1980Mooney

It sounds like you are at Falcon Field where they unfortunately had the Sept. micro-burst. If so, that is a City of Mesa owned covered tie down. And also if so your tie-down lease already releases the City of Mesa from any liability whatsoever. That is why they said to go through your own insurance. This is typical with most hangars and tie-downs. In fact most require the Tenant/Lessee to carry insurance and name the City or Hangar Owner as an "additional insured". https://www.falconfieldairport.com/home/showpublisheddocument/14800/635780112878670000 7. INDEMNIFICATION. To the fullest extent permitted by law, TENANT agrees to release CITY, its officials, departments, employees, and agents, for, from, and against any and all loss, injury, damage to persons or property, or other liability of any nature occasioned by, but not limited to, fire, theft, vandalism, rain, flood, windstorm, hail, earthquake, collision or from any other cause, whether such cause be a direct, indirect, or merely a contributing factor in producing said loss, injury, damage or liability, except for any injuries or damages resulting from negligent acts or omissions of the CITY, its officials, departments, employees, or agents. All aircraft and other personal property stored at the Airport shall be stored at the TENANT’s sole risk. CITY assumes no liability for loss or injury to persons or property while TENANT is using the Airport facilities.

Another reason, rarely discussed here, why that makes great sense - reduced wing loading. Mooney hangar/shop talk is usually all about "power loading" like here. Generally, about how to get more power - like with a turbo. But every Mooney since 1961 flies on the same wing. Steady flight/state lift decreases about 2-3% per thousand feet. Depending on the temperature at the 8,000 ft DA airport, you will have lost about 20% of your wing lift at takeoff as compared to what you are accustomed to at sea-level. How do we compensate for loss of lift - especially on take-off? Greater speed ( get more power loading and/or longer runway). Greater AOA - too much and we stall Reduce Wing Loading Stay well below MGW Don't fill seats Don't fill tanks But MGW is just a number on the same wing for all models. Just like the "FAA average passenger weight" has risen since 1961, our Mooney's have also gotten "fatter". As @Shadrach recommends, a TN'ed M20E at 2,575 lbs. or a TN'ed M20F at 2,740 lbs. will stack up well compared to a 3,380 lb Acclaim on high DA takeoff. Although the power loading is less, the wing loading is also less.

Don’t forget - the Lycoming IO-360 compression ratio is 8.7 vs 7.5 for the Continental TSIO-360. That’s 16% greater compression pressure immediately and greater peak combustion pressure during initial acceleration. Until the turbo over boosts about 16% compared to the Lycoming manifold pressure, the Continental is playing “catch-up”.

There are a few additional issues and costs to be aware of with an A3B6 conversion :

Here are two that seem to be available. https://azairsalvage.com/product/lycoming-io-360-a3b6d-1173-smoh-wide-deck-200-h-p-mooney-m20j-201/ https://www.aviatorsmarket.com/detail/aircraft-engines-for-sale/lycoming-io-360-a3b6d-engine/3660

The Missile 300 also by Rocket Engineering has the same bulge on the pilot side for the IO-550 vs the TSIO-520 in the Rocket 305. I think the 520 and 550 Continental's have the same dimensions. As noted by Aviation Consumer "Missile Mod includes a new eight-point engine mount canted 2.3 degrees to the right to counteract torque". You would think the bulge would be on the right (copilot side). Perhaps when under full power, the engine is twisting counterclockwise (viewed from cockpit) and canting to the left just a fraction in the Lord/Barry isolating mounts and needs a little extra space. Call Darwin Conrad.....

That’s great to hear – I hope you got a good deal. Most importantly you can get them now. The overlapping nose gear doors may have slightly reduced noise and may only slightly improve speed – I doubt it’s 1 mph. You will never notice the difference. The important thing is to get your plane flying ASAP.!

They are probably getting too old to do the tedious contortionistic work crawling inside the plane with extended kneeling, bending. And are probably not attracting new employees that are interested. Like much of the General Aviation service/supply chain that historically supported our antique planes.

