AerostarDriver

What prop are you going to replace it with? It might be pricey but good time to consider a MT or a 3 blade harztell.

Mine has had a colorful history which I have posted here > Aerostar Mooney - Vintage Mooneys (pre-J models) - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts

@Appalachia I just looked at your excel sheet. Something to note, you may want to consider taxes as well in your cost of ownership. The reason I bring this up is Virginia, the location of your main mission has some odd tax implications such as owing 2% of the purchase price annually for any aircraft that stays in Virginia for 90+ days a year. Depending on where your store the aircraft may complicate this, for example if you live in NYC but keep the airplane in NJ but the aircraft is registered to your address in NYC you may have to pay taxes in both states plus Virginia which could ad up to a few thousand dollars a year on lets say a 60K C or E. Aircraft and Watercraft | Virginia Tax

I also got a quote in Jan 2021 on an M20E. ~300hrs TT, 8hrs in type and N9606V, Commercial with Instrument rating, ~100 hrs Complex, less then 10 hours flown in the last year, with a 75K hull at $2,441. Honestly, did not seem crazy when compared to my car or part 107 insurance.

Thank you all for your help and advice. Finally made it back to my plane with my A&P. We initially could not replicate the failure, however, we did follow the advice of checking the idle mixture which was rich but not excessively rich. Only partially satisficed, we taxied out to the runway, I did my run up and twice the engine quit on runup. Taxied back to the ramp and the engine would not idle below 1200 RPM with out aggressive leaning. We allowed the engine to cool down and we no longer could get the engine quitting on runup until about 8-12 minutes of running. Has anyone seen or experienced something like this before? We are now leaning towards fuel boiling in the lines some where, with how quickly the engine would quit we are leaning towards an issue with the flow divider or fuel boiling in the flow divider. From what we can see, there are no fuel leaks and no issues at high power settings.

My governor typically requires about 2 cycles before it will start to govern on the first flight of the day. My first runup of the day takes 2 cycles at 2100 RPM before I start to see the effects of governor, then I cycle 3 times checking the oil pressure, MP and RPM. The rest of the flights for the day require just the 3 cycles to do the check. Then I go right in to governor function testing, I bring the prop lever back to 2000 rpm and then increase/decrease the MP by an inch to verify governor function. If at any point I don't get this normal behavior, I scrub the flight.

This is something that has made me very upset while looking for hangers in the Atlanta area. I am bookended on ether side of me buy a construction company that constantly leaves FOD all over the ramp (taxing back in and there will be a tub sitting in the middle of the ramp) and group of guys that have turned their hanger in to mancave full of motorcycles and cars. In the hanger complex I am in, there is a company that stores Semi-trucks, a self storage RV hanger and at least four hangers that owner no longer has a plane and they are just using the hanger as household storage. On top of that, we have no access control so I find that people come in at night and do donuts and drift around the airport hangers. Airport manager does not appear to care at all.

Picture are very helpful. I would be inclined to say patch it and then flush it a few timers and see what you get out of the tanks. A 10 Micron filter funnel makes the flushing way easier and lets you see exactly how much your contaminants you getting out of the tanks. I would also be very carful going forward and regularly (every 10 hours) check the screen in the fuel selector. If your filling up the screen with tank sealant I would consider something more drastic like a full strip and reseal or bladders. Last time I saw a quote, bladders installed are about 8K to 10K and strip and reseal can be 6K to 12K depending on who does it and what sealant you have in your tank currently. While you have the tanks empty and are considering patching a few places check and see what style sumps you have. SBM20-188A.pdf (mooney.com)

I have done hundreds of power off 180s in my flying career. However, doing a power off 180 while also being a little over a mile downwind is clearly something else. I had two options, turn back to the airport or commit to the 4 lane road below me which looked like a parking lot. I debated retracting the gear but realized very quickly that I was at task saturation. Holding airspeed, maneuvering in the turn and attempting a restart while overtaking a 172 that was taking there sweet time landing and getting off the runway. I also want to point out that technically, the FAA does not see the power off 180 as a simulation of an emergency landing and that the PTS/ACS do consider it precision maneuver with the sample I have heard, "you are needing to land in a box canyon and land in the minimum distance" at least that is DPE had me do on my commercial check ride, power off 180 in to a short field landing. That being said, going forward I will be definitely be practicing different failure profiles.

