1980Mooney

This has been discussed a few times. There is an FAA process - they have to contact the former owners, etc. But no one has seen anyone transfer an "abandoned" Mooney STC from Mod Works, Mod Squad, Mooney Mart, etc (all the prolific STC shops that closed down). Permission is one thing - the drawings and specs are another. And I bet there is a lot of lost "know how" that was not captured in data sent to the FAA.

Apologies. I should have sent you the Service Manual. It has all the electrical parts. It is also in the Download Section here on MS Look at page 62. It is called a Cowl Actuator.. Originally it was 880050-501 made by Globe. Then they improved it to 880050-505. And later the bearings were improved with needle bearings to 880050-513. The M20K used the same geared motor actuator for the cowl flaps. This has been discussed previously - see topic below. @Larry above has the right info - Globe became Allied. http://mooney.free.fr/Manuels M20J/M20J/Mooney Service Manuel M20J Vol. 1 of 2.pdf http://mooney.free.fr/Manuels M20J/M20J/Mooney Service Manuel M20J Vol. 2 of 2.pdf

Maybe someone will ask your questions at MooneyMax. And maybe someone will be there from Mooney that is willing to to provide some insight. But if history is a guide, probably not.

Or when we take the physically limited , mentally challenged, easily distracted, emotionally hindered, highly fallible human out of the cockpit and let AI take over completely…..

Look here: http://mooney.free.fr/Manuels M20J/M20J/Mooney M20J Illustrated Parts Catalog.pdf

If this BWI ad for insurance on a used SR22 is to be believed, it doesn't appear that insuring a Cirrus is more expensive than a Mooney. $3,124 for Liability and about $250,000 Hull. Asl @Parker_Woodruff He will know for sure. "$2,624 for $245,000 in hull coverage for a qualified pilot and as low as $500 a year for liability only coverage" Cirrus SR22 Insurance Cost | BWI (bwifly.com)

M20L. The first long body. The Porsche motor was removed and replaced within IO-550 by Mod Works.

Don't know. You may be right. But I would expect more visible damage to the right wing if the right main collapse on landing. And if you porpoise so bad and hard that you bend 1 foot of your propellor blade back. generally you break the nose gear linkage and collapse the nose gear. With the nose gear fully extended he would have needed to be at about a 30 degree angle to bend the prop that much - it's not just the tips. Maybe we will see more detailed pics when this goes up for auction on one of the Salvage sites.

You have bad info. They are not permanently closed. T-29 Flying H Ranch Airport - TURF -NOTAM says you have to get prior permission to land. It is privately owned. AirNav: T29 - Flying H Ranch Airport 35X Triple-Ace Field Airport - TURF - 1271 x 40 ft. - No NOTAM. worried about a turf runway that you will never be able to take-off from?? AirNav: 35X - Triple-Ace Field Airport 4T2 - Kenneth Copeland Airport - also privately owned - NOTAM says you have to get prior permission to land. AirNav: 4T2 - Kenneth Copeland Airport etc.

If you listen to the video, he talks about "his shop" which charges "a fixed amount for an unknown and highly variable amount of work". He talks about taking a bath on about 500 planes per year that cost way more to repair than the flat rate. He makes it clear that the other 4,500 planes per year are paying a fee that subsidizes the 500 maintenance hogs. He said it is just like insurance. He uses the word "concierge" once but his model is not concierge. Busch and the OP are not talking about paying a "retainer fee" and then paying "time and materials' on top of it. Busch's model is classic socialized healthcare. When I am expecting a disastrous Annual, I want to join his shop and pay the fixed fee. Then I can get everyone else to pay for most of my repairs. Brilliant. Are you suggesting that the budget propose by @Austintatious was just to pay a "retainer" for a "concierge" model, and that work would be time and materials on top of it? I think most were thinking that the $6K payment was not a retainer, but a $6K payment for a full year of maintenance.

If you blow up the pic of the nose gear doors, the bottom looks ground down. That is classic gear up damage. In most cases, after they lift up the plane from the runway, they try to lower the gear. I have to admit that the airport seems to have done a proper job lifting - I don't see any creases at the firewall or behind where the step used to be. Sad unicorn of converted M20L. Look at the lousy paint job - all the paint peeling off.

As @M20Doc said add cost for shop, tools, insurance, accounting and tax - so add another 35% for Overhead Don't forget this is only for Labor So probably expect to pay $8K per year for Labor and add parts, oil and other supplies on top. And that is to "have someone THAT MIGHT BE AVAILABLE" You are assuming that the mechanic isn't working on someone else's maintenace hog or doing an overhaul, etc. This sounds a bit like socialized medicine in the UK.