Small plane crashes near North Perry Airport (wptv.com)

See Safety and Accident Forum

Owner is a MS member. Same story started in General about an hour ago also.. https://aviation-safety.net/wikibase/347289 Sadly this plane belongs to a MooneySpace Member "Miami_Mooniac".. In 2021 he said he was a student pilot and an A&P Technician on widebodies. Looks like he purchased it about a year ago. Glad the reports are that he survived. News video shows him removed on a stretcher. Small plane crashes near North Perry Airport in Pembroke Pines leaving 1 injured – NBC 6 South Florida (nbcmiami.com)

https://aviation-safety.net/wikibase/347289 Sadly this plane belongs to a MooneySpace Member "Miami_Mooniac".. In 2021 he said he was a student pilot and an A&P Technician on widebodies. Looks like he purchased it about a year ago. Glad the reports are that he survived. News video shows him removed on a stretcher. Small plane crashes near North Perry Airport in Pembroke Pines leaving 1 injured – NBC 6 South Florida (nbcmiami.com)

If you do order new ones from Mooney, I assume you are getting the updated overlapping nose gear doors 550099-1 and 2

I see some Cirrus and Bonanza's listed online available for lease but no Mooney's.

Parting 1978 Mooney M20J 3538.9 AFTT Lycoming IO-360-A3B6D 776 SMOH Garmin Avionics - Air Salvage (azairsalvage.com) Look at the first pic - the nose gear doors appear to be still there.

It is rare to see many GA aircraft flying in the combination of high DA and IMC in much of New Mexico. First of all, Gallup and Santa Fe (and the entire state) are usually severe clear. The only way that the arid New Mexico air becomes IMC is generally in a violent thunderstorm or snowstorm that makes it all the way to the ground (you frequently see Virga falling that evaporates in the arid air before reaching the ground). My brother had a plane at Double Eagle for many years. He was Instrument rated but never got to fly real IFR approaches for that reason. If the weather was IMC, it was generally so bad that you did not want to fly at all. I have flown to NM many times - the worst IMC that I ever experienced was a dust storm back around 1999-2000 between between Roswell and Midland. It was a complete brown-out so we made an unplanned stop at Hobbs ( I was worried about engine damage) and spent the night. A Cessna 206 hauling checks back then landed at the same time. The Commercial Pilot told me that he tried to get above it but could not so he also made a precautionary landing and spent the night. However if you are intent on having a plane that can fly in high DA and IMC, i.e. do it all and dispatch at any time in all conditions, you also need to think about having FIKI. Santa Fe is on the southern edge of the Rockies. MSA east of KSAF is 13.5K. Aviation weather is showing trace to light icing right now at 15K. You ideally desire VMC when flying in the Rockies but conditions can change fast. The alternative is wait out the IMC weather (it generally blows through fast in the SouthWest) and only depart in the cool morning air. - esp. if you land at Angel Fire, Taos, Sierra Blanca.

