1980Mooney

@N201MKTurbo is correct. Unless you are WOT then the extra manifold pressure is wasted. The throttle is an adjustable pressure drop. It is removing the extra pressure you might have until WOT. Flow in your manifold is a function of pressure drop. More flow creates more pressure drop from the TUBING and hence needs more pressure at the entrance. The throttle creates pressure drop at anything less than WOT. It robs the pressure drop available for the tubing only. More flow means more volume which means more fuel to air which means more HP

I think it is vaporware. EMAPA is Blue Skies Aviation. They also claim to sell Monroy Extended Tanks. - They take money and don't deliver per past topics. Ask WAT if they are actually selling any Mooney cowlings.

This MSC actually said they are not experts on "this part of the aircraft" (nose gear repair, firewall and exhaust cove fairings)? Are you kidding me? - why do they even call themselves an MSC?

Whelen bought LoPresti. The WAT website no longer shows any Mooney cowl mod. It only shows cowl mods for the Piper Seneca and Twin Comanche. Maybe they will do it or maybe the entire discussion is moot. As the Mooney fleet ages and shrinks the mods and STCs continue to get abandoned - its just supply and "no demand" economics. https://flywat.com/collections/cowl-aircraft-mods

Another sad purchase story to heed - just posted. Corrosion. Prebuy done by "shop that does mostly Mooney". WHAT COULD GO WRONG?!

Try to avoid this - and heed his advice. Everything appeared to be good about this purchase - bought from a "fellow member on this forum" and prebuy done by a knowledgeable MSC. WHAT COULD GO WRONG?! Follow his advice -

You are right that there may be some Mooneys in better 'apparent" condition out there - but at what price vs value? It seems to me that you are making some assumptions without any information regarding the asking price of this Mooney, the airframe hours, engine time since OH, or prop since OH, avionics package, interior condition, windows, corrosion, options, etc. And we don't know if the OP is looking for a long term plane or one that he might want or need to sell in a year or two. As I said if "the price fairly values the condition" then this could be a good deal. . Lot's of variables here. Many/most of the visible" warts" can be addressed when/if the OP ever plans to repaint the plane. Of course it could be a bad value also....and harder to sell if he had to flip it short term. Its all in the details!

The FAA has not made go arounds illegal. Fake news.....

@Futches I agree. There are no perfect 30-40 year old J models out there. They were hand made - even from the factory some things were massaged to look right. I have original exhaust cavities on my J and they are not perfect. They are like butter and over the years, even with the best like Rocket Engineering, cause some imperfection when working on them. Admittedly yours has some spots that are a bit worse but none of that is structurally load bearing and they can be repaired/replaced. And a history of tug incidents is irrelevant if repaired properly. Years ago when I purchased a used 1980 J, during the pre-buy the owner commented that the nose gear truss had just been repaired due to a tug over steering accident by the FBO. I reached up to feel the clean, newly painted truss and it was bent (again). The owner lost his mind - the same FBO bent the truss within days of the first repair being completed. They had to repair it again before I took possession. If that tail tie down bothers you just replace it. It will be one of the cheapest repairs that you face during your airplane ownership. Make sure that the important parts of the structure are sound and free of corrosion. You need to find a plane that is sound and that the price fairly values the condition of the plane that you are considering. If you want perfect then you will need to pay for "perfect". There are some unfortunate topics/threads here currently from more than one owner that bought a J model that they thought was in good condition only to find corrosion after taking ownership. One has commented that the plane has been in repair for a year and they have yet to fly it. And don't forget that in the last 2 weeks, three (3) Mooneys have been destroyed - 2 J's and 1 K. And in the same time 2 more J's have had gear up landings. The fleet is shrinking.

I am confused. I assume that you need a Special Issuance Medical Certificate because you a disqualifying or potentially disqualifying condition. If so you can't go Basic Med. Am I missing something?