I have seen Dave's turn back, I would be concerned to take that as a rubber stamp that all cases are possible. A few things I remember from reading about it, when he had his engine failure he had a DA of -1825 Feet, I also do not believe he was at gross weight in a C model. I can say that I am 99% positive that on the day I had my engine out, with the weather and weight conditions, I could not have made the turn back to the runway from 1000 feet. I fortunately was in the position I could make it to the runway but even then I was concerned I would not make it.

Good too know! Thank!

I have 4 EGTs and CHTs, I am just giving the average temps, my split is normally never more then 30° on the CHTs with no more then a 40° split between the EGTs. 84 is a typo, 94 MPH is my Vx climb out to 500 feet and that normally is not at max gross. I end up seeing better climb rates at Vx then Vy when I am light.

Book best glide in my 71 E is 105 MPH prop wind milling, 100 MPH prop stopped. DMMS is 105 MPH as well. If you know a better speed I am more then happy to add it to my list.

As someone who just had an engine out in my E model and made it back to the runway from the downwind to base turn, I would be surprised if you could make it back. However, I would still want to try to practice it at altitude. Granted, I had the gear down and the flaps at takeoff when I lost power at 1,100 feet AGL with the runway to my 5 O'clock but I ended up threading the gear between the runway end lights. Some fun details: Weight: Max Gross 2525 Runway DA: 2800 Type of failure: Excessively rich mixture at Idle, see my post What are your average CHT/EGTs for your IO-360-A1A - Vintage Mooneys (pre-J models) - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts Configuration: Gear down, Flaps Takeoff, 95 MPH at time of loss, Prop wind milling, 1,100 Feet AGL/ 2200 MSL Rate of Decent in the turn: 1800 Ft/min @ 105 MPH Rate of Decent on short final: 1100 Ft/min @ 90 MPH Total time between Engine failure and touch down: 27 Seconds Heart rate change: 11 BPM Adding to the event, the tower did not hear my emergency call, for all I know, I was so busy I may have forget to push the PTT or said it so softly that it was not clear. My wife and passenger did not even know we had lost the engine until we were counting the blades as they went by on roll out. On another note, love him or hate him Dan Gryder and his preaching of DMMS saved my bacon. Engine loss, unload the airplane, get DMMS, do not slow below DMMS until you have your point made. Also, coming from a flight test background, as soon as you land, start writing down what happen. Then about 2 hours later, on a clean sheet of paper start another new set of notes on what happen. Then do the same thing 5 hours later, then the next day, then 2 days later. After my incident I ended up 13 pages of notes for the whole event plus for the previous 5 interactions with the airplane. What I learned is I identified the identified the symptoms of my issue 11 flying hours previously when the airplane was struggling to idle on roll out after about 8 laps in the pattern on my 2nd check out flight. My CFI recommended to adjust the idle throttle. When my A&P performed this he told me their was only a 1/4 turn of adjustment left. This should have been a sign to check the idle mixture but we did not think anything off it. Until the event flight, everything had been at low temperatures and relatively low DA like 600 to 900 feet. With an effective DA of 3900 feet, power cut to idle at full rich likely caused the engine to flood out. Update: Turns out it was the flow divider had failed and allowed the fuel system to be pressurized with exhaust gasses at low fuel flows.

Still working on my K factor on my JPI 700 but a corrected number I have is 2.7 G/H at 1000RPM. No loud pops on approach or at idle. Pre-mooney, I have a ton of experience flying a number of Arrow IIIs(effectively same firewall forward) which would regularly pop and bang when the power was pulled back on approach.

