1980Mooney

It used to be sold on Aircraft Spruce and other places but the links don't work anymore. Ripley Quinby may not be in business anymore but could have some parts. Try this ACK EMMA LLC / Ripley Quinby III The creator of the biggest Navion link of all; the page you're on (and those that follow). In addition to being the proud owner of N5186K, I'm an A&P mechanic, IA, and instrument rated commercial pilot located at DXR in Danbury, Connecticut. Folks in the New England area in need of an annual, a pre-buy inspection, assistance with ferry permits or ferry flights, or just general help with parts or questions should feel free to get in touch with me at my shop, Ack Emma LLC, where you will also find a link to our manufacturing division, General Technics. We make the CYA-100, a simple and inexpensive TRUE angle of attack indicator. The best way to contact me is to click here to send me an e-mail, or phone me at (203) 798-6622 or (203) 431-9056. I'm always happy to meet with Navion owners, or potential owners, at Danbury airport in western Connecticut. "Ack Emma" is World War I British phonetic for "Air Mechanic".

Aero Mods made a one piece belly with skid pads molded into the panel. They are comprised of 2 V-shaped ribs longitudinally protruding below the belly. I cant find a picture any more. They probably where also heavy.

In 2005 I had the Mooney Factory install a one piece smooth belly on my J in place of the aluminum panels and screws. The factory log entry stated "Weight and Balance Change Negligible" KNR, historically one of the most reputable sources of Mooney maintenance information, says that the Factory one piece belly, developed in 1984, can save 3-4 lbs. over the aluminum panels and screws. "In 1984, Mooney developed a one-piece composite belly panel that when removed, exposes all the equipment from the flap motor to the aileron control links. This panel attaches with approximately 36 cam locks so it came off in a few minutes instead of spending a half an hour removing striped-out screws and pulling panels off. Once completed, this conversion amounts to a weight savings of 3 to 4 pounds. Mooney never provided this in kit form so this article includes a complete parts list, as you have to purchase each part. Because the F and G models never came with the one-piece belly from the factory, this modification requires a 337 field approval. The J and K models only require a return-to-service logbook entry." 200710 Smooth Out Your Belly (knr-inc.com)

Also the later F's had the more modern and standard instrument panel layout. However many earlier panels have been modified https://www.knr-inc.com/products-list.html?view=article&id=55:1ip-mooney-pre1969&catid=20:manufacturing

Been discussed many times.... Model chronology: https://www.mooneyevents.com/chrono.htm https://mooneyspace.com/applications/core/interface/file/attachment.php?id=111107&key=52c2c56371dd70275fb2b25f9e2a3cf6 You have to be careful with some of the statements above. The last J models (S/N24-3201, 3218+) came from Kerrville with 2900 lb GW, and the others -1686 thru -3200, -3202 thru -3217 can be modified per "paper" STC to get the 2900 lb. GW. Pre ‘88 are stuck at 2740 lbs. Wingtips were added to J's in ‘81 and one piece composite belly in ‘84. But some earlier models were subsequently modified to add these features. Also only the last J models came with fiberglass interiors. The vast majority came with the "Royalite" ABS that is flimsy and gets brittle with age, sun and heat. With highly modified F's, be aware that it may be harder to find parts if it ever needs repair to the mods (i.e. rare cowling mods, etc). @M20F-1968 has a highly modified F and may answer specific questions that you might have. So you have to look carefully at each particular plane that is for sale.

In Texas, especially Gulf Coast/Houston we have had a lot less rain than normal - actually none in the last month and none forecast during this coming 100+ heat. As much as I hate the humidity in Houston we could sure use some of this supposed extra water vapor in the atmosphere. Everything is dying. Only good thing is that the mosquitoes died too....

For the next 10 days the forecast highs in the Houston area are 101-104. There is very little GA out flying. ADSBExchange surprisingly shows no activity at KDWH, KIWS, or KAXH. Looks like one flight school plane at KSGR and one at KTME flying touch and goes.

Like many things on MS, this has been discussed before.

BTW - I see that @Kirch56H purchased the plane in 2022. Notice that the "Prebuy Checklist" from Lasar suggests to check "Muffler System for cracks or flame tubes and/or Turbo Cracked" https://lasar.com/prebuy-check-list Also the OP would have had at least one Annual since purchase. Both the MOONEY INTERNATIONAL CORPORATION 50-Hour/100-Hour/Annual Maintenance Inspection Guide and the 100 Hour-Annual Inspection Guide say: "EXHAUST SYSTEM: 1. Remove heater jacket & inspect exhaust system for leaks & cracks; remove exhaust cavities, inspect area." https://www.mooney.com/wp-content/uploads/2020/12/100-HOURANNUAL-Inspection-Guide.pdf https://themooneyflyer.com/pdf/Mooney100HourAnnualGuide.pdf Someone should have put their eyes on the muffler/heat exchanger internals in the last year. I wonder when anyone actually looked at it. When was your last Annual? I suppose that it might have looked perfect last Annual and completely disintegrated in the last few months but it seems unlikely. Perhaps you should talk to your A&P/IA in order to confirm whether they actually did a proper Annual.