I lost my Medical in 2006 due to a serious medical event in which I was hospitalized with a disqualifying medical condition. I received treatment which had an excellent chance of eliminating reoccurrence. I worked directly with the Regional Flight Surgeon - Southwest Region located in Ft. Worth. to try to obtain a Special Issuance Medical Certificate The RFS required a significant number of examinations and tests summarized into reports from my physicians. Within 8 months I was granted a Special Issuance Medical Certificate that was good for 12 months. Every year I was required to send current test results and reports from treating physicians to OKC. The RFS approved my SI (good for only 12 months) every year for the first 2 years. Then I was required to see an AME and complete the exam for a 3rd Class Medical. Everything was sent to OKC and OKC issued my SI (good for 12 months). That process continued for the next 12 years. I was required to annually provide test results and reports from my physicians to OKC. I was required to have 3rd Class Medical Exams every 2 years. The AME would give me a SI right after the Exam but OKC would send a replacement approved by OKC about a month after the Exam. Since 2020 I can now provide test results and reports to my AME during my normal 3rd Class Medical Exam which I am required to complete every 2 years. My AME can now issue my SI (good for 2 years). The FAA do stipulate when to send in documents to OKC.. I can't recall being grounded waiting for OKC approval.

Read it more closely. AME's can only "reissue" an SI if all required information is provided. They cannot provide the initial issuance of an SI. In order to get an SI initially you need to deal with your Regional Flight Surgeon or with OKC. "An FAA physician" is not your AME - it is an employee of the FAA either Regional or in OKC. AME Assisted Special Issuance (AASI). AME Assisted Special Issuance (AASI) is a process that provides Examiners the ability to re-issue an airman medical certificate under the provisions of an Authorization to an applicant who has a medical condition that is disqualifying under 14 CFR part 67. An FAA physician provides the initial certification decision and grants the Authorization in accordance with 14 CFR § 67.401. The Authorization letter is accompanied by attachments that specify the information that treating physician(s) must provide for the re-issuance determination. Examiners may re-issue an airman medical certificate under the provisions of an Authorization, if the applicant provides the requisite medical information required for determination. Examiners may not issue initial Authorizations. An Examiner's decision or determination is subject to review by the FAA. Page last modified: September 18, 2019 1:33:47 PM EDT

Build a Rocket? Only Rocket Engineering can do that. I thought I saw a prior post that said if you get 5 friends to each bring $120K to Rocket Engineering they might do it again. Of course that was before the price increases at Continental and others so it is probably about $150K now if you can get a group together. Darwin Conrad is still running Rocket Engineering and occasionally answers the phone.....

My M20J was converted to a Missile in 2001. My plane always breaks to the left during power on stalls just as @Shadrach stated. The break is always gentle. And yes there is a lot of right rudder pedal in to keep it coordinated going into the stall. Neither wing has ever broken aggressively in 21 years. And the nose has never broken down. The left wing just gently starts to drop a few degrees and slowly start to drift left. More right rudder and it straightens out. In one BFR I gave it a bit too much right rudder as the stall occurred and it started drifting slowly to the right. That is the only time it ever went to the right. My CFI got a bit panicky but I just eased up on the right rudder and it straightened out - and then I lowered the nose. There has never been the severe snap that you experience. I believe that THERE IS SOMETHING SERIOUSLY WRONG WITH YOUR RIGGING. I have a standby vac system in the empennage which adds a little weight and helps with the CG - balance is just fine - very stable. You mention that you need a lot of right rudder - is that only in take-off and full power climbing? When in cruise at full power wide open does your plane fly straight and level with hands off the yoke? The trailing edge of my rudder is slightly bent to the left (like a trim tab) so that the rudder deflects just slightly to right to keep all the forces centered.

You make some excellent observations and points. You might be able to strike a deal but one has to wonder why it hasn't already happened years ago - the demand for these mods has only dwindled over the years as the fleet shrinks. Probably the economics don't work as a business. What you don't get with the STC or engineering data is the knowhow to manufacture and make it work .....i.e. relearning and some engineering required as @PT20J points out. There is probably a lot not documented. @LANCECASPER points out the PMA. For instance I bet a lot of time and money will be spent trying to figure out how layup and build (and get the manufacturing process approved) for the "Mod Works 201 STYLE" cowling for SA00946AT even with 26 year old paper (or maybe electronic) drawings. I doubt the mold still exists. This might interest someone as a hobby - there is someone on MS that talks about doing fiberglass mods on his plane for instance.