That doesn't sound very plausable unless you were in a near crash attitude. Look at the pics. In order for that to happen while you are landing the red lines would need to be parallel to the ground scraping the runway. You would have to be on your nose and your right wing tip would be dragging. Plus if you were landing the damagae would have been worse - the aluminum would have been really ground down. I think it more likely that you taxied near something that just clipped the gear doors.

We have a number of pilots remarking that the B-Kool works "fine", "lasts a long time", "drops the dew point". Yes it will work well initiially and yes it will work better in moderate heat and low relative humidity where the cooling load is less. But you have to be realistic. The B-Kool holds 20 lbs of ice. (also noted on web site) One (1) pound of ice absorbs 144 BTU's when it melts The B-Kool will provide 2,880 BTU's of cooling from melting all the ice You can probably get another 200 BTU's of cooling as the fully melted water rises from 32 degrees to 42 degrees F. So fully exhausted a B-Kool provides a whopping 3,000 BTU's cooling in total A typical small car air conditioner will provide 12,000-18,000 BTU/Hr cooling. A large car air conditioner provides 24,000-40,000 BTU/Hr cooling So the B-Kool in total will provide the equivalent of what a small car A/C can to in 10-15 minutes on high. If you are taxiing and holding for 10 minutes on a blistering Texas Gulf Coast day, the B-Kool will largely be spent. Then the water in the chest will start to warm up and instead of condensing on the coils, it will act as a humidifier. It works but just don't get your expectations too high.

See comments from @kortopates June 2 page 17. This plane is a M20L 3 time loser - was also damaged at Mod Works during hurricane at time of PFM conversion.

I tried that in Houston. I actually experienced less cooling capacity with the cooler pack approach

To keep it cheap and simple they put the heat exchanger coil inside the cooler chest. The blower is mounted in the top of the chest and they suck air into the cooler lid across the heat exchanger into the damp cooler chest. It works a bit for a while but as the ice melts you are just mainly sucking air through a damp box of 100% humidity. The humidity is dumped into the plane. In Houston it just makes it more awful. To be more effective the heat exchanger and fan should be outside the cooler filled with ice. Of course it would be more bulky and expensive.

Yes but it draws the intake air through the cooler chest full of ice and water (soon mainly water). Look at the pic - only one tube. There is a grill/open slots in the chest lid. B-Kool - Home

That is all well and good where you are with 15-20% Relative Humidity. I remember always having a canvas water bag in our '55 Chevy to try to stay cool. In Houston, where the OP is, the Relative Humidity averages 75-80% year round. During the next few days, the high is forecast to be 100+ F but still with over 50% Relative Humidity. B-Kool is useless. It will literally feel like it is raining inside the plane.

That doesn't mean that they were not a factor. Would you take a prescription muscle relaxant before flying? The NTSB didn't determine why the pilot did what he did. The NTSB reported the conditions that existed. Full nose up trim selected in the cockpit and full nose up trim evidenced at the jackscrew. Prescription muscle relaxants present in his body. There was no equipment failure evident. If you dial in full nose up trim during take off in any plane and do not take any action while speed decays, you will stall. I do not think you can blame this on Mooney. If Mooney's were so dangerous and difficult to control on takeoff they would have been outlawed years ago. Yes a new Mooney pilot needs to be trained to Follow the POH and select take off trim Use the electric trim to get the nose down if it is too high Use the manual wheel trim to get the nose down if it is too high Use your arms and strength to push the yoke forward to get the nose down if it is too high Sadly and tragically, the accident pilot missed 4 chances to get the take-off right. We will never know exactly what was going through his head and body at the moment - perhaps some or all of: confusion due to lack of training and/or experience? distraction? fatigue? influence of drugs? inattention? -

Generally if you ask it becomes permanent. And accompanied with the response "just leave 1/2 of all the assets at the door as it hits you in ass when you leave"

Many times (most?) retirement just means trading one boss for another "boss".... And the new "boss" is less likely to cut you any slack. Plus no days off and on call 24/7.... And don't even think of asking for a vacation to "get away from it all for a while".or to "recharge your batteries"...

Perhaps the OP should change the title of the topic or someone should start a new topic since the discussion has ABSOLUTELY NOTHING TO DO WITH ENGINE CLEANING

Correct. He had just test flown the M600. He was also taking a prescription muscle relaxant and Zofran.

Only if you had nothing invested previously -and then you invested at the recent bottom. If you were invested previously you would have lost 20% to get there (to that bottom starting point - the recent low). So in reality, for those with long term retirement funds invested in the market, all that has been accomplished is getting back what we recently lost…