Herlihy Brother

Fifth year anniversary of having this E posted here with only one or two inquiries but didnt sell...which is okay because I've been too busy to show it or give rides. It looks like the market has gone up since 2017. Up to 3000+ TSMOH now and running well. I also have a spare io-360a1a with an "M20 Turbo" system installed. 22 years and 2500 hours of flying this bird coast to coast and never aog once--great plane. Does anyone have input on what a run-out E is worth in today's market

FYI, I'm running with 4 or 5 could w broken oil control rings, big chunks of steel in the finger screen on the tio540. She's been that way since overhaul believe it or not. By big chunks I mean sections of ring material. Huge. I may replace those cylinders or may not, we'll see.

Not for me....My surveyor says that Lithium ion batteries are like pitbulls, they love you until the day they kill you.

Glad you found your problem. I had a similar problem that was difficult to solve...ended up being the same issue...dissolved bits of black hose clogging things in inaccessible places.....now periodic black hose replacement is on my preventative maintenance list.

You don't need a factory to support a Mooney. You can make any part you need yourself(or buy it at aircraft spruce), it's a simple beautiful plane. I've flown in experimentals...I'd rather put my family in the Mooney any day. 20+ years and 2000+ Mooney hours, never once aog yet!

Are you at tbo for hours or years? I'm at 3000 hours and 35 years. The new unofficial Lycoming tbo is 2,800 hours. In agreement with the earlier posts, I was at lycon last month and Ken said, camshaft problems? What problems those were solved 20 years ago. News to me, old wives tales die hard. Lycon is the best place to overhaul, plan on three months there.

No, I should probably fix that to something that makes sense. My other plane is the "twin mooney," a Ted Smith Aerostar 601p/700 superstar. Of course, the straight 601p, at 237 knots on 35gph, is the real twin mooney, not my gas guzzling 245 knot 700. To get good mileage I need to slow down to ridiculous slow 210 knots and 28gph, and that's pretty much what I do most of the time...For those that don't know, Aerostar Aircraft owned both this twin and our mooney for a brief time. But also, I believe that Ted Smith and Al Mooney were kindred spirits, and that if Al had designed a twin, it would have been the Aerostar 601p. Then, Rocket Engineering would have, like Machen, created the Super Star 700 (hp).

Thanks @jaylw314 , you are correct. In a lot of ways the mooney is a pussy cat, and is my low and slow plane. I don't think it should be a zero hour PP's low and slow plane. I flew her coast to coast at about 20' agl. I hope a 0 hour pp would fly his c150 at 20' agl, not the mooney. On those two ad absurdum and controversial statements I proffered, I am not sure where I stand. But I am adamant that anyone getting into a mooney should be able to win both sides of a debate on both of those before doing so. Sadly, most cannot, and worst, some don't care. To that point, I accidentally spun my c120 one day when I was a green 250 hr pp. It was a non event after going upside down and recovering that is. How many mooney pilots know that it takes 5k' or more to recover from a mooney spin, if you can even recover? The mooney wing stalls hard--if your engine quits on climbout, and you don't push forward asap, your're gonna die, and there's a video online capturing that death. Are you gonna tell me, zero time pilot, that you have that instinct and you're gonna not be like that dead pilot, but you're gonna push? I'll take that bet, and so will the insurance company, we will both bet against you, and sadly we will both win. I've lived through a handful of engine failures, and this thing called helmet fire is real. If you don't have at least a few thousand hours under your belt when your engine quits, you better pray that your in a cessna and not a complex plane like a mooney, bonanza etc.

You have a wise, competent pilot, keep him! Chief Justice of the Supreme court Warren Burger Said that 90% of Trial Lawyers are incompetent....My friends and I have found a similar parallel in other professions. I think the recent Alaskan Airlines Dutch Harbor fatality, among others, indicates that Pilots are not exempt from this rule. Strive to be in the 10% of competent pilots, and decision makers, and do not fly a mooney until you have achieved a level of competence that this marvelous aircraft requires. Heck, Even the insurance companies Universally are telling us, through their premiums, that our aircraft are not as safe as cessnas and pipers, and that low time, non ifr rated pilots are not equal to (safe as) high time, ifr rated pilots. These are indisputable facts. Don't argue with me, argue with the data, the actuaries, the facts.... Why do pilots think they can beat the odds? god complex? To maximize your happiness as a Ga Pilot do as I did and do it something like this: C150-->C172-->Piper 160-->Piper 180-->C120 tail dragger--->Mooney--Piper Apache-->and so on. Enjoy graduating from one class to the next, pay your dues, and earn your wings, don't buy them. Sure you can get into harvard if your dad makes a donation and you might live to tell us about it. It's no fun burying your pilot friends but it is fun flying with them which is what we all want to do--be happy flying.

Most mooney pilots could talk for hours about these next two statements. And that is good because I think it is important to have a confident grasp of the issues they present and the arguments for and against them. They come from a place of love, meaning a mooney has special care and treatment requirements, so mooney pilots imo tend to be very caring people, and we love and care about you and your safety and happiness not just because you are fellow human brother but also one about to bless us all by joining our group--something we all look forward to. 1) Most pilots shouldn't be flying a complex plane, ever, and especially not a mooney for additional mooney specific reasons. 2) No Pilot should fly a complex plane, and especially not a mooney for additional mooney specific reasons, without at least x (300-500?) hundred hours flying experience plus additional hard ifr instrument experience including the challenging landing conditions accompanying a strong weather system, icing, turbulence and more.