I think you have hit the nail on the head. The STC’s aren’t worth much - certainly not enough to resolve debts and claims. No one is going to waste time and money on lawyers to try to free them. It is probably less costly to just reverse engineer and see if that might simplify the FAA STC approval process.

You are right - if either Tim Coons or Lisa Coons (both of which are listed officers and I think are alive) or their heirs or anyone who owns any % of the shares of Mod Works Inc (even one single share) responds to the multistep Due Diligence process that the FAA must go through (registered and certified letters, public posting, etc.) then the Abandonment Process is stopped dead. With the internet and social media it is easier than ever to contact the owners. And the FAA has become very risk adverse so they are going to be careful about being accused of "stealing STC's" from valid owners.

I suppose it is possible. Get ready to start paying $350-500/hour for a corporate business bankruptcy attorney (not a cheap personal bankruptcy attorney). Given the complexity and time don't be surprised if he bills you 100-200 hours for research. First think about the creditors. Companies like Continental Motor, which were probably owed money for engines lost on the M20L conversions in process, will remember. Although written off that won't stop them from wanting recovery. And then there are the famously "cheap bastard" Mooney owners. Expect "PMF Air Inc." (the ones that sued Porsche) to come out of the woodwork. Think about the nature of the creditors' claims. There may be different classes of creditors. Some of the creditors may have been "secured". I suspect Continental may be a secured creditor. They will say "I want to be paid in full first" which will "suck the air out of the room" since it means some creditors will get nothing. Think about the value of the STC's vs. the claims. Be realistic - I bet the value of these STC's useful only to a slowly dying fleet of planes is already only "cents on the dollar of the claims". Think about the types of bankruptcy. Chapter 11 is negotiated amongst the creditors. Every class of creditor has to agree to your proposed negotiated offer. If one class, such as the secured creditors, holds out for 100% recovery, the other classes, which may get nothing, will walk. If you don't get all classes to agree you have no deal - no bankruptcy settlement. The way you solve it is that you, as the proposed buyer, offers more and more so that everyone as @Pinecone says "they get something". It is called "Greenmail" - and you wind up paying way more for the company than you planned. And if you can't get all the creditors to agree then Chapter 7 "Liquidation" is the only way to go. But you can't force it into bankruptcy unless you are a creditor. So you personally need to buy out one creditor and become a creditor yourself. Then you go court and sue for recovery. A forced bankruptcy Chapter 7 is managed by a judge who will do what he wants as he sees it for all the creditors - possibly not what you want. There will be an "auction of assets on the courthouse steps" so to speak. The judge will auction the assets (the STC's) in court. He may auction the 35 STC's as a package or he may auction each one individually - it's his call. You need to be prepared with cash to bid in court for the assets (STC's) - settlement is right then and there. You might be unpleasantly surprised to find that some other party shows up and out bids you (or drives the price up). So the bottom line risk is that you invest at least $50k in legal fee research, probably another $100k in legal/advisor fees trying to propose and negotiate a Chapter 11 settlement amongst creditors, then failing that you need to buy out a creditor - let's say another $50K, then sue in court for recovery forcing Chapter 7, let's say another $75k for legal fees.. Dont' forget your time, travel and other fees - let's say $25k. So now you have $300k invested (my estimate is probably low). Then there is an auction. Be prepared to win - what would you pay for 35 STC's?. If auctioned as a group let's say $350k. Possible outcomes: You invest $300k cash and lose the auction. If you bought the debt of an unsecured creditor your may only get a few thousand dollars in recovery. Then you need to approach the new owner of the STC's and somehow negotiate and pay something more to get your STC paperwork for your already installed STC. You have invested about $300K cash for no physical improvement to your plane other than a piece of paper You invest $300k cash and win the auction for $350k. So now you have $650k cash invested. You can now create your own paperwork for your STC that is already installed. You can try to administer the STC's as a business or try to sell them to someone else. You can just forget about Mod Works, sell your plane, go buy another plane without any STC paperwork issues. You can just forget about Mod Works and fly your plane as is - surely there are 337's on file with the FAA when the work was done so that it has been airworthy the last 20-30 years since the mod was done. The last 2 options are probably the only ones that make economic sense.

