1980Mooney

The F and the 1988 205 (as produced) had the same 2,740 Max GW and the same CG limitations. This 205 may or may not have gotten the GW increase but the standard CG profile is the same as the F. Yes the throttle quadrant is different and who knows about whatever avionics it has today, It should handle essentially the same.

You mention this is a recent purchase. Did they check the steering horn for play during the pre-buy examination?

The OP has already perfected landing an F. I don’t think the problem is technique or proficiency. I think the issue is related to the plane.

The OEM Mooney bearing numbers are listed on 32-40-00 in the M20M Parts Catalog. (Since you are “tls pilot”.) I looked up the cone and it cross referenced to your number but you need to double check.

Sounds like an opportunity for the shop to sell you more and increase the bill during your Annual.

That’s probably what the log entry says, but…….

https://www.flyingmag.com/the-wing-derringer-a-sports-car-of-the-aircraft-world/ Says 12 were made with 7 still registered. Parts must be a bitch…

Good description here on Sportys. You are correct that both ABO and medical oxygen are certified 99.5% pure. However medical oxygen is not certified to the same 0.1% dryness as a ABO. Welding and industrial oxygen is only certified to 99.2% pure, may not be filtered as well and no dryness certification. It is possible that all three grade has delivered, and some places are identical due to supply chain consolidation, however, you just don’t get the certification on medical and industrial https://www.sportys.com/blog/different-grades-of-oxygen-and-how-they-pertain-to-pilots/

I use a local dive shop that supplies pure O2 for oxygen dive systems. They boost my portable tank up to 2,400 psi. $25 to fill a 22 cu ft "M" cylinder.

N201PL, a 1977 M20J Serial No 24-0284. Dukes Gear until Serial number 24-0377. In the video the landing gear are partially down. That probably creates the most damage in a gear up landing. In addition to prop, engine, belly gear doors, step, the landing gear connecting rods, turnbuckles, gear actuator and steering horn are overstressed and bent usually - they are all hard linked together - something has to give. A belly landing with gear fully up is much less damaging. No activity on FlightAware since 2021. Owner is 65 years old per internet. Probably headed to the scrap heap.

If the spring costs $1,000 it is a bad idea to change something that doesn’t need changing. Making us spend a $1,000/each as a precaution to replace all the springs in the fleet with electric landing gear because a) some boneheads forgot how to manufacture and b) more boneheads did not trace the handful of bad NB springs that got installed is insanity. They don’t fail at 1,000 hours And as you have proven they don’t fail at 2,200 hours and 42 years. BTW - I predict that the price of the properly manufactured springs will go up once they get them into inventory. My 2 cents…

And when perusing the threads let's not double and triple count rehashes of earlier incidents. For instance, Redbaron1982 discussed and expressed dissatisfaction with spar cap corrosion that was missed by a East Coast MSC in a pre-buy many times in several threads as well as "comments' about the repair by Maxwell. So let's think about the numbers. There are probably about 8,000 Mooney's still flying. They need to be opened-up in an Annual every year. If you add in other repairs, oil changes, Pre--buy Examinations, avionics repairs/upgrades let's say there are 18,000 chances per year for the Mooney fleet to be "butchered" by a mechanic. How many real legitimate complaints of "butchering" or major misses are there per year here on MS? Maybe 10? Less? That is about 1 in 1,800 visits to the mechanic/A&P. We never hear about the other 1,790 visits that go without a material problem. I get it that @hubcap says it should be and mechanic/A&P's should strive for "zero". Just like we should strive for "zero" incidents, accidents, hangar rash or damage of any kind while flying or moving our planes. Unfortunately, people are human,

“One of the things that chat rooms bring out is how frequent problems actually are” Really?… A minority of Mooney owners are registered users of MooneySpace. A minority of MooneySpace members participate in or post anything to any of the chat rooms. An even smaller handful of members participate regularly. Rarely does anyone post events that went well. Usually people are motivated to post when they have a burr in heir saddle and they think they have been wronged. Generally people only post their side of the situation (their “interpretation” of reality). They consciously or subconsciously leave out contributing factors which might have been caused by themselves. Generally people that post think they are right and everyone or every other possible explanation is wrong. Perceived explanations are binary. When problems occur (and they do occur) the issues can get magnified way out of proportion. I don’t think you can draw any conclusions of frequency of problems from chat rooms. You need statistic sampling and real facts

43 inches interior width excluding where armrests may protrude. That is about 14 inches per kid. I hope they enjoy being packed together for what will seem to them like an eternity. I don’t know the age or size of the children invoked but they won’t get smaller. The flip side is as they get older one or more of the kids will find (create) a reason that they can’t make the trip. Soon you will be traveling with 4 or 3 occupants max. Maybe just 2. So a Mooney might fit your mission after all….

So because of these knuckleheads back in 2001-2002, we get a Service Bulletin requiring inspection and NB spring replacement in 2002 with subsequent 1,000 hour inspections forever. What a load of crap and unnecessary expense.

It might not be the world's biggest Mooney Service Center, but it would definitely be the the MSC with the greatest crushing overhead - carrying the costs and overhead pretending to be an aircraft manufacturing company (past liability for manufactured aircraft, insurance, maintaining certificates, SB and AD's etc, Engineering, etc. It would be instant bankruptcy reorganization to ditch all the past liabilities and lay off all the technical and Manufactuing staff.