For my Eddy Current, I remove it and drive it to the prop shop. Once I stopped into a shop on a cross continent flight and the IA said "john, that hub looks so bad that if I will probably ground you right here, you'd best keep going." whatever that meant. I take mine to a great local shop (off field) and he insists its in great condition.

you just bought one of the nicest, most economical, reliable and fast traveling machines on the market. I love the paint scheme. Congratulations and enjoy.

A passenger just (well its been a year now i'm afraid) forced the door shut shearing my "old style" baggage arm. $134 new from lasar looks pretty good and makes it tempting to just buy rather then repair, especially compared to $175 from the salvage yard above.

Of course the other thing is that that dimple's presence has annoyed me for the past 20 years. the Fact that it is there, and that it may be technically unairworthy, and that the FBO would not take responsibility. Maybe it's past the 32nd, maybe not. No IA has noticed but its constantly in the back of my mind and in my face every time I am down there checking for additional damage from subsequent fbo visits. As if we don't have enough other useless worries cluttering up our minds. I'd pay $2,500 to just have that memory go away and not ever think about such a trivial annoyance ever again. It's like fbo ptsd and I hope it doesn't happen to you.

That's correct. And it makes sense. My daughter is studying to take the actuarial exam and I can see the fascination and interesting side of applied math and stats.

Those are great points. My experience has been one flight every other year where I realize that 100knot tailwind at FL250 for the whole 2-4 hour trip. More often than not, I have similar or better flight trip performance at or below 18k as I would have going higher. My typical flight path is California to texas then either back to california or up to south dakota or chicago to washington state and back to california. Last week I was stuck down at 15.5k for 4 hours with a 50 knot headwind because winds were even worse higher and I had to slow down to increase range to avoid a fuel stop. Another common scenario is I leave California eastbound when there is a good weather window, meaning high pressure over the southwest, which also means a big headwind going east...I finish business in texas and come back against the prevailing westerlies which are more headwinds--so headwinds both ways and staying low (10k') both ways. My wife says the best way to save time on a flight is to cut back the time I spend piddling around the hangar afterwards.

That's very true, and really worth it when loans and thin balance sheets are involved. And it seems most people want insurance. I agree with you and I don't buy extended warranties either. I believe that the extended warranties are not a good value proposition for me because I believe that the premiums are set a level to cover not just the administrative costs of the insurance, but also the claims made by other purchasers who, and I would like to think unlike me, abuse their tools, do not know how to operate their tools, are not proficient with their tools, may not have been educated properly on the proper use of their tools, loan their tools to potentially unqualified users, leave their tools laying around exposed to the elements etc. And I agree with you too, that airplane insurance is no different than any other kind of insurance. But with aircraft insurance, the premiums can be so incredibly high--for example I recently had quotes from 4% to as high as 14% of my hull value. That high quote was $12k per year on a $85k aircraft. I bought the $4k policy but that policy had such low limits that I would not have been protected in the scenario presented above where the litigation was over $1m. And that policy excluded gear up claims... When I go naked, or even with a policy that excludes gear up events, I find myself taking a lot of interest in the landing gear condition and maintenance and upkeep. Thanks to Parker for helping navigate the caveats and gotchas--I learned a few things here.

I have two 350hp lycs on my a* and they're great! Reliable, fuel efficient and so powerful. I would put one of those on my mooney. 2500 hours on them and running like champs. 250 knots no problem, anytime. Tio540u2a is the model, roll your own turbos, mine have twin rajays. They're quiet too, much quieter than the io360. They are super flexible too---you can run them at 42gph extra rich climbing with no airflow and stay cool or lop as low as 10gph. I fly mine at 14gph. You can fly them down low or up high. Idk why rocket chose the continental....considering this lyc has been making speed freaks happy for so long. And the parts for them are cheap and plentiful, and you hardly need to ever buy parts cuz they're so reliable. As long as the cam don't spall haha. Do the math, you can get darn close to a cj1 block time with this setup for a fraction of the cost. Add a little proseal and bleed air and we can chase lanceair ivps.

Doesnt anyone just buy the proseal b and 1 hour later the seep is gone? The Mooney wings are these tiny little simple wet wings, hard to imagine an easier task in aviation maintenance. You can do it, trust me, it's easy. I worried about it too until a non mechanic, non technical owner just did it with me. If you read aviation consumer the reviewer there says the spot repair is the only way to go. My tank sealant is 56 years old and doing well thank you.

Kip white told me of the e in 1998, if it will fit, it will fly. So true.

How about insurance? $30k+ over time on this m20e that is worth $15-$20k tops? I did stupidly pay $500 for the stall horn switch from Mooney, then found out digikey has it for $5.

My late ame was Henry Rowe, reportedly one of the best. He set me up with welding o2 and medical canulas--all the O2 you need and cheap as dirt, why complicate it? Now with the a* I look back and wonder what I was doing messing w o2 in the Mooney vis a vis block times and weather...I don't believe the need is justified. iow, just powering through at 12k should get the job done within the ballpark. Either that or go around. The times I've topped weather in The Mooney I also found myself praying away those downdrafts and cycle to cycle internal combustion variations. Do the math, it's hard to save 20% fuel or time going over weather.

Before we had online resources, I responded to Coy's 20 pounds of Mooney literature for $20 ad In trade a plane. Was like waiting for Christmas. Thanks Coy, tailwinds.

Glad you saved her. Reminds me when my ia found that the po had installed the headset Jack's by drilling holes through my main spar! A few tense weeks till Mooney cleared us as okay. Thought she was a goner.

With the 100 hr minimum greasing schedule, mine is well preserved from rust or corrosion. Wire brush and spray can should be fine. Don't forget to check inside the main gear mud guards--use non metallic abrasives on the Al there and spray can it.