Are you suggesting that this is a TSIO-520-NB issue?....Or all Continentals? There are literally an order of magnitude more Continental - 6's in the Beech fleet than in Mooney (2 orders of magnitude more 520's than the small Rocket 305 fleet). In either case, if this is widespread, then it should be all over BeechTalk . Also is this something that just popped up since Oshkosh? At that time Mike Bush said the following regarding Continental cams and lifters. It is just one man's opinion but Savvy would be seeing it and he would be well aware: “Hi, Tom. I just arrived in Oshkosh, saw your email, and read through the Beechtalk thread. My reaction is that it's utter nonsense. First, we've seen absolutely no evidence of premature camshaft wear in low-time engines. We have seen a lot of perfectly good engines removed from service prematurely by overzealous A&Ps who condemn a camshaft because it exhibits minor pitting or normal wear. Continental has an excellent service bulletin SID05-1B that provides guidelines for cam and lifter inspections. While its guidance on lifters makes no sense (it claims that up to 10% spalling is acceptable and that lifters are "self-healing"), its guidance on camshafts is pretty good and we've used it to save many of our clients' engines from needless euthanasia. AID05-1B makes it clear that considerable cam lobe wear is acceptable, that corrosion or pitting on any portion of the lobe other than the apex (toe) of the lobe is of no concern, and that the only thing that should cause a cam lobe to be considered possibly unairworthy are "crack-like features" or "indentions" on the apex of the lobe with sufficient depth to repeatedly catch the tip of a sharp pick or awl. I preferred the prior version SID05-1A that only talked about "crack-like features" and was sorry to see SID05-1B add "indentions" (which my dictionary research says is an archaic form of the word "indentations" LOL). Personally, I would only consider a lobe unairworthy is crack-like features were found on the lobe apex and were of sufficient depth to flunk the fingernail test...but that's me. ....So there you have my $.02 on this Beechtalk thread. I don't really find anything credible there.” https://www.beechtalk.com/forums/viewtopic.php?f=37&t=221178 Is the cam lifter crisis over??? Arnie Itzkowitz Post subject: Is the cam lifter crisis over??? Posted: 24 Jul 2023, 07:36 Joined: 09/01/10 Posts: 1281 Post Likes: +502 Company: Aerial Exposures International Location: KOXB - Ocean City MD Aircraft: 1993 A-36 I started the cam lifter thread after discussion with my A&P: I spoke to Tom Haines who spoke with Mike Busch. Below is the reply: Good morning, Arnie. Nice chatting yesterday. I did reach out to Mike Bush and got this lengthy reply. So, while it’s one man’s opinion, it is from someone who has literally written the book(s) on aircraft engines and how to operate them. I hope it is helpful. Mike says it is fine if you want to use some or all of it on BT. “Hi, Tom. I just arrived in Oshkosh, saw your email, and read through the Beechtalk thread. My reaction is that it's utter nonsense. First, we've seen absolutely no evidence of premature camshaft wear in low-time engines. We have seen a lot of perfectly good engines removed from service prematurely by overzealous A&Ps who condemn a camshaft because it exhibits minor pitting or normal wear. Continental has an excellent service bulletin SID05-1B that provides guidelines for cam and lifter inspections. While its guidance on lifters makes no sense (it claims that up to 10% spalling is acceptable and that lifters are "self-healing"), its guidance on camshafts is pretty good and we've used it to save many of our clients' engines from needless euthanasia. AID05-1B makes it clear that considerable cam lobe wear is acceptable, that corrosion or pitting on any portion of the lobe other than the apex (toe) of the lobe is of no concern, and that the only thing that should cause a cam lobe to be considered possibly unairworthy are "crack-like features" or "indentions" on the apex of the lobe with sufficient depth to repeatedly catch the tip of a sharp pick or awl. I preferred the prior version SID05-1A that only talked about "crack-like features" and was sorry to see SID05-1B add "indentions" (which my dictionary research says is an archaic form of the word "indentations" LOL). Personally, I would only consider a lobe unairworthy is crack-like features were found on the lobe apex and were of sufficient depth to flunk the fingernail test...but that's me. It's important to understand that even a camshaft in severe distress is not a safety-of-flight issue and won't make you fall out of the sky. The camshaft is case-hardened (carburized) to create a very hard outer layer that's roughly 0.015" thick. The cam lobe is only in jeopardy if the apex wears completely through this hardened layer and exposes the softer/tougher inner "meat" of the lobe. Once this case-hardened shell is worn through, wear accelerates and the cam starts making ferrous metal in the filter. But even then, the effect on engine performance is so subtle that pilots typically never notice it. I've seen cams on small Lycomings worn down so badly that you could hardly tell where the apex was, yet none of the pilots noticed any performance degradation (although I'm sure there would have been some if the engine was tested on a dyno). Second item of nonsense is the discussion of zinc (ZDDP) being removed from Aeroshell and Phillips oils. Fact is there has NEVER been zinc compounds used in any piston aircraft oil, although they are liberally used in automotive oils. Ben Visser wrote a good article on this in which he explained that ZDDP is incompatible with the valve guides used in piston aircraft engines, and that zinc additives should never be used in any certified piston aircraft engine -- the one exception being the Rotax 900-series engines that are designed to be operated on automotive-style oils. So there you have my $.02 on this Beechtalk thread. I don't really find anything credible there.” _________________ Regards, Arnie

Every recent news report states that he made a statement to the police admitting that he was depressed and that he took psychedelic mushrooms 48 hours before the incident.

The off-duty Alaska Airlines pilot who tried to shut off the engines during a flight on Sunday told investigators that he had been sleepless and dehydrated since he consumed psychedelic mushrooms about 48 hours before boarding and that he had been depressed for a long time, state and federal court documents said. The pilot, 44, also told the police in an interview after he was taken into custody that he believed he was having a “nervous breakdown,”. He said he had struggled with depression for about six years and that a friend had recently died. The pilot “talked about the use of psychedelic mushrooms, and said it was his first time taking mushrooms,” the federal documents said. The documents did not elaborate on the quantity of psilocybin from mushrooms that he said he had consumed, and it was not known if the authorities had given him a drug test. “I didn’t feel OK,” he told the police, according to the federal complaint. “It seemed like the pilots weren’t paying attention to what was going on.” He also told the police, according to the complaint, “I pulled both emergency shut off handles because I thought I was dreaming and I just wanna wake up.” Psilocybin is a hallucinogenic chemical in certain mushrooms known as magic mushrooms. Eating mushrooms that contain psilocybin can have a variety of effects, ranging from euphoria to hallucinations. Street Name: Magic mushrooms, Mushrooms, Shrooms https://www.dea.gov/factsheets/psilocybin