Welcome, my understanding is that their were about 21 serial numbers of C's E's and F's. Last time looked through the Registry only about 12 exist still registered and only about 6 fly on a regular basis. I love my Aerostar E, mine is 21-0012. Which have you saved?

I will test that as I have not done that exact procedure. However, from 1000 RPM I have a 85 RPM increase as I lean to taxi after start.

I am trying to trouble shoot a problem with my E model and I need help fleshing out some data to compare to. I believe my engine is far too rich at the "full rich" mixture setting, so rich that it is flooding the engine when I bring the power back to idle on approach and landing. In order to help me determine if I am chasing down the right thread on this issue I am looking for effectively 3 sets of numbers. CHT/EGT in takeoff climb with temp and/or DA CHT/EGT in cruise with Power setting an Altitude CHT/EGT on approach something like 10-16 inches MP My number are as follows: In climb, at peak temperature at 500 feet AGL (84 MPH) the reading I took was 325/1290 at 76F OAT with a 2600 DA Cruise, 24/24, cowl flaps closed at 3500 with an OAT of 74, 335/1360 100 Degrees ROP Approach, 16MP, 288/1210 I will admit that this may be the completely wrong way to approach my present issue. However, I am finding that after any minor amount of time spent at mixture full rich yields in fowled plugs or the new outcome I discovered today, the engine simply quitting short final. Was able to restart on the taxiway with a flooded engine and fowled plugs.

I believe this may be a legit sale of 1146T. The phone number listed is David Ross Brien # 136581 - Attorney Licensee Search (ca.gov) who has had a good number of airplanes come up to his name but the aircraft is registered to DRB helicopters. It passes the smell test to me, good luck on the sale.

Welcome Pknox, I am a Mooney Owner in the Atlanta area. Honestly, the biggest thing you will need to learn as part of the transition is speed control on approach and decent planning... Both of which I will openly admit I am still working on, I would rate myself a solid B. Highly recommend a Mooney, I love my E. Yesterday I was parked next to Arrows at MLJ and SSI, both times we got in to the question of speed. Even fighting winds all day in every direction I was constantly 155 KTAS with ground speeds in the ~140 kts range, that is something you just can't do in any other airplane on 200hp.

It must be a Chocolate Labrador as all other variations have different cleaning properties.... In all seriousness, do not feed your 4 legged wingmen chocolate.

I would consider penn yan as they may be closer. In full disclosure, my experience with them has only been with lycomings. Continental TSIO-360-MB Engine Options for Mooney M20K-252 (pennyanaero.com)

That assumes I paid MSRP for everything. My HSI G5, GAD29B and GMU 11 I got for 900 bucks. My GI-275 was part of a trade in for my GI-106B then I sold the old GI-106B harness. Then I did supervised install. As of right now, I am in the panel at 5,700. Add in the second GI-275, plus all the sensors I am right at 12k. A single G3X panel, with the GEA-24+ sensors and install is about 16k.

Dual G5s with a GI-275 MFD. I really didn't have the budget to replace the GNS 480 and it honestly does meet my needs, however, terrain, traffic and weather can all be displaced on the GI-275 MFD as well as safe taxi. I also want to use it as a secondary engine display when I put in a second GI-275 as an EIS to replace the JPI-700 which will be next years project. Disregard the AV-20S, as much as I want to recommend it, so far I am very unhappy with it but the money has been spent and it is installed as a clock. The G5s and the GI-275 MFD is a great combo. It is something I am surprised Garmin doesn't push it more. Thanks for making an awesome product.

As an update, N9606V has had a panel upgrade and a pretty extensive annual. As my first Mooney and first plane I have owned outright, I could not be happier...well at least until by budget opens up for a GFC-500 and electric trim. The stinger seems to pull everyone out of the wood work, with only a few non-homedrome stops I have made, I hear "that doesn't look like any Mooney I have seen before, wonder why they stopped?" or something to that effect every place I go.