1980Mooney

Have you inspected inside the pipe for internal corrosion? Just curious - are you running LOP or ROP?

You have it backwards and are arguing against your own logic. "and lower payouts after a good salvage sale." "Payouts" are to the Owner and are a function of Insured Hull Value.. Perhaps you mean "cost to insurer" - However the "good salvage value" is because the price of salvaged aircraft parts has been steadily increasing (not going down) which means higher cost for repairs and higher cost to Owners that don't have insurance coverage and higher cost to Insurance companies that are paying for repairs and as a result are passing it on to Owners by charging higher Insurance Premiums. There are no lower insurance premiums. And "salvage market" is a shrinking and consolidating market due to the shrinking fleet. BAS has purchased its oldest competitor, White Industries and all the used parts inventory of Mooney specialist LASAR. That means fewer options for us and less competition. And less competition means higher prices. Basic capitalist economics.

On Mooney's you are correct. However the Cessna R172XP, Cessna Skymaster 337 (both engines), all Cirrus SR-20 until 2017 and some Maule among others came from the factory with a 6 cylinder Continental IO-360.

I like @PT20J's advice "don't mess with them". Less is More. No lubricating and No cleaning. And no problem over 25+ years.

Apples to oranges. @T. Peterson above is quoting a trade for a 6 cylinder TSIO-360. That is 2 more cylinders and a turbocharger than yours.

"DeJa'Vu all over again" to quote Yogi Berra - was just discussed in this same Forum....

Final is out. https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194743/pdf Although the analysis did not highlight it, experience and proficiency is likely an issue. The pilot/owner purchased/registered the plane in January 2022 and the accident was 2.5 years later in July 2024. In the Accident Report, the pilot/owner reported that had flown the Mooney make and the J model a total of 42 hours. That is less than 17 hours per year. The pilot/owner reported that he had flown only 2 hours in the last 90 days. I suspect that we all wish we could fly more. I know I struggle to find time. For some both lack of time and resources can be an impediment. It is easy to get rusty. Analysis The pilot reported that while on final approach to the runway, after passing over some high terrain, he encountered turbulence, and the airplane began to sink “very fast.” The pilot increased engine power to arrest the sink rate, however, the airplane was too low resulting in a hard landing on the runway. After the hard landing, the pilot reported the airplane first went to the right, followed by a left turn and runway excursion into bushes. The airplane sustained substantial damage to the fuselage and the right aileron. The pilot reported there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation Probable Cause The pilot’s failure to maintain an appropriate glide path during the landing approach in terrain induced turbulence, resulting in a hard landing and subsequent runway excursion. Findings Aircraft Descent/approach/glide path - Not attained/maintained Personnel issues Aircraft control - Pilot Environmental issues Terrain induced turbulence - Response/compensation

Per Powerflow ”The entire system is constructed of 321 grade stainless steel”

In your case it sounds like you experienced a partial J-bar gear-up. I suspect that your gear was mostly closed and everything closed (folded in) and J bar slammed down as you touched down. This was a K with electric gear. The incident report implies (may be in error) that the gear was in the process of extension when the plane touched down on the runway. That would forcefully fold the main gear in and the nose gear in while the Eaton gear motor was extending trying to push them out. Everything will be bent or broken - turnbuckles, the tubular rods, the gear motor, the mounting brackets.

Unfortunate. If it was a clean gear- up landing, that is usually a straightforward, albeit expensive, repair. If, as the Incident Report implies, the landing gear were in some degree of extension when he geared it into the runway, that will be much more expensive. Fairly new owner - registered April 25, 2024. Recent Ad shows that the Annual was completed March 2024 so the plane was definitely sold after March. Although FAA registration updates lagged during Covid they seem to be timely now. https://www.aircraft.com/aircraft/232373995/n1167y-1982-mooney-m20k-231 Database does not show that the new (incident) owner owned any other plane prior to this K. Owner may be newly minted or low time pilot - FAA Airman shows recent Private issuance date in May 2023. No Instrument. Some of his earlier flights seem to look like training/practice flights/approaches, etc. Example: https://www.flightaware.com/live/flight/N1167Y/history/20240928/0251Z/KEQA/KEQA Certificate: PRIVATE PILOT Date of Issue: 5/21/2023 Ratings: PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND

Go to the web based FlightAware - not the App. There is a drop down menu in the upper left corner. Click “Flight Tracking”. Then from that drop down click on “Browse By Aircraft Type”. https://www.flightaware.com/live/aircrafttype/

You may find this useful

@231DF The electrical schematics are found in the Service Manual - Electrical starts on page 435.

I just uploaded the latest version of M20K Service and Maintenance Manual - May 2014 version.

That file labeled "252" is just a 1997 M20K Service Manual that should cover all years and versions of M20K.