Before you blow this one off it is worth a call. They have been around and the owner is probably old school. Both MooneySpace and BeechTalk have good pireps on the place. The one on MS is from 2011 and the one on BT is from 2016. (you probably need to join BT to read it) They are refinishers first and brokers second. Many planes they buy are run out and they refurb them. Buyers seem to be happy. https://pristineairplanes.com/our-refurbishment-process/ This one is a bit different. The owner that sold it to "Pristine Planes" aka ASI Aircraft Sales Inc, originally purchased it from ASI - Pristine Planes in 2010. Pristine Planes probably bought it sight unseen since they knew it from before. Looks like they may have painted it. The interior and exterior look good. The engine hass relatively low hours. The avionics are not great but it is a workable full IFR platform. The Century 41 autopilot is by Century Flight Systems which just went out of business. (typical of much that was built into our antique General Aviation aircraft - even if the companies are still in business the wait for parts is generally long) As long as it works it is excellent - if the auto pilot computer gives you problems, Autopilot's Central in OK is about the only place that will try to work on it - but with no new parts. https://www.facebook.com/PristineAirplanes/ https://www.beechtalk.com/forums/viewtopic.php?f=7&t=119196 (pasted some of the commentary below) BeechTalk Calendar Events Nov 04, 2023 ABS Maintenance Academy Wichita, KS Nov 04, 2023 Summerland Key Airport (FD51) Fly-In Nov 10, 2023 BPT PILOT TRAINING, NORFOLK, VA Nov 14, 2023 ABSWeb Webinar Dec 12, 2023 ABSWeb Webinar First plane buying experience from Pristine Airplanes Michael Pyle Post subject: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 13:24 Joined: 11/19/15 Posts: 1336 Post Likes: +1152 Company: Centurion LV and Eleusis Location: Draper UT KPVU-KVNY Aircraft: N45AF 501sp Eagle II Guys, there was not much info online about Pristine Airplanes aka Aircraft Sales. Which at first worried me but after doing research and dealing with Matt Kozub I understand why there is not much info online. He just takes care of his customers and people rarely take the time to write good reviews. I talked to a couple guys that have bought multiple AC from him and they all had a great experience. You know when there are repeat customers in the Aircraft biz someone is doing something right. So I figured I would share my experience so far and share the rest of the process next week. I know I ended up buying a Piper Saratoga but Matt sells a fair amount of beautiful Beech Aircraft, so this should apply here. I started looking for planes back in September. After an extensive search it became clear that Aircraft sales had a many planes that I was drawn to. I reached out to Matt early November. I had already talked to a few other Aircraft sales guys and was pleasantly surprised with Matt's patience and knowledge. No need to bore you guys with the details but lets just say that Matt has personally spent days, nights, and weekends with me on the phone, text and emails answering all the stupid questions a new plane buyer would ask, and then some. I was having a hard time dialing in on what we wanted. So basically Matt has educated me on and sold me 3 planes in the last couple months. LOL If I was him I would have given up on me long ago and I consider myself a patient sales guy. I can't even begin to explain how far above and beyond Matt has gone. Not only has he helped solve some tough issues on my side but he has done it with an amazing attitude. We just yesterday closed on N8292G and are heading out next week to Ohio to take delivery and bring her to her new home in Provo UT. The team Matt uses is also the best of the best. Michael Smith of Scope Aircraft Finance and the Greg Reba of Reba Aviation insurance were absolute joys to work with and were as knowledgeable and professional as you could ever imagine. Matt is a great and knowledgeable guy and he has surrounded himself with like individuals. There is a lot of power in a team that has experience with each other. I can't imagine how much more work it would have been if I had my own Bank and Insurance guy. But just so you know I am as cheap as they come and if I could have found a better deal I would have gone thru the pain. Fact is I didn't have to because these guys were super competitive. Even though this is my first plane I have bought many custom boats, cars, homes, etc.. so I know how things usually go. This has been the best buying experience I can remember. Looking forward to the trip out to finally fly my own plane. Thanks Matt and Team!!! Mike Attachments: Derek Adams Post subject: Re: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 13:56 Joined: 12/27/11 Posts: 131 Post Likes: +34 Location: Lexington, MA Aircraft: A36TN I can add another positive testimonial for Matt. I bought my A36 through him. He handled the initial airframe buy, the TAT TN add with O2, and the complete redo of the panel as if it was his own aircraft. He was remarkably patient and responsive throughout the process. It was not the cheapest option by far, but I got a like-new aircraft with world class service. Also, he is a hellua nice guy! Derek Top Mark post as unread Tony Hale Post subject: Re: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 13:59 Joined: 05/13/14 Posts: 7995 Post Likes: +6263 Location: Central Texas (KTPL) Aircraft: Malibu (pending) Michael Pyle wrote: 1981 Turbo Saratoga SP Intercooled O hour Engine, and Prop Brand new P&I Air Conditioning Factory Oxygen That's a fantastic airplane! Very nice P&I. Top Mark post as unread Steve Chatfield Post subject: Re: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 14:56 Joined: 03/11/08 Posts: 475 Post Likes: +182 Aircraft: PA28-161 Top Mark post as unread John Oaks Post subject: Re: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 17:22 Joined: 09/16/10 Posts: 8818 Post Likes: +1924 Very nice Mike, you must be very happy! _________________ Education cuts, don't heal. Top Mark post as unread Jeff Baxley Post subject: Re: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 17:32 Joined: 12/29/14 Posts: 8321 Post Likes: +5108 Location: Brunswick, Ga Aircraft: PA32RT-300T Is this the company that buys planes, refurbished them and sells? Top Mark post as unread Michael Pyle Post subject: Re: First plane buying experience from Pristine Airplanes Posted: 11 Feb 2016, 17:57 Joined: 11/19/15 Posts: 1336 Post Likes: +1152 Company: Centurion LV and Eleusis Location: Draper UT KPVU-KVNY Aircraft: N45AF 501sp Eagle II Jeff Baxley wrote: Is this the company that buys planes, refurbished them and sells? Jeff, Yes, they buy older airframes that are ran out and ugly and refurbish them to almost new. IMO its a great way to go. He has a pretty large inventory and can find you what you want. The plane I bought was all original paint and interior and basically at TBO. he got the plane for a pretty good deal then does his magic. He works with some really great shops. Most of the plane arrives fresh and with warranty. Some of the original older equipment that he keeps like Auto Pilot, etc.. is refurbished if needed and kept so it is as is but tested well. You pay more on the acquisition cost but will save in maintenance and operation. I would rather pay more up front and get something that does not have a list of squawks every month and has a warranty. Check them out. http://pristineairplanes.com Mike _________________ InstaGram @Mtpyle company @CenturionLV @eleusisdigitalcanvas race team @strappedracing Top Mark post as unread

