1980Mooney

You really think people would buy an unproven spring? One that, if it breaks while retracting the gear, the gear will not go down for landing. That will insure a gear-up landing and in this market, down for a year, that is if the insurance company doesn't scrap the plane. If I was looking to buy a plane that the Logs showed had an OPP or "Off Brand X" no-back spring, the deal would have to be contingent on the Seller replacing the spring at their expense. Just my 2 cents.

Other than the modern fiberglass interior, starting with Ser. no. 24-3374, which replaced the cheap flimsy, (brittle over time), "Royalite" ABS interior panels and foam sound deadening material replacing cheap fluff fiber glass insulation, can you explain how they got heavier? Yes some later ones came with the highly sought after fully adjustable (and heavier) pilot seats with arm rests. But same engine, same steel frame, same skins, same tires. We have all replaced the fluff insulation with more substantial sound deadening foam. Later models came from the factory with more (heavier) avionics, and yes there are some out there for sale with practically original panels, but as owners upgrade avionics over time all the planes become lighter and more similar. A 160 lb. GW improvement is a real improvement. That said, it is basically a "paper" improvement. All Mooney's built in the last 60 years fly on and are lifted by the same wing (same airfoil, same area, same lift). They are all are suspended on the ground with the same exact shock discs in the landing gear. Yet GW went from 2,450 lbs to 3,380 lbs. The only fundamental difference is the power used to propel the plane. I have pointed out previously that Rocket Engineering, got the FAA to certify that the earlier J's with the 2 thinner steel tubes, could be certified to 3,200 lbs. GW in the Missile conversion, without any structural modification. On trips I fly at 3,200 lbs in the same airframe that I was previously limited to 2,740 lbs. No Missile has ever had a structural issue.

The later J models had a small modification that allowed the GW to increase to 2,900 lbs from 2,740 lbs. All Serial Numbers 24-1686 and above had 2 tubes in the side of the steel cage with a slightly greater wall thickness (.049 vs .035) M20J Serial Number 24-3057 and above are certified at 2,900 lbs. GW M20J Serial Number 24-1686 through 24-3056 can be certified via STC (basically 1988 and newer) https://mooneyspace.com/applications/core/interface/file/attachment.php?id=95270 It basically involves relabeling the ASI, checking the balance of your rudder and POH additions. For your mission look for 1988 or newer. Many will already have the GW increase STC.

Here is a Youtube of the folding backseats in a Mid-Body M20K (same interior dimensions as a J). I do not think there is any way to put a bicycle in a Mooney unless it is a folding frame. For that you need an A36 or a big Piper 6 - Saratoga or Dakota

The airworthiness date on his plane (serial number 24-0040) is 11/18/1976. But yes it is technically a "1977 Model" https://www.mooneyevents.com/chrono.htm

Welcome onto the forum. A lot of your mission fits a M20J. But then there are a few issues. Years ago, when we we were a lightweight family like yours also based in the Houston area, we had a similar mission and bought our M20J. Trips to Central TX hill country, South TX South Padre, Florida panhandle, Destin, all with seats filled worked well We also frequently took trips to New Mexico with seats filled - the plane was adequate but density altitude planning always critical, especially in the summer. I elected to have the Rocket Engineering "Missile" STC which added an IO-550. This gave it Ovation like performance which better handles flying in New Mexico and Colorado. Just about any Mooney with the right avionics is a "strong IFR platform". Ours does not have split/removable rear seats - that was a feature starting in 1982 Skip posted this link https://mooneyspace.com/applications/core/interface/file/attachment.php?id=128630&key=679a9d65c36d11a698921a4cea2a60b3 You mention "2 pax plus rifles" - that sounds like you might benefit from the greater backseat and luggage space (length) in a Long Body. You could take one seat out and lay the guns down. You said "don't intend to fly regularly in widespread low imc or night imc" I am not sure if you meant you need to be able to handle all kinds of weather conditions "occasionally". If you need FIKI and need to get over some weather in the lower Flight Levels, then that changes things - it narrows your options. You would need a Bravo M20M or Acclaim M20TN. I think there are a few Encore M20K with FIKI but they are scarce and weak on UL And last, since you are based in Houston you didn't mention Air Conditioning. Perhaps your past GA experiences were here and you have already factored long IFR releases in during hot humid nearly unbearable weather. I manage without A/C by loading/fuel/preflight and keeping it out of the sun in the hangar before family arrives. Just my experience.

It is an interesting idea. However the Powerflow is installed per STC. And the website says "disassembly, cleaning and lubrication are required Annually". The moly lube only addresses one aspect of the STC Annual requirement. I have not seen the actual STC instructions, but I bet you are still stuck with the extra labor every year.