Perhaps before “flaming” about flame tubes maybe we should first find out how old and how many hours were on this muffler. Was it a previous rebuild or installed new?

You just made the case why you need to pick your shop based upon their expertise, experience and reputation with big bore Continentals. It is directly related to the skill and care of the installer. Yes, the quality of the parts can be an issue but a good installer knows what to look for (see comments in last Aviation Consumer article). Through bolts need to be torqued from both ends. That may require quite a bit of disassembly of accessories to gain access. The horror stories that you hear from Mike Busch (you must have been watching his YouTube "Cylinder Work: Be Afraid - Risky Business") are generally because a mechanic reused parts or cut corners and did not properly torque everything.- esp. through bolts because the couldn't or didn't want to take the time to get proper access. That is one reason Busch advocates removing the engine and putting on a stand to do cylinder replacement. Over more than 2 decades I have had a couple cylinders replaced on a big bore Continental with the engine in place. There has been absolutely not problem what so ever. Everything in aviation is time and money. There is no reason why the Top O/H can't be done with the engine in plane on the plane. You can be cautious and follow Mike Busch's recommendation to pull the engine but if you go that far, especially with a Rocket, you are more than halfway in cost to an complete Overhaul. Here are some sane articles from Aviation Consumer on Top O/H. Notice in the picture that they have a Mooney with 6 cylinder Continental getting a Top. Sadly the link to "Top O/H Checklist" no longer works - perhaps cost cutting/atrophy setting in with the new owner of Aviation Consumer.... https://www.aviationconsumer.com/maintenance/top-overhaul-survivor-guide/ https://www.aviationconsumer.com/maintenance/you-gotta-top-it/ https://www.aviationconsumer.com/maintenance/good-jugs-bad-jugs/

My point was that I suspect that when contemplating an Overhaul or what will likely be a $20,000 +/- Top Overhaul, many would consider the big-bore Continental experience/reputation of the shop first and knowledge of Mooney idiosyncrasies second. As @exM20K highlights above, how they reassemble the engine, retorque thru bolts etc is absolutely critical. The best Continental engine shop in your region may or may not be an MSC. It’s just a consideration - one of many that an owner will grapple with.

I am curious why you recommend an MSC for engine work on a Rocket 305. Firewall forward, it had almost nothing in common with a factory Mooney. The turbocharged 305 hp Continental TSIO-520-NB and McCauley three-blade propeller combination had long been used as standard on the twin-engined Cessna 340 and 414. The engine mount is proprietary to Rocket Engineering and is much more complex and costly than the factory 550 mounts (and way more labor intensive to work on/remove/replace.) Also the oil filled tubulars on the mount get progressively thinner with 3 thicknesses - the smallest amount of corrosion can render them non-airworthy. As you said Rocket still repairs them - at considerable cost and time for shipping and refurb. @goodyFAB might be better served asking the Top O/H and cylinder questions on a Cessna Twin Owners site or talking to RAM who are specialists in these particular engines.

Per the local Williamsport- Sun Gazette, on Monday “Lycoming Engines management in Williamsport has presented a “final and best offer of a five-year” contract with about 370 members of the United Auto Workers Local 787, as the union prepared to walk the picket lines if the talks fall apart.” It has been radio silence since then. They must be close and haggling over little things. Of course many negotiations fall apart over little things…. https://www.sungazette.com/news/top-news/2023/07/lycoming-engines-gives-final-offer-contract-to-uaw-members/

N4056H, a 1980 M20J, experienced engine issues and the pilot made a successful emergency landing on the Consumer Reports Test Track. Appears to be owned for about a year by a MS member. https://mooneyspace.com/profile/51209-kirch56h/ https://flightaware.com/live/flight/N4056H https://www.ctinsider.com/connecticut/article/plane-lands-consumer-reports-auto-test-center-ct-18269462.php#photo-24091643 ttps://www.asias.faa.gov/apex/f?p=100:96:8815491557572::::P96_ENTRY_DATE,P96_MAKE_NAME,P96_FATAL_FLG:31-JUL-23,MOONEY

That’s the classic General Aviation solution…. A $12-$15,000 solution for a $100 problem.

