Utah20Gflyer

I've actually ordered some new door welt/windlass and just haven't found time to install it yet. Also need to pick up some new screws and washers to do the reinstall. Might as well replace everything while I'm doing it.

Hello everyone, After looking at Mooney's for years and spending about one year really trying to find an aircraft to purchase I finally purchased my Mooney about a month and half ago, a 1968 G model. Since then I've put 26 hours on it. This plane sat for about 8 years in Tucson after the previous owner lost his medical as a result of a head injury. Previous to the plane sitting for 8 years it was extensively rehabbed 20 years ago