Utah20Gflyer

I’m confused about your situation. Are you renting the E model Mooney or purchasing it? If you are purchasing do the transition training after you buy it. If you are renting it why would the guy care if you were doing dual instruction in it? The CFI would be the one qualifying to be covered by the insurance. Generally speaking the transition training must be completed in the actual airplane so if you aren’t buying this E model it may not do you any good any way. Maybe a little clarification?

I bought my Mooney with 130 hours TT and 2 hours in Mooneys.

Just to wrap up this thread I ended up using Duncan Aviation at the Provo airport. The cost was $330.

I’ll let you know, it will probably happen end of summer maybe.

Space is pretty tight at Bountiful and South Valley Regional right now. Both are options but it might be worthwhile to call ahead. Just FYI you can’t depart IFR from bountiful so if that is something you might want to do you should keep that in mind. Bountiful has the cheapest fuel in the area at the moment and the cheapest parking. Ogden should have plenty of room but is much farther from Salt lake. I’m at KTVY - about 30 minutes west of salt lake and there is parking available but nothing else, no services or fuel.

I have a 355 and love it. It makes navigation extremely simple and it’s nice that it has a frequency database. Even if e loran came out I think you’d still want a WAAS GPS navigator and a modern digital radio in your panel.

Have you considered doing a ring flush? That is about the only thing other than pulling cylinders that I can think of to help oil consumption. I’m currently around a quart every 4-5 hours and plan on doing the ring flush next oil change. I have chrome cylinders so my oil consumption is probably always going to be higher than those with non chrome cylinders but it doesn’t look difficult and doesn’t seem like it could hurt anything. My view on Savvy is it is for people who either are new to owning aircraft or don’t want to be involved in the maintenance any more than absolutely necessary. After three years of ownership and making lots of local connections to A&Ps in my area I don’t see the need, but Im the type of person who can’t help but research everything to the Nth degree when something comes up. So I’m really not the target group for Savvy anyway. Savvy also may be more valuable to those with more expensive planes that cost more to maintain. A Mooney may be too simple an airplane to get full value from the service. A Cessna 421 on the other hand might be a great candidate for the savvy service. This is all speculation as I’ve never used Savvy.

The key to difficult bird poop is to re saturate it. Once it is dried it becomes really hard and very tenacious. So spray it down thoroughly and then move on to something else. Come back and try to wipe it off, if it doesn’t come off then spray again, eventually it will soften and wipe off.

I fly a G model with an 875 lb useful load in Utah and can take my wife and two of my smaller kids on 500-600 mile trips no problem. That’s going to max out your 3 hour trip time anyway. I personally wouldn’t try to take off at 9k DA unless I was by myself. Even if I had a turbo and a nice 10000 foot runway I don’t think my family would enjoy being in a plane when it’s 95+ degrees and the air is bumpy. You have to be careful to keep experiences positive. One bad ride and your spouse or kids may not want to fly quite some time. I’ve cancelled a number of flights for the sole reason I thought the air wasn’t smooth enough for a non pilot. I think you’d be fine with a non turbo Mooney for a while. Performance is better than anything else you’ve flown up to this point. I am a person who likes the idea of upgrading incrementally. Others just say buy your forever plane. That often works out fine, but sometimes people also kill themselves and others doing that. If you choose the forever plane route take it very seriously both in training and limiting what you are doing with the plane until you have more experience. And don’t forget U42 is at 4600 feet, pattern altitude is 5600.

How many hours would a proper endorsement be? I did one hour of ground and a one hour flight. If you understand the concepts isn’t it just following a new checklist with a couple more steps and knowing how to do the emergency gear extension for that particular aircraft? Maybe I got the shaft when it came to check outs, but then again I have hundreds of hours of complex time now without issue. So maybe I’m ok?

I started with Avemco and had 15 hours in an Arrow when I bought my Mooney. They required 10 hours of dual in the aircraft I purchased before I could solo it. I’m sure that is what Avemco is offering you. I think you are misunderstanding that you have to have 10 hours complex before you can do your 10 hours of dual for transition training in the Mooney. It’s likely JUST the 10 hours of transition training. Call Avemco and verify of course.

