VinceCB

I believe the new owner went through AOPA for insurance. As for transition training, he ferried it with a qualified Mooney owner (and mooneyspacer!) and will be getting transition training with another high-time M20E owner who is also a CFI. He seems to be in good hands.

Closed the sale yesterday to an involved owner who will take good care of N2711W. The new owner was the first person to reach me, 1 hour after I posted it up for sale here!!! I'm sure Tom will get involved on this forum in the near future.

It wasn't all that different when you sold it

Thanks @Bolter, I just signed a pre-purchase agreement and have 2 or 3 people in line to sign a PPA if this one should fail, so I'll refrain from further advertisement. I appreciate the thought though!

"This memorandum is not applicable to vinyl decals or logos that are placed on limited areas of the fuselage or empennage". I think that is what we are talking about here, as I noted the white is still in good condition. Anyways, subject for another thread. The future owner can do as they please . If anybody want to read up on the memorandum, you can find it here: https://www.faa.gov/aircraft/air_cert/design_approvals/small_airplanes/small_airplanes_regs/media/SEI_list.pdf

Hey, thanks Geoff. I thought about pinging you here. I'll be sorry to see it go too, it has really been a joy to operate and fly. We're currently looking at Twin Comanches and baby barons (a55 or b55). Hope you are enjoying your 262!!!

A TON of commercial airplanes are vinyl wrapped. I would like to see an FAR quote confirming your statement. https://aviationwraps.com/

I posted it on trade-a-plane, not barnstormers. I personally don't find it priced too low given comparable mooneys on trade-a-plane. Comparing value is difficult, but I think this one is worth ~60k. I'm hoping for a quick sale as I have my eye on a successor so need the mooney gone. This is a great plane, but paint is old and to some that matters. If it doesn't matter to you, then this is a good deal.

1966 M20E, SN 1022 I bought this one two years ago and invested a lot in upgrades and upkeep. Paint is still crummy but the rest is really nice. A pilot on a budge could get it vynil wrapped to keep it looking good as the whites are still in good shape. New interior 2021 New gear pucks 2021 No fuel leaks. Tanks sealed 2001 by wet wingologist. Prop re-sealed 2020 1300 hrs SMOH, airframe TT 5660 GNC 355 WAAS GPS/Com with two AV-30Cs. Fuel flow and totalizer (very accurate!!) and 4-cylinder CHT/EGT. GNX 335 ADSB transponder No corrosion, SB 208 performed fall 2020 and the rest of the airframe was corrosion X sprayed 2021. Located in the greater Seattle area. DM me for questions, or contact me at 206-218-9867 (txt preferred, I get a lot of spam calls) Reason for sale: I had twins last year and will need a bigger ride for the family trips. This has been a fantastic airplane for me and ownership has been a joy. I hope that will be the same for the future owner. What a treat!

Thanks! I ended up searching the forum, and perhaps not surprisingly this had been discussed before I ordered a set with matching keys from Aircraft Security: https://aircraftsecurity.com/collections/mooney/products/asm20

@DaAV8R I'm looking to change my locks too but seems like I missed out on your offer . Just curious, where did you get the new ones?

I was considering doing the same until they came out with the firmware update. I E5 looks like a really good package and a step up form the AV-30s, but with an associated price tag. Thanks for the PIREP!

I just wanted to update the community. I finally update my AV-30C firmware. The update has been available since December but my avionics shop didn't have any openings before last week. The update is very quick, and my shop only charged me for an hour of labor. The DG drift issue is fixed and I wouldn't shy away from recommending the AV-30C to the interested party. Great upgrade, excellent for the price.

I would love the FL-202. DM me if it's still available.

I bought an E model last year and have been very happy with it. That said, it was built years before the Beatles split up (1966) and that does come with higher risk of corrosion and fatigue on the airframe. That risk can be mitigated but not eliminated with a good prebuy. I would have like a J but they were frankly out of my budget. I'm happy to live with that risk if it means I can fly.

@FlyingCanuck if it is no longer available, ping me as I have one I can sell.

