1980Mooney

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.

Final is out. Mechanic/Maintainer failure. Cotter pin missing on #4 connecting rod. Nut came off - was found in crankcase oil pan. @A64Pilot is correct that it broke in the middle -see Docket..Engine had been overhauled 28 years before the accident.

They say 45 Amps continuous operation (50 amps peak). That’s about 1,260 watts continuous. They claim it provides 12,000 BTU/Hour cooling. If you go to Home Depot and look at the portable 120 volt air conditioners that have a DOE rating (real vs marketing hype) of 12,000 BTU/Hr you will see that they also use the same or more watts. So not a big surprise. Electric air conditioning is a huge draw for the limited electrical systems on most planes.

Sounds like you have been flying solo on all your flights.....and will likely be doing the same for a long time into the future.

As noted above when you search RL-3967-51E you find that it is a Lycoming Factory Rebuild that was shipped in 2010. You did not provide specifics on year/model plane but if it got a factory rebuild engine in 2010 that is probably the second engine in that plane. I know when Rocket Engineering removed my Lycoming and installed a Factory Rebuild Continental, that the original Engine Logbook went with the traded in engine. When I got the Rebuild Continental, I also got a new Engine Logbook and the original Lycoming Logbook with all the history of that engine was gone. You say there are 2 engine logbooks. Engine book #1 (really the plane's second engine) has the correct Serial Number RL-3967-51E. And you say Engine book #2 starts off with that same number. First of all, your Aircraft Airframe Logbook should document that the original engine was removed and the Factory Rebuilt engine (RL-3967-51E) was installed in 2010. (new engine mounts, etc) Your Aircraft Airframe Logbook should also show that RL-3967-51 was removed in 2020 in order to conduct the Field OH and then replaced (new engine mounts, etc). You point out that he Engine Logbook #2 shows the work done on the engine (Field OH) but notes the wrong engine serial number. But does the Aircraft Airframe Logbook also show the wrong engine number on the entry where it was replaced after the Field OH? Or does it show that RL-3967-51E was replaced?

You may say that you are struggling to see why anyone would care, but if @FADEC buys this plane and subsequently wants to sell it before he overhauls the current Lycoming then all the same questions will come up again with a potential buyer.

Keith was acquired by Meggitt (Addison Tx) and not to be confused with Meggitt PLC UK in 2006 Meggitt (Addison, Tx) was acquired by Air Comm Corp (Colorado) in 2013 Air Comm Corp today only seems to only advertise air conditioning systems for rotorcraft on their website. They do show Support for A/C on Cessna 182, 206, Twins, and Citations, also Cirrus, also Piper Navajo. No Mooney ACC | Air Comm Corporation The competing Kelly (lighter by 26 lbs) draws 50 amps max at 28 volts. Aircraft Air Conditioning Archives - Kelly Aero

Good point. My mistake. I guess salvage yards and NOS are the only sources of Shaw Aero 531 caps. I don’t see any new online. Maybe others know.

With one runway excursion, 2 emergency landings (one engine out) and an engine out on take-off in a short 1-1/2 year period, you are lucky that you have not suffered more serious consequences. It has to be a difficult conversation at home and with your insurance agent. Sorry to hear.

With the 201 we are talking about evolutionary changes to the same basic Mooney design in the days before the extensive use of computer based aerodynamic analysis and finite element analysis. A sloped windshield, fairings, cowl design, induction change, etc. Whether he held the pencil or slide rule or not, he made it come together successfully and happen. He did the same thing with the Grumman Tiger (from the Traveler) before joining Mooney in 1974. The 231 was a bigger effort as were the first Long Bodies.

You are in Florida. Why don't you just go to a dive shop? Those here have high pressure pumps that can fill my portable tank while I wait - not waiting overnight. They just wanted to see my pilot's license.

The "sheet metal" is just thin aluminum with little structural strength. The "tail skid" - 530187-001 is attached to a stiffener plate inside the "sheet metal". If the exterior sheet aluminum is bent in, then the internal structure is bent. You need to look at that closely.

Parker Hannifin acquired Shaw Aero in 2008. I can't find any information or cross reference on the Parker site. Salvage caps are available BeechTalk - BT - FS: Shaw 416, 516, 431, 531 fuel caps New caps (knock offs) are made from fluorosilicone. Gallagher Aviation Shaw 431/531 Fluorosilicone Fuel Cap Kit- (gallagheraviationllc.com) I think you are misreading the Aux - there is no 531-401. BTW - I also have a J with Monroy's - my Aux tank caps are the smaller diameter Shaw Aero 416

All that does is puts money in Lawyers' pockets. I am sure you can easily blow $thousands+, countless hours of your own time seeking a judgement that turns out to be: The Wind is primarily liable - go collect

Agree - and over the next two years monitor it. - at the rate the OP has been flying it, it will only have about 200 hours. If it stabilizes without increased oil consumption or loss in compression, I would just keep flying - just my 2 cents. The thought of a "precautionary" top overhaul at only 200 hours makes me ill. But @rotorman if, out of an abundance of information (too much?) and caution, that is what you want to do, then do it.