3914N

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About 3914N

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    Advanced Member
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  • Location
    Lancaster, CA
  • Reg #
    3914N
  • Model
    M20G
  1. Welcome aboard! Both the C and E are probably the best 3-seat airplanes money can buy. The speed and economy of those birds are absolutely unparalleled for the price. But if you know you will regularly be filling all four seats, you might consider narrowing your search to a G, F, or J model. Don't take my word for it, go sit in these airplanes so you know what 5" really feels like it. You will pay for those extra inches, either in purchase price (for a M20F or J), or in reduced performance (M20G). Just a few thoughts... you can't go wrong... its a Mooney!
  2. George... serious thanks for the follow up. Makes browsing MS even more valuable. Glad you found your final culprit(s).
  3. Thanks. I'll shoot you a message once I know if/when I'm going. Would be nice to meet another MS pilot.
  4. This is what I'm worried about. I don't want to be the pilot who added 20% to the book value and assumed it was enough. Maybe I shouldn't be worried about this at all, but I have to prove it to myself first.
  5. I'm planning a fight to AVX (Catalina Island) this weekend. I've been there before in other aircraft, but this is the first time in my Mooney (M20G). Runway 22 has a 2-degree upslope. I'm worried this may significantly affect my takeoff roll compared to book values (I'll be close to gross wt). Any insight as to how much extra runway I can expect to use over book value? Also, would appreciate any Mooney-specific tips for getting in/out of AVX. I'm familiar with the downdrafts and runway condition. Ryan
  6. Thanks John and Rob. I'll inspect the heat muff along with the boots. Would be great to get that 12 ppm in cruise down closer to zero.
  7. Thank you everyone for your feedback. I bit the bullet and bought an electronic CO detector from Aircraft Spruce ($140 after shipping). It shows a PPM readout every 2 seconds and has an alarm for dangerous CO levels. Went for a flight today to test it out. After a prolonged taxi and runup (with heat off), the device registered 45 PPM. Holy cow! I even hit 60 PPM when I opened the cabin door. I had no idea that I was getting so much CO in the cockpit under those conditions. After takeoff, the level drops and levels off around 12 PPM. That's on the higher end, but not an immediate concern. I get as low as 6 PPM on the descent, right before landing. It is certainly not an exhaust leak. If I turn on the cabin heat and hold the detector directly in the vent airstream, it registers exactly ZERO. Good to know. I checked the main gear "mouse boots", and they are in terrible condition... completely separated from the bulkhead. They effectively block nothing. The CO levels I was seeing today would be consistent with exhaust leaking in through there. I will order new boots from LASAR and see how they affect the levels and report back. On a side note, I can't believe how much CO leaks in through an open door while taxiing. Maybe time to invest in one of those air scoops for the storm window...
  8. Beautiful! The rounded windows make her look like a J. You'll have a lot of ramp appeal. Hard to beat a vintage 'F in terms of capability per dollar. I think you'll love it. I have 70 hours in an F and here's what I use for performance in ForeFlight. These numbers are overly conservative on purpose... real world performance should be better. Climb: 110 ktas, 500 fpm, 14 gph Cruise: 145 ktas, 10 gph Descent*: 145 ktas, -500 fpm, 7 gph *I pull the power out for my descent and go down at cruise airspeed to save gas. I think most people on MS keep their power in and enjoy a nice 165-knot descent. Up to you.
  9. Welcome Eric! There are many good threads here on the pros/cons of each model. But it sounds like you are already on your way. An 'E will certainly give you more bang for your buck over a 'J in terms of purchase price per knot. A modded 'E will almost run with a J. Of course you sacrifice cabin space. We love talking about our airplanes and will be happy to answer your questions as they come up.
  10. Currently stumped, hopefully MS can provide thoughts... On a flight a few days ago I got a carbon monoxide indication on my "orange dot" ASA detector (picture below). Here's the sequence of events: Preflight & engine start are normal. I verify the detector is still orange as part of my preflight checklist. I haven't used the cabin heat in months and today is cold, so I check the cabin heat is working on the ground. Heat is on for maybe 10 seconds, then closed. Runup, takeoff, climb are normal. About 5 minutes into the flight, I glance at the CO detector and see that it has turned dark brown. I haven't turned on the heat since being on the ground. I turn around and land. No symptoms that I can perceive. Today I go out and pull off the cowling. No obvious exhaust leaks that I can see, but I decided not to pull off the muffler shroud (no A&P present), so a cracked muffler is not out of the question. The only thing that I did find was that the air hose from the heater box to the defroster has come off, so I reattach it. I then go for a quick test flight with a new CO detector. Absolutely no detection of CO with the heater on/off or cabin air vent on/off, even holding the detector right in the warm air coming from the vent. No exhaust smell. Ideas? It seems insane that the problem could have just fixed itself, and I don't know how the disconnected defroster hose could have changed anything. I'm a bit concerned about going on longer flights before I can verify that there is really no problem.
  11. Drumstick- All comments above are spot on. Hard to give a price without pictures as paint/interior ratings are subjective. Remember that in the next 5 years you have to plan on dumping $4k into ads-b and $20k into the engine, in addition to all other maintenance. The real question is how much the airplane is worth to YOU. The fact that the 430 is non-WAAS is a major bummer if you're planning on IFR flying. If you're VFR it doesn't matter. Flying 50-100 hours/yr is a major plus. Knowing and trusting the current owner is a major plus. Sent from my iPad using Tapatalk
  12. Yes, location will help, even just Norcal v. Socal. I had my '68 G panel upgraded at High Desert Avionics at WJF. Jeff does quality work and I have recommended him to many others.
  13. Very true. I have a 430W, but will probably get a FreeFlight Lite with internal position source as 2020 gets closer. Why spend an extra $1000 to get a GDL-88 when I already have ADS-B In on my iPad? What I meant was that LNAV+V and LPV approaches are becoming more common every day, and I theorize that 2020 will bring a spike in WAAS equipage of GA aircraft, accelerating this trend. I think that in 10 years, a panel mounted GPS without WAAS will be very nearly worthless for the IFR system.
  14. Lawrence, it will help us to know if you plan on flying IFR much (or at all). I think the 2020 mandate is going to make non-WAAS aircraft obsolete for IFR pretty quickly. If I were looking at this aircraft, I would add the costs of a WAAS upgrade to the 430 to the purchase price. You need the GPS be panel-mounted and certified in order to legally use if for IFR. If you're only VFR, then I believe that a panel-mounted GPS really adds no value to your flying, WAAS or otherwise. Instead, spend 900 on a Stratus receiver and enjoy the moving map on your iPad.
  15. Lawrence- it sounds like you'll be filling the back seats regularly. I highly suggest you check out a M20F. You'll appreciate the extra cabin room for pax and cruise speeds between 145-150 it's. A lot of the 'Fs on the used market have been modded to look and feel like early model 'Js. I understand your sentiment about age. But, it really comes down to engine/airframe hours and its history over the last 5 years more than anything else. Unlike the Cessna and Piper lines, there are tons of '60-'70s Mooneys still flying around without issues and with parts highly available when needed.