Only if you have the first one off the assembly line... https://www.si.edu/object/mooney-mite%3Anasm_A19830054000 https://mooneymite.org/articles-individualmites/N3199K/N3199Khistory.htm

Mooney drivers flying behind a Lycoming may get really F***ed (aka "frustrated") - well at least more so than they already are now. In November Skip @PT20J said "When I was at the Lycoming plant recently, they told me they have a year backlog." I wonder if Textron is contemplating moving the plant. Regardless how this plays out I suspect price increases will be coming..... Impending strike at Lycoming Engines possible on Monday | News | northcentralpa.com Willliamsport, Pa. — Lycoming Engines employees may strike on Monday if the company and the union are unable to come to an agreement. Union members within the company have reported apprehension regarding the contract negotiations. “Lycoming engines gave the UAW committee their final offer which is the worst offer that has ever been given to the union in history,” one worker told NorthcentralPa. “They’re taking money from our pockets and will not budge at all. The contract has never in history been extended. It’s been extended three times this year,” they added. With a 21-year average employment rate, Lycoming Engines employees are among the highest paid manufacturing employees in the region, the company said. "Lycoming Engines operates in a competitive market. The company presented a comprehensive offer that balanced various competing interests. The proposed agreement would constitute a private contract between Lycoming Engines and employees represented by UAW 787," Shannon Massey, Senior Vice President of Lycoming Engines, said. "Lycoming Engines does not disclose that information to the public; however, Lycoming believes that the offer is comprehensive, fair, and responsible," she added. On July 19, more than 300 individuals participated in a Strike Preparation Training. The training was facilitated by the UAW Region 9 Servicing Representative, and the International UAW Education Department. The last contract extension given to the employees ends this weekend, meaning the union could go on strike Monday morning if they do not reach an agreement.

No matter how well crafted a "Partner, LLC, Operating, etc" agreement is, there are sometimes foreseen events that crop up. Sometimes it is just the partner's different interpretation of intent or what was written. I spent most of my business career dealing with this. Sometimes it results in binding arbitration, sometimes threatened legal action and sometimes a lawsuit. As said before, it is largely a function of the character of the people that you choose to involve. The "agreements" just codify your personal understandings and expectations of your partners. I was told that back in the 90's when I bought my J that it had been in a 3-4 member partnership. Supposedly one well-meaning partner decided to top off the brake fluid which was low. He used DOT 3 Automotive Brake Fluid instead of mineral oil. The brakes eventually failed and repair cost was borne by all the members. Other things happened and relationships were frayed. Two years later, during a two (2) year period the nose gear truss was replaced twice, steering shaft broken and there was hangar rash to one wing. They put the plane up for sale at that point.

I understand what the regs say. But someone that does not keep the logs on these nearly antique planes appears to be either careless or trying to hide something. Sure you can search 337's. But why make it hard for a buyer to understand the history of the plane. And you can show that the oil was just changed. But that doesn't show if the plane was maintained regularly. And you can show that the plane just had an Annual. But that doesn't show if it sat for a couple years missing an Annual or two. If you tried to sell me a plane with a logbook (airframe or engine) that only went back one year I would either highly discount the plane or walk away.

Maybe it's just the flight instructors that don't like the heat.....

@ValkyrieRider - most of the comments are from fans of partnerships. Although you can structure the partnership to limit personal liability for your partner's action, you will still bear half the cost and half the loss in value of the plane (assuming only one other partner) for your partner's bad luck or mistakes. Here is an example below of a recent partner mistake - door popped open - plane crash landed into the Approach Lighting System at Chatanooga. Plane is totaled. From the registration it looks like they purchased and formed the partnership about one year ago. About 25 years ago when I was at KIWS in the T-covers, a Commanche in a partnership was tied down next to me. One day I showed up to fly and saw it sitting on pallets, prop mangled, and the main landing gear extended but punched up through both wings. A partner was flying their young son in the pattern, and they somehow starved the engine. Instead of a dead stick landing on the runway they landed really hard (nearly pancaked) in the grass between the runway and taxiway. I occasionally met the other partner who had bought the plane and formed the partnership. At the time Commanche's were appreciating and his main motive was to make a gain when he eventually sold out. I heard that he was furious with the situation and that he wanted out ASAP - he did not want to contemplate the time and money for repair - he just wanted it scrapped and his cash pay out from the insurance company. I thought for sure it would be scrapped but I looked the plane up a while back and amazingly it was repaired and is still flying.

Many of the privately owned airports in the Houston area now also charge ramp/landing fees for transient planes if you don't buy fuel (which has the ramp/landing fee cooked into the high price). Probably only a matter of time until they all do.

The bottom end on that K that failed in Georgia in 2021 was caused by a missing cotter pin on the #4 connecting rod nut per NTSB. Apparently after 28 years of operation since the last overhaul, the nut backed off while flying.