Do you mean why are Textron, Kodiak etc delivering planes with G1000 NXi? I think he was referring to planes with only the original G1000 which is like being stuck with a computer that can only run Windows 7 while everyone else has upgraded to Windows 10 and now 11. Windows 7 (like a Mooney with G1000) will still function as long as you stick to the limited activities that it historically supported.

The other reason that some used to put a 28v bulb in the floor landing gear indicator light socket in place of a 14v bulb is because it will last forever. You are derating a bulb. The 28v filament was sized to provide a certain level of light with a 28 v drop while maintaining a filament surface temperature that doesn’t burn up the filament. Halve the voltage and you have less light, but importantly, much lower temperature. Incandescent filaments usually fail when cycled during the power up phase. Cooler filament temperature makes it last longer.

It depends..... Are they all missing?...parts? Sometimes the first logs are missing on a 60 year old plane - but who really cares about maintenance done in the 1960's? Major repairs are another matter and they should be documented with the FAA (you can download the history). The old engine logs go with the engines when they are swapped out. Too bad M20Doc (Clarence) isn't here to answer about Canadian logs. https://www.avweb.com/ownership/the-savvy-aviator-23-maintenance-records/

I’m not sure that I follow your logic. Kelly owned but had lost STC SA3555WE. When they found it 23 years later, realizing that they had no use for it, they assigned it to Rajay. STC SA1156WE remains stranded with Mod Works. I think Rajay can sell replacement parts/turbos to owners that possess a valid STC installation by defunct Mod Works. But Rajay cannot sell new installations on A,B,C,D or G Mooneys. However they can for a J since they (Rajay) own the STC. The discussion of stranded STCs at Mod Works and Mod Squad is the subject of many threads.