As Eaton has shown when they messed up the manufacturing, there is some knowhow related to these springs. How is this "guy" going to test them? Perhaps put it on his plane and get back to us in about 12 years when he gets 1,000 hours? Is this "guy" going to take the liability when one breaks prematurely (less than 1000 hours)? And who are going to be the guinea pigs to give it a real-world test? Perhaps this "guy" should give the first 100 away free - and still who would be foolish enough to install it?

I don’t see why not. That is no big deal The Michelin Aviation Tire Manual notes that most airframes recommend a limit of 3% per day. That is about 20% per week If your main is normally 24psi that is a 5 psi loss per week https://www.faasafety.gov/files/gslac/courses/content/269/1100/Michelin ALC-269 CSM 2021.pdf

People can reverse engineer now and have been able to do in the past. Yet they don’t. And why is that? Because there was not enough profit in it ( the total contribution is not enough to offset front end costs). Lasar has made a few things in the past, mostly landing gear and steering horn related but that resulted from development they did back around and before 2010. But go look at their website now with their new owner. They are wanting to become more of a service company and to all brands. Their interest solely in Mooney parts is fading. And now costs are higher, the FAA will be more circumspect, the fleet continues to shrink and the ultimate market gets smaller. I think you are kidding yourself If you think anyone is clamoring to get in this market. I suspect that MSC’s can’t purchase, stock or install “knockoff” Mooney parts that the factory still produces(slowly) per contractual agreement with Mooney. How many automobile dealerships do you see selling and installing third party “cheaper” body and suspension parts rather than OEM? I think Jonny knows that he (Mooney) just needs to make it difficult (I.e not share drawings, engineering data) to keep third party PMA at bay.

Everything in aviation is a compromise …a trade off.. You may want perfect (ie a Dougosh ppi) but you may never get it on the best plane at the best value for sale. You mentioned 2 owners that do their own work - even more complexity. Maybe the stars will align for you and maybe they won’t. You are the one that has to decide what is important. Maybe you find a lesser plane at a higher price that will go to Dugosh. If that makes you sleep at night then that’s perfect.

Just curious - how far is the prospective plane from Kerrville? - How long of a trip? The day I decide to sell, I will limit how far I will fly it for a prebuy. I would also prefer the prebuy to be at my field. I agree with @A64Pilot comments.

Well, it sort of actually makes sense… Because if Mooney Corp were to actually build and sell new airplanes about the only ones that could afford to buy them would be “aging pilots”. ….The ones with $1 million in cash laying around. Mooney already demonstrated that they cannot make a profit pricing planes at $700,000 and $800,000 (base). And since all their costs have gone up for labor, materials, components, etc, they may not be able to make a profit even pricing at $1 million.

All that takes is cash up front in order to place economic size orders.....

When you say "Airports banning the sale of leaded gas before the onset of UL" perhaps you are referring to Santa Clara County in California. In August 2021 the Santa Clara County Board of Supervisors voted to stop leaded fuel sales, following the release of a peer-reviewed study that statistically linked ongoing use of leaded aviation gas with elevated lead exposure for the 13,000 children living near Reid-Hillview Airport, The County owns two of the airports, San Martin and Reid-Hillview. The County instructed those airports to stop the sale of leaded Avgas on January 1, 2022. The Airport Manager, airport management companies and FBO's at those airports had no choice but to comply with the County Board per the terms of their employment contracts and service contracts. Those airports sold Swift 94UL as a result. It started an investigation by the FAA but the FAA has since dropped the investigation because Santa Clara County is working with the FAA to get G100UL into those airports. Once again it is easy to blame those Airport Managers, but you are missing the bigger point. The FAA may control airspace, but they do not control airport operations. The FAA has no regulatory authority for controlling land uses to protect airport capacity. The FAA recognizes that state and local governments are responsible for land use planning, zoning, and regulation including that necessary to provide land use compatibility with airport operations. For instance, the City or County leadership can pass regulations that close airports at night or close them completely if they wish (remember Meigs Field in 2003?). The City of Austin closed in 1999 the incredibly convenient Robert Mueller Municipal Airport in the heart of the city . City and County leadership are elected by the voting, tax-paying citizens. If aircraft pilots and owners piss enough voting citizens off by flying too low, intentionally loud, at night and display an attitude of entitlement, we can expect to see "our airports" closed or restricted. We need to do more to build goodwill with communities. That may mean moving airports farther from cities although more expensive (who will pay for the move?) and less efficient for owners.

The entire history was hard to find in one place. If you look at Adanced Aero Component's website, news releases and on Facebook, it looks like they were making more announcements back in 2019 about progress on the G2 and G3. In mid 2019 they announced availability of the carbon fiber G2 and G3 kits. Advanced Aero G2 and G3 "Heritage" Kits Now Available - Glasair Aircraft Owners Association (glasair-owners.com) Then in late 2019 some commented "come to find out you can't actually buy a Glasair I, II, or III any more since Advanced Aero bought the line up. In the process of ditching fiberglass for carbon fiber the price has skyrocketed to around 100 thousand dollars for the airframe only." And in January, 2021 "The new owner of the Glasair II and III designs, Advanced Aero Components, isn't answering phones or email (after the G3 acquisition they shipped two G3 kits with updated tail, gear, and canopy, then disappeared without a trace). The EAA SportAir workshops, which in the past offered a dedicated class on "Composite Construction", don't seem to have a composite class scheduled, although they have pretty much everything else scheduled." Has Advanced Aero priced themselves out of market | Pilots of America It seems to have gone pretty quiet.