The fine print on the Power Flow site says: "Every 500 flight hours or annually (whichever comes first) the four slip joints on the system must be cleaned and lubricated with high temperature anti-seize compound. Most Customers have this maintenance performed during the aircraft's annual inspection which adds about 2 hours of labor to the inspection." So if your shop rate is $100/hour it will cost you an extra $200 every year or equivalent to about 33 gallons @$6/gal. If you fly 60 hours per year that is equivalent to an extra 0.5 gallon per hour. That seems to eat up any savings. And for no increase in performance plus a much higher purchase price than a stock exhaust.

Yes - he said "Doesn't someone know how this is done?". Apparently not. Oh wait - the OP will need a "knowledgeable Mooney mechanic" to clamp the gear so there is no chance that it will fold up. I doubt the rookie mechanic that he found (the one that doesn't want the liability of learning Mooney landing gear) will be of any use. And @LANCECASPER gave the example of the collapse in a Mooney shop caused by nose gear going first in the hands of a knowledgeable Mooney mechanic - Flying with the gear down puts a continuous force on the nose gear that will cause it to fold up if something is amiss or lets go. The OP will likely need to inform his Insurance Company that the gear is malfunctioning and that he plans to fly with the gear down. They may object - they may want a Ferry Permit which involves a knowledgeable Mooney A&P....

If Clarence hadn't been run off we would probably would have gotten the answer the first day.....

Not surprising. The number of A&P's with Mooney experience is shrinking and their isn't great incentive for new ones to learn. I used a shop on the southwest side of Houston for about 15 years starting in 2005. They were pretty good with Mooney's. However, early on in 2010 they saw the rising domination of Cirrus and became a certified Cirrus repair center. When my long previously scheduled Annual in 2020 rolled around, they delayed me multiple times until I was out of Annual. Then they told me that they could not do it at all and that I need to find someone else - "They had too much Cirrus work under contract (prepaid and Warranty maintenance)". Remember that the Mooney Factory had shut down (again) shortly before - they made a business decision - their future was with Cirrus. So I found another shop nearby in Houston. What a friggin disaster - ANNUAL FROM HELL. My Annual went of for months. Rather than find all issues in parallel they did it in a serial fashion. The supply chain was screwed up but they would misplace things causing delays. They did work that was not required - one day I went over and they were removing everything from my hatrack including the insulation. I told them it was not needed in the Annual and I would not pay shop rate for it. I spoke to another mechanic who laughingly referred to the shop that was doing my Annual as a "Cessna Shop". We had a dispute on the bill and they would not sign off the Annual without discrepancies (which they were not competent enough to address). I wound up flying my Mooney with a Ferry Permit to another airport to a different shop.

He said he is at KCXO (Conroe) in the northern part of the Greater Houston area which is over 10,000 sq mi - bigger than Massachusetts, New Hampshire, New Jersey, Connecticut.... I know one good Mooney shop in the south west part of Houston about 50 miles from him. There are some at Pearland even farther south. No A&P is going to waste time driving across Houston when his shop is full and stacked up with upcoming work. Maybe there is someone up where he is that claims to know what they are doing.

Here is another picture of the multi fold piano hinge between the tailcone rear bulkhead and the empennage. See the pic on page 9. Present Position (themooneyflyer.com) That structure back there is an engineering marvel - it doesn't look very strong but it is just robust enough to do the job. It is not like the wing structure which looks like it is overbuilt. Unfortunately I was thinking the same thing as @philiplane but didn't want to say it. Everything back there is critical. There are probably a few places qualified to repair it which might make both airworthy and maximize value retention. In years past, something like this would go back to the factory for repair. But I doubt that they are qualified to do it anymore. The experience and reputation of the shop you use to repair it (if the insurance company doesnt total it) will impact its resale value. It will need to be trucked somewhere. If you are thinking that it can be repaired locally, someone might attempt it, but it will impact ability to sell it in the future.

Deregistered in 2009. "Barn Find"....

The first M20J's had the landing gear, throttle quadrant, etc of the M20F as they phased in the aerodynamic improvements. Here is a video and post from @Yetti who has a M20F with the Dukes landing gear actuator (like yours)/ Here is another post - the picture on the second page appears to be a Dukes actuator - it shows the microswitches Here is another post that shows the gear up stop microswitch on an Eaton actuator in a 1978 J Here are 2 more that show the stop micro switches on an Eaton

@Greg17572 as others have commented, the entire empennage is connected to the rear tailcone bulkhead by only two (2) upper hinges and one (1) lower folding piano hinge. The stabilizer trim system has one torque tube shaft pushing the stabilizer up and down. The curmpling of the empennage aluminum disipated some of the energy of the collision but those two upper hinges and that stabilizer torque tube took all the force of that collision. The damage to the empennage is evident but there is likely internal damage within the fuselage tailcone. The folding piano hinge keeps it stabilized laterally and may have suffered twisting/offcenter damage. 410067-001 Mooney M20M Fitting Main Empennage Attach (baspartsales.com) 480009-505 Mooney M20J Hinge Assy Tailcone (baspartsales.com) M20J lower empennage hinge. The attached SB shows some pictures of the lower piano hinge and bulkhead. M20_313A (mooney.com) This SB has some pictures of the empennage removed. The first pic shows how it is attached. - M20_303 (mooney.com) I suspect you will need to get this plane to a specialist shop - probably by truck. You may need the tailcone bulkhead also rebuilt.