Restructuring an insolvent company is hard. There are always competing claims by creditors and not enough to go around to satisfy everyone (hence insolvency and too many chasing too few dollars). And generally, creditors have no faith in the owners and management to do the right thing to maximize proceeds from liquidation. And one class of creditor is always fearful that another competing class of creditors will get a disproportionate share of anything valuable. Another way to say it is battling claims and lack of trust by all parties. Based upon the horror stories you hear about the hurricane and subsequent downfall of Mod Works, creditors probably include former M20L PFM owners, Continental Motors, other suppliers, banks, insurance companies and employees. Mod Works may not have been forced into an actual court managed Chapter 7 liquidation because there so few (or no) assets with any cash value. No creditor is going to spend a lot of time and money on lawyers and financial advisors to force a company into bankruptcy court if there is nothing to be gained in liquidation. It is just more cash loss for the creditor. I bet any dollar that Coons might liberate through sales of any asset (like STC'S) will go directly to battling creditors. - If Coons does try to sell the STC portfolio, the creditors will likely allege he is selling too cheap and will try to block. If he does sell all the STC's he still likely wont satisfy all creditor demands so in reality he is basically motivated to do nothing....which has been the case the past 18 years. If an insolvent inactive company owns some valuable assets, and creditors do trust management then they will go into a Chapter 11 out of court Bankruptcy reorganization (negotiated by management) If an insolvent inactive company owns some valuable assets, and creditors do not trust management then they will go into a Chapter 7 court managed Bankruptcy liquidation If an insolvent inactive company does not own any valuable assets, then everyone walks away and licks their wounds.

Mod Works Inc. exists legally as an "inactive" company. A company can be "active" or "inactive". An "inactive" company means that it still exists in the eyes of the law but that it has no activity taking place. Until the company is dissolved, it will still exist. An inactive company might not "dissolve" because there are claims against it that are unresolved. An inactive company still owns its assets (STC's in this case) until dissolved. FAA lists 35 STC's currently owned by Mod Works and listed as "Current". Tim Coons is listed as the Chairman, Secretary, Treasurer and Agent. Lisa Coons is also listed as a Secretary. @carusoam said "owner has passed". MS discussed last year that Coy Jacobs had passed. But he parted ways with Mod Works and sold control to Coons. Same thing with Bob Meier. Tim Coons wound up owning the business. But has Tim Coons in fact passed? Internet search seems to indicate that he is in his 60's still living in Punta Gorda. @MisfitSELF has a plane where presumably a former owner paid Mod Works for and had installed the Low Profile gear door panels (STC SA00803AT). But he has no paper work to prove it. Mod Works would have been able to confirm and reproduce the specific STC for his plane but they are no longer an active business. However, regardless whether they are "active" or "inactive" they are still a legal entity, (a company) which owns the STC assets. But their historical business records may or may not exist. I don't see how the FAA 8110.120 - Processing Surrendered, Abandoned, and Historical Aircraft Type Certificates is going to actually get you the paperwork approving your installed STC. The company still exists even if it is "inactive". The company has not surrendered any STC's. The owner and heirs seem to exist which stops the "abandonment" process dead in its tracks. If the company still has business records showing your installation that is great but don't be surprised if they are gone. It seems unlikely that Mod Works will release the engineering data or sell the engineering data and STC because if that would have satisfied the creditors they would have done it years ago. - creditors may be blocking any sales.

https://www.nqac.com.au/wp-content/uploads/2016/12/M20J-POH.pdf https://www.manualslib.com/manual/1339371/Mooney-M20j.html

LOCATION OF AIRCRAFT: Tied down at Central Jersey Airport Services, Inc., At least it was there in the summer.