Just came back from a flight and tried keeping my master switch on during my pre-flight to let it "warm up". In total, it was on for 13 minutes before I got in the plane and cycled the master switch. Unfortunately, it was very turbulent up here in the northwest and my compass was useless as a baseline. Instead, I did a few turns and compared my heading to gps track (not trying to match them, but having consistent disagreement from turn to turn). It seemed to work! I don't think I'll be able to give it another go before next weekend but today's flight was promising.

I've noticed that on the first flight of the day, my DG drifts a lot as mentioned by others. On the second flight, it is rock steady, and so I'm pretty confident that this firmware update will in fact fix the drift issue. The start/stop instructions given by the company didn't really help to mitigate the issue in the meantime, however. Overall, I'm pretty happy with my setup (see picture). The AI is reliable. I regularly cross-check with my vacuum driven AI and they are always in agreement (in the picture, the vacuum driven AI looks nose-down due to parallax). I wouldn't hesitate to take it into IMC, although I will wait until the firmware upgrade is out. It has been a great upgrade on the cheap. It cost me about 4.5k to get both installed and while an HSI would be nice, the distance to waypoint, waypoint bug, track, desired track, etc give a lot of situational awareness without having to glance at the box. A couple of things I would like to see improved. While there is a "selected altitude" option, there are no callouts sent to the audio panel when you get close or deviate. Kind of surprised they did that, the selected altitude is essentially just a reminder for you to include in your scan, along with the current altitude. Another thing is that the AI scale is a bit coarse in my opinion. Having a finer scale would help a lot in IMC. Currently, the "aim small, miss small" approach to flying with an AI is very difficult, since the scale is just not sensitive enough to display small changes in pitch. Overall, happy with my purchase.

Very nice @geoffb. TKS is definitely a good thing to have around here and I wish I could afford it.. maybe one day! In the meantime 2711W is a delight to fly.

ImpossibleTurn2DComputation View File Derivation of a simple formula to compute minimum turn-back altitude in case of an engine failure. Submitter VinceCB Submitted 11/12/2020 Category Safety & Techniques  

Climb gradient and runway length are key here. If my engine fails at 500' departing LAX, I'll land on the remaining runway ahead (joke). For fun, I computed the minimum turn-back altitude for several combinations of runway length and headwind components (negative = tailwind). Rounded up to nearest 100', and a minimum of 500' enforced to mitigate 0 lateral movement assumption. Approximate parameters were used, here (don't use these results), but I intend to complete this table for several takeoff altitudes and make it part of my pre-flight. If you are curious about how I got these numbers and the assumptions made, I uploaded a file called ImpossibleTurn2DComputation to Safety & Techniques that outlines the theory. Please forgive the table formatting, web excel has limited functionality. Sensitivity analysis is interesting. I found that, perhaps not too surprisingly, the results are very sensitive to the rate of climb, beyond headwind and runway length whose effects are obvious in the table below.

Yeah, I suppose even flying at 80 kts doesn't give you a whole lot of margin. No flaps it is. Thanks for the feedback!

For vintage Mooney flyers out there, do you approach with flaps? Having recently bought my E I haven't yet had the chance to start experimenting but was wondering what to do about this since the flap operating speed is 100mph (86 kts). If you approach at 90kts to minimums on an ILS (200 AGL), is it difficult to dump the speed? Or do you simply fly the approach slower?

I can't blame the A&P for listing all the items - that's what he was paid to do after all. Maintenance is the owner's responsibility and he should have some idea of what is an airworthiness item and what can be differed. The story doesn't say how the A&P presented the info to his client but I wouldn't assume he told the client that all items needed to be rectified at annual. As a buyer, I would be rather disappointed if the mechanic simply omitted items because he made the call that it was irrelevant. When I bought my Mooney, a number of things were pointed out to me that will be differed, possibly for a few years, but I am really glad that I know about them so that I can budget for the work and adjust my upgrades budget to match.

You can use the 355 to do this without OBS mode connected to the CDI. In this case, you would do “direct XYZ”. Then, direct again and an OBS button will appear where you can select radial 340.