That salvage plane has TKS. The OP's plane does not. I don't think that the vertical stabilizer is of any use to him. N9119X | 1990 MOONEY M20M BRAVO on Aircraft.com

Flightaware shows he is at Love Field-97FL which is 25 miles south east of Ocala in the middle of nowhere. ( between Lady Lake and Weirsdale)

@Kerrville Your profile shows N201JK which was built in 1976 serial number 24-0040. The early J's had Dukes gear actuators, emergency extension handle on the pilot's left side and a squat switch. Later models had the Avionics Products (bought by Eaton) and Plessey with T handle emergency extension and an air-speed switch. That said, I see that your Mooney had a nasty botched landing by the previous owner in 2020 about a year before it was registered to you. "on touchdown, there were some "sudden gusts," and as he added normal braking, the right tire failed, which caused a loss of directional control and subsequent skid. The left main landing gear collapsed, and the airplane slid to a stop on the taxiway. The aft fuselage was substantially damaged." Collapsing one main gear in a sideways skid would have torn up a lot of the landing gear rod linkage, bellcranks and maybe the actuator. This plane therefore had a lot of work on the entire landing gear mechanism. Do you know if they replaced everything back to 1976 Dukes spec with squat switches? (It could have some bespoke repair) Does your current mechanic know the differences in the M20J landing gear actuators and controls? Dukes was installed thru 24-0377 (Avioncs/Eaton after that) Squat switches were installed through 24-0237 (air speed switch after that) 24-0238 through 24-0377 had Dukes actuator with Air Speed switch The rigging of each is different - see Chapter 32 in the Service Manual https://aviation-safety.net/wikibase/249363 https://www.donmaxwell.com/ad-75-23-04-sb-m20-190

Also I get 6 years out my dual Concordes. No special treatment - I almost never charge them when sitting in the hangar.

Yes....one of his famous episodes before Star Trek!

Actually there are few things going on with the Long Bodies: As @Hank noted, the Long Bodies sit on the ground five (5) degrees nose up. The Airfacts Journal notes that the Mid Body M20J sat one (1) degree nose up See the comment from Bob Fishman https://airfactsjournal.com/2020/06/the-magical-mooney/ Assuming this to be accurate, the Long Bodies are therefore pitched up four (4) degrees more than the Mid Bodies when on the ground Using the M20R POH side view dimensions, it appears that the prop tip is about 113 inches from the center of the main landing gear (the arm of the angle of pitch when sitting on the landing on ground) This will create about 7-8 inches of additional ground clearance for the prop tip on the Long Bodies. as compared to Mid Bodies The greater prop clearance on Long Bodies is important for a couple reasons The Acclaim prop diameter is 76 in vs 74 in for the Mid Body M20J. Also there is about 200 - 250 lb more weight on the nose gear of a Long Body than on a Mid body Lycoming 360 2 more cylinders, intake, exhaust, etc. plus turbo and intercoolers on Acclaim, Bravo, more cowling and heavier prop However the nose gear on a heavier Long Body sits on the same 3 lord discs as a Short or Mid Body nose gear with the lighter Lycoming 360 If you bounce the nose upon landing in a Long Body, the shock dics will compress faster and further than a Short or Mid Body The greater nose up on the Long Bodies, although just a few degrees changes the sight picture when touching down. A Mooney pilot that is used to a Mid Body, may land (touch down) too flat until they adjust to a higher, more nose up final flare at touchdown So a few things might conspire when a new pilot/owner first learns to land a Long Body. If you land too flat you might drive the nose in and/or bounce the nose gear starting an oscillating bounce (porpoise). The greater weight on the nose will create a bigger bounce oscillation. However, the greater prop clearance may save you if you can arrest the porpoise. New owners of Rocket 305 or Missile 300 conversions of Mid Bodies have to be really careful. The prop clearance is less than the Mid Body M20J and there is the extra approx 200 lbs on the nose. Dirt or grass runways are an invitation for disaster. Any rough or soft patches after the nose touches down (or in high speed taxi) will cause nose oscillation and on the down stroke greatly compresses the 3 Lord discs which can drive the prop tips into the dirt. There is a topic of a Missile owner that did just that at Oshkosh a few years ago. The plane was AOG for weeks.

Good point - there are so many unexpected things that can go wrong.......

FAA shows that the registration was "cancelled" in 2013. I bet it got scrapped. Sometimes the wrong N number gets attributed to a flight on FlightAware - especially in pre ADS-B aircraft.

FAA shows that this one was deregistered in 2018....