Did you contact Sample International Aviation? They list it as "Sale Pending" Sample International Aviation, Inc. (avclaims.com) This is the link to N41XL Sample International Aviation, Inc. (avclaims.com) This is the link to "For Sale" - at the bottom of the page is shows a lot of aircraft as "Sale Pending" Sample International Aviation, Inc. PO Box 730118 Ormond Beach, FL 32173 386 677 7504 - 24 Hours 386 267-3153 - 24 Hour Fax avclaims1@cfl.rr.com COMPLETE & SUBMIT THE BID FORM AT THE BOTTOM OF THIS PAGE before 7:00 pm Eastern on July 8, 2022 SIAI #: 2022-50S 2006 MOONEY M20M BRAVO N41XL Your bid is solicited for the following salvage, as is, where is, before deadline of 7:00 pm Eastern on July 8 , 2022 WARRANTY: There is no warranty, express or implied for the information provided herein or the condition, useability, workability, operability or marketability of the aircraft salvage. All times are approximate and the logbooks and aircraft should be inspected by each bidder BEFORE BIDDING. Failure of the bidder to view the salvage or wreckage, or confirm any information provided is NOT grounds for a claim or withdrawal of bid after bid closing date.) Read CONDITIONS at bottom of page. HOURS estimated from logbooks or other information - not guaranteed or warranted AIRCRAFT: 2006 MOONEY M20M Bravo N41XL, s/n: 27-0355 Last annual inspection on 08/02/21 at Tach/TT 1586.8 ENGINE: Lycoming TIO-540-AF1B, s/n: L-12248-61A Last annual inspection on 08/02/21 at Tach/ETT 1586.8 PROPELLER: McCauley B3D32C417-D, s/n: 050773 Last annual inspection on 08/02/21 at Tach/PTT 1586.8 EQUIPMENT: Click for Equipment List from 2020 Appraisal WAAS avionics upgrade on 04/01/22 for the G1000. See receipt. DESCRIPTION OF ACCIDENT: On 04/04/22 N41XL crashed in the front yard of a home several blocks from Central Jersey Regional Airport, NJ. . DESCRIPTION OF DAMAGES: The damage includes but may not be limited to the following: See Photos LOCATION OF AIRCRAFT: Tied down at Central Jersey Airport Services, Inc., 1034 Millstone River Road, Hillsborough Township NJ 08844 Terri Horner terri@centraljerseyairport.com (908) 962-7272 ONLY contact for appointment to inspect salvage. INQUIRIES: Avclaims1@cfl.rr.com REMARKS: *Insurer reserves the right to reject any and all bids. *Salvage is as is/where is. *The posting information is the best to our knowledge. *An inspection of the salvage is highly recommended. *Logbooks may not be complete CLAIM NUMBER: 10544887 SIAI NO: 2022-50S COMPLETE THE BID FORM BELOW & SUBMIT. YOU WILL RECEIVE A CONFIRMATION OF YOUR BID (Bids may also be faxed to 386-267-3153 or sent via email to avclaims1@cfl.rr.com) AIRCRAFT: AMOUNT OF BID : US DOLLARS ONLY NAME OF BIDDER: ADDRESS: CITY STATE ZIP CODE PHONE NUMBER: FAX NUMBER: EMAIL ADDRESS: Please complete each line so that we have complete contact information for you CONDITIONS: The aircraft listed are for sale "as is where is". There is no warranty either express or implied. All times and descriptions are believed to be the best information available and are not warranted. Prospective buyers should inspect the aircraft and records before bidding. Purchaser bears all risk regarding condition, useability, workability, and operability of all salvage. The underwriters