Ricky_231

I asked my A&P (who's a Mooney Service Center). He reached out to Mooney (or Lasar, can't recall) and they got it done. @25 per copy (I had 2 made) + shipping - took a few weeks.

I'm with you there. I bought a K a while ago and had Dugosh do a pre-buy turned annual. I didn't stay there all the time, but dropped in a few times during the inspection to check on things etc. They caught some stuff, but the biggest issue at the time I caught on the test flight (AI needed overhauling - had an issue that rendered the AP unreliable). Last year I bought an Eagle from Jimmy, that was already at KGGG for an engine install. Maxwell did the annual, which in my mind served as a pre-buy. I spent a week in Longview, TX. Dropped in daily - same drill. The Maxwells were very accommodating, answered all my questions, addressed all the issues that were found (things like a blown voltage regulator, worn tires, adjusted the speed breaks etc.), and did a couple of extra things I asked for, like spraying corrosion X in the wings (I was bringing it to SC near the ocean) and other minor stuff. Paul also took me up on a flight as he was breaking in the engine, which doubled as a test flight and I was able to check avionics, AP, rigging etc. After 70 hours, a few things popped up here and there but I don't think any of it could've been prevented at the time. Just normal stuff that breaks in an airplane. My rationale for not insisting on an independent pre-buy was simple: between Jimmy and Maxwell, they have built a solid reputation over the years, which I don't think either would want to tarnish by selling you/signing off on a plane riddled with issues, or try to hide anything. If I were buying from an individual or a lesser known/less specialized broker, I'd sure want a pre-buy, as I did with the K. But with the plane already in East Texas, I'd choose convenience and Maxwell's reputation over flying it elsewhere for a pre-buy. My 2 cents. I'm sure a lot of people here disagree.

Mine was doing the same thing: fine on the ground, but I took it up and stalled it all the way to the break and no warning. Adjusted it up (and tested, and adjusted some more), and now it's very close to the top. But I'm finally getting that chirp right before touchdown (the lack of which made me go check in the first place)

Just saw this on FB Mooney pilots group: Sent from my iPhone using Tapatalk

There are definitely discounts. Maybe not on the top of the line Garmin stuff (and other GPS units), but LEDs and all the small trinkets, absolutely. Also, it's worth going just for the airshow itself. The hardest part right now will be to find accommodation (assuming you're not flying your mooney all the way to Lakeland); you might end up having to stay in Orlando or downtown Tampa, which is not awful, but a bit of a hike. If you do come (and you should), hit me up. I know a few other fellow Brazilians who will be there. We'll show you a good time. :-)

ok, fair. that's a good reason :-)

Anytime. It was really a great day to fly. I hope you find yourself in your own mooney soon! These planes are incredible machines

What's the point of touch and goes beyond primary training? I assume no one here is renting so you're not paying by the hour. In my plane, I always do full stop/taxi back. No rush, no sudden changes in power. Flight school 172s, sure, but not in my baby.

I've only had an STEC-30 for a few months now, but I find it very sloppy compared to the Century 41 I had in my old plane. It gets thrown off very easily by turbulence (slow to react to altitude changes) or strong quartering winds (feels like it has trouble countering the wind pushing on the rudder and it's always chasing the heading bug or magenta line). In fair weather it's awesome, but the Century would get me through rough weather and turbulence much more reliably. Until it died. And left me without an autopilot for 1.5 years because I couldn't find a single avionics shop that would touch it .

I downloaded this from the internet a few years ago. I later purchased an official copy for my serial number and they were exactly the same :-) I used to own a '79 K 231. M20K-POH-N654JB.pdf

Mine is installed (before I bought the plane) on the far right. It's fine, but if I had to do it again myself I'd put it somewhere closer, ideally on the left half of the panel.

I’m currently on a trip abroad but I’d be happy to take you up in the eagle when I’m back in about 2 weeks. I’m out of LRO. Sent from my iPhone using Tapatalk

This is the first time I've heard something like that. I flew a K until very recently. Same engine setup. I'd set power at 38" and 2700 RPM for take off and never saw it creep up. it'd just hold there until I would transition to "climb power" at 33" / 2600 RPM. I've seen MAP creep down if the friction lock wasn't tightened properly, but never up. That being said, I've always increased power very gently. Increase to ~28", let the turbo pick up, which would bring it up to ~33", then add the rest to 38". Maybe you're advancing the throttle to fast and the when the turbo catches up with it it shoots up to 42"?

My K used to get water in the line after a big rain or an overnight freeze. I'd see the VSI and altimeter become "jumpy"; altitude would freeze then jump 200 ft after a few seconds. I never noticed anything on the ASI. Regardless, what I found would clear it up is I'd go up to anywhere between 5k and 8kft and do a couple of steep turns (45-55 degrees of bank). As soon as I rolled off the turns, the jumpiness would be gone and stay that way until the next rain or freeze. I guess it's the equivalent of jumping up and down when you get water in your ears after swimming.