Parts Manual is in the Downloads Section. There is a 252 Service Manual also

I installed the Lasar jack-point/tie-downs on my plane over 20 years ago without any Loctite. They have never come loose. No issue.

"REGISTRATION PENDING". Another new owner......

If you listen to LiveATC archive for KALB Albany Approach on 11-24 at 23:00 UTC (it starts at 22:50 actually), you can hear N58156 say at about 22:52 that he has information "Victor". The pilot responds and sounds fine. But the quality of the recording is terrible. Later ATC asks "Are you still getting (unintelligible)". I can't make out anything more. Later ATC is asking other planes to try to contact N58156.

On Beechtalk someone commented that the Freezing Level was around 4,000 ft about the time. You can't even clear the mountains at that altitude. He should have spent the night at Churchville.

He started his final descent towards Albany while at 5,400 ft and well before crossing the 4,040 ft. Hunter Mountain range. He was still about 40 nm. from Albany.

Perhaps we might ponder: Why would a Commercial rated pilot fly night VFR over mountainous terrain into overcast conditions rather than File?. Why descend below MEL of 4,400 ft when still over mountainous area? Did he lose situational awareness and believe that he had passed the high terrain? Equipment issues? CO poisoning?

Occurred Sunday at about 6:07 PM EST. New owner, although a Commercial Pilot, identified as deceased. Was flying dog rescue from Culpepper, VA (KCJR) to Albany, NY. He had stopped at Harford County Airport (Churchville, MD) 0W3. He departed Harford (Churchville) at 4:43 PM EST. It appears he was flying night VFR. Sunset at Churchville was 4:45 PM EST and last light was at 5:13 PM EST. The weather at Albany (KALB), about 30 miles to the northeast showed broken clouds as low as 2,100 ft AGL and overcast as low as 3,800 ft AGL at times. KALB elevation is only 285 ft. Nov 24, 6:15 pm 39 34 81 33 W 10 10.00 FEW027 FEW047 BKN060 29.58 29.89 Nov 24, 6:10 pm 39 34 81 32 W 12 10.00 FEW022 SCT049 OVC060 29.58 29.89 Nov 24, 6:06 pm 40 33 76 32 W 14 10.00 FEW022 SCT027 OVC060 29.58 29.89 T Nov 24, 6:05 pm 39 34 81 31 W 15 10.00 FEW022 SCT027 OVC065 29.58 29.89 Nov 24, 5:55 pm 39 34 81 32 WNW 13 10.00 Lt rain FEW019 BKN027 OVC065 29.58 29.89 Nov 24, 5:51 pm 39 33 79 31 WNW 13 10.00 Lt rain BKN021 BKN030 OVC060 1012.20 29.57 29.88 T Nov 24, 5:50 pm 39 34 81 32 WNW 13 10.00 Lt rain SCT021 BKN026 29.57 29.88 Nov 24, 5:45 pm 39 34 81 32 WNW 13 9.00 Lt rain SCT021 BKN026 OVC038 29.57 29.88 Nov 24, 5:43 pm 40 33 76 32 WNW 14G23 9.00 Lt rain SCT021 BKN026 OVC038 29.57 29.88 T Nov 24, 5:40 pm 39 34 81 32 WNW 13G18 8.00 Lt rain FEW019 BKN026 OVC038 29.57 29.88 Nov 24, 5:30 pm 41 32 70 33 WNW 15 10.00 Lt rain FEW026 BKN038 OVC055 29.57 29.88 Nov 24, 5:20 pm 41 32 70 34 W 12 10.00 Lt rain FEW026 SCT042 BKN055 29.56 29.87 His speed is highly erratic. He may have been scud running. It appears that he crashed near Windham High Peak (3,528 ft. elevation). One news report says that rescuers found wreckage on both sides of Escaprment Trail which goes to Windham High Peak. Most of the trail is above 3,000 ft. https://cnyhiking.com/EscarpmentTrail.htm N58156 Flight Tracking and History 24-Nov-2024 (0W3 - FlightAware https://globe.adsbexchange.com/?icao=a77cc5&lat=42.230&lon=-74.255&zoom=12.0&showTrace=2024-11-24&trackLabels&timestamp=1732489651 Pilot identified in fatal Windham plane crash; recovery efforts ongoing Seuk Kim's Obituary - Springfield, VA | Ever Loved

As suspected, this is because of the crap, literally "dinosaur", oil that we use in our airplanes. Having to change oil at 25 hours because of breakdown is just ridiculous. A current BMW R1200 classic engine style motorcycle oil change interval is 6,000 miles or one year - that's about 135-200 hours. Even new Harley is 5,000 miles or about 100-150 hours. Most current turbocharged automobiles oil change intervals are 10,000 miles or one year - about 200-300 hours. The big rig semis change oil at 250-500 hours. I can't wait to see us come out of the Stone Age with fleetwide unleaded fuel and modern lubricants.