days, when the plane needs everything (paint, interior, glass, avionics, engine and prop...because the CB didn’t want to spend any money on the airplane in the first place) he should go ahead and perform a gear up landing. That way he can collect on the hull coverage and get some money out of the plane without having to deal with the hassles of trying to the sell the airplane that nobody wants to buy. He’s done flying anyway, so what does he care? Is that scenario called a pre-meditated gear up?

The 172 is NOT a good cross country plane, although I have done some long cross country flights in mine. I normally plan on 3 hour and 45 minute legs up to a maximum of 4 hours per leg when I have a distance to go. 3 hour maximum legs is typically just not going to cut it and will only lengthen your ordeal. I would bet the 172 owners purchased and burned more fuel on those flights than you ran through your C model. In fact, there is no doubt in my mind that was the case. You just cannot beat a C or E model for fast, fuel efficient cross country travel. A lot of guys ask “What is your mission?” when discussing which airplane to buy. A different approach is to select an airplane that will work well for all the missions that you are likely you to fly. In other words, a “good all around” airplane. Clearly a 182 is far better at flying long cross country flights and better at high density altitude situations (like a trip out West would provide) than a 172. The 172 is less expensive to feed for local flying and cheaper at overhaul time. The Mooney shines in fuel efficient cruise speed just like Al Mooney designed it to do. On a hot summer day, taking off from somewhere like Winslow, Arizona or Tucumcari, New Mexico, you may prefer the extra power and wing from a 182. There is just no perfect airplane.

They were fairly common on aircraft back in the 1940s. There were three flares in a row and you will also see them on the early, North American built Navions as well.

Good point! Every time I climb the ladder to fuel the 172, I think about the Grumman Cheetah I once had and long for a C model like my Dad owned.

One of my goals with this thread is to do a COMPLETE and reasonably high QUALITY overhaul and illustrate what that involves and the costs associated with doing it right. It certainly has been an educational experience for me so far, as I hope it will be for everyone following along. The project is in limbo as I am still waiting for an update from AWI on my motor mount. They are backed up in their work due to their recent move and an increased demand for their services. Additionally, the engine overhaul itself is still in the first half of the quoted “ten to twelve weeks” process. Who knows if the crankcase or crankshaft will pass or need to be replaced? Some potentially large ticket surprises may still be lurking out there. Even though I am working on a multi-engine rating and dealing with multiple home maintenance and home improvement projects as well, I sure do miss flying my airplane. It leaves a hole in you when you want to fly your plane and you can’t.

Well, I sure have been reading a lot of Insurance premium increase related comments on Beechtalk.Com, Mooneyspace.Com and the Super Viking forum the past year or so. It seems like the aircraft owners facing these higher premium costs think it is a big whoopdy doo.