have full and complete authority for all decisions regarding salvage and they reserve the right to reject any or all bids. The bid deadline dates are firm without exception. Payment in full by Wire Transfer, cashier's check or certified funds is required within 7 business days of notification to the successful bidder. FOR SALE PAGE RECENT SALVAGE Sale Pending 2010 Cessna 510 N915CF, 1979 Beech 200 N200BM, 1997 Air Tractor AT502B N5092J, 1979 Cessna 501 N501KM, 1978 Cessna 402C N2712F, 1981 Cessna 172RG N6376V, 1978 Cessna 402B N900CR, 1963 Cessna 172D N2540U, 1997 Cessna 525 N177VV, 1988 Cessna S550 N659AS, 1967 PIPER PA-28R-180 N3725T, 1979 PIPER PA-31-350 N809AB, 1979 BEECH 95-B55 (T42A) N14AT, 1981 BELL 206B N401HP, 1978 CESSNA 182RG N639RR, 1980 CESSNA 421C N421PJ, 2018 ICON A5 N83BA, 2007 CESSNA COLOMBIA 400 N1003X, 1996 ROBINSON R-44 N855LS, 1970 AMERICAN AA-1 GRUMMAN N6149L, 1977 CESSNA 402B N98649, 2016 ROBINSON R44 N612GG, 1970 PIPER PA28-180 N3930R, 1980 BEECHCRAFT 58P N60SH, 2005 ROBINSON R44 II N89LA, 1967 PIPER PA-32-300 N4143W, 1977 PIPER PA-28-161 N2635Q, 1978 CESSNA 172N N739LS, 1966 BEECH C90 N695DA, 2019 CIRRUS SF-50 N217GB, 1979 GRUMMAN AG CAT N6944K, 1979 CESSNA 551 N48DK, 2007 PIPER PA46-500TP N3088X, 2012 ROBINSON R44 RAVEN II N322SH, 1979 MOONEY M20K N231NK, 1984 PIPER MOJAVE PA-31P-350 N9272Y, 1962 PIPER PA-24 N8089P, 1976 GRUMMAN AMERICAN G-164A N48594, 1982 BELL 206L-3 N170AM, 1946 AERONCA CHAMP 7AC N35FT, 2020 CIRRUS SR22 N729SA, 1967 BEECHCRAFT 95 TRAVEL AIR N5467U, 2006 ROBINSON R44 RAVEN II N512RT, 2014 ROBINSON R66 N266RK, 1974 Cessna 150L N65987, 2013 CESSNA 510 N81CB, 2012 CITATION 525B N973CG, 2003 CIRRUS SR22 N987AA, 1975 BEECH V35B N457JN, 2001 BEECH A36 N396JG, 1977 CESSNA 172N N737SY, 2006 MOONEY M20M BRAVO N41XL, 1974 BEECHCRAFT KING AIR A100 N93GT, 2002 BEECHCRAFT 390 PREMIER I N351CW, 1976 CESSNA 172 N9010H, 1993 BEECH 58 N100JP, 1981 BEECHCRAFT KING AIR F90 N990F, 1979 CESSNA T210N N5276C, 1973 CESSNA 172M N471PR, 1973 CESSNA 340 N47BP, 1977 CESSNA 172N N737BW, 2010 CIRRUS SR22 N112TR, 1946 ENGINEERING AND RESEARCH 415-C N99726 © 2004 Sample International Aviation, Inc. - All Rights reserved For More Information Contact: avclaims1@cfl.rr.com

I just called Century Flight Systems in Mineral Wells. Both the "800" number and their local number are no longer in service - just a recording that "The number you dialed is not a working number". I suppose it is possible that someone is there with a cell phone but I think it doubtful. More likely Century Flight Systems is history like so much of General Aviation. For those of us with Century autopilots, if you have any problems be prepared to scrounge used parts or get ready to write a big check.

Actually that’s looking at the world through 19th century “job shop” goggles. It’s the same team at the top. It’s the same business philosophy that picks leadership top to bottom It’s the same business systems that manage and control the workflow. There are centers of excellence which guide the philosophy and structure of technology, software, and avionics - there are chief technology officers, and there are leaders for technology and software integration. They are not letting every person reinvent the wheel …. Companies do matter.