I suggest you run the prop at the lowest RPM that is reasonable when in cruise. There is a big difference in noise between 2700 rpm and 2300rpm. Also you should save gas and some wear on the engine. Extra sound proofing is only going to make a marginal difference. IE you can probably realize a bigger drop in decibels by reducing prop rpm another 100 rpm than all the sound proofing you could stuff in a Mooney.

I removed a KI 214 that worked with a localizer and glideslope but was way off when using it with a VOR. It went in the trash when I put in a GI 275 HSI and a GNC255. I do have a KN75 glideslope receiver I’d sell to you cheap though. I considered using it but decided a modern digital radio was worth the extra money.

I think it’s a waste of time. Get oil analysis to get objective information about the quality of oil at the time you change it. If it tests fine then continue on. If it doesn’t then shorten your oil change interval. The practice of trying to get every drop of oil out of the engine is based on emotion in my opinion rather than a logic. Engines that get ran a lot will last a long time. The engines that sit don’t last. That last bit of old oil just doesn’t matter.

How much metal did you find and what kind was it? It may be pre mature to tear down an engine without knowing exactly where the metal is coming from.

If you have shower of sparks you might need to go to at least one electronic ignition to get rid of that system. I don’t believe the switches are well suited for SOS.

Looks like KAKO would be a 3 hour and 15 minute flight. A bit farther than I wanted to fly but I might prefer to pay for avgas rather than pay more for the ECI. Thanks for the heads up.

I wish I lived closer to Texas!

Hello everyone, It’s time for another 100 hour eddy current inspection for my Hartzell prop and so far I have two options. One is to fly my plane to Boise and pay 345 dollars- flat rate. The other is to fly to Duncan aviation in Provo and pay somewhere between 300 and 445 for the inspection. I can’t get an exact number from Duncan. I was told 260 for the actual inspection and 195 an hour for whatever time it takes to get to the plane and write the report. I’m a little dubious on Duncan because of the variable component. I wouldn’t expect if my plane was parked next to their building but if they claim it took two hours to write the report I don’t have much recourse. My question for all of you is - do I have any other options? I would prefer cheap, fixed cost and close but I am willing to accept reality for what ever it is. Thanks!

Interesting, The two horns I’m familiar with both look like the upper one, so maybe there are three horns? Or maybe one of the ones I dealt with had been rebuilt with oversized hardware? They are probably compatible but I can’t say for sure and based on how expensive they tend to be you’ll definitely want to verify with someone with more knowledge on that issue. The lower one looks like a better design as it has less moving parts and therefore fewer places to wear. If it worked I would choose that one.

I’ve had this exact issue before and it was caused by a seal failure. In my case the seal had come off and was allowing hot air to bypass the flapper. I found the seal in the scat tube. There are two different heat boxes, the flapper and the slider. Both are simple, you just need to open it up and see what’s going on.

There was one photo of the interior and one of the panel that I saw on the ad. The interior picture show the interior trim is falling off. That might not be a big deal except that someone who cared about their airplane would fix that. Florida is always concerning because of corrosion. How long has it been there and how much has it been flying? How has it been stored? I agree that log books would provide a lot of useful information, including how much maintenance it has been getting. I don’t think the high TT is a huge issue as long as it wasn’t being used as a trainer or rental. You’ll want to look at the logs for 100 hour inspections to check for that. This Mooney has the electric gear which means it has some risk if the gear motor goes bad in both money and time. They are expensive and hard to get. Some of us prefer the Johnson bar for that reason. Based on the price I suspect it will require some catch up maintenance.

None available as far as I know. While there are mogas approvals for the O360 the Mooney airframe has never been approved.

LASAR may be able to repair the nose gear dent and update it if it doesn’t have the stops. They also may have an exchange unit. The big issue is sometimes they have exchange units and sometimes they will repair and sometimes they don’t/won’t. So you’ll have to call them to find out. They are also a good source for all the bushings, hardware etc.

I rebuilt my steering horn using new bushings. Whether that is possible depends on the location of the wear. I believe the two different steering horns can be interchanged as complete units but the sub assemblies may not be interchangeable. I.E. can’t take half of one and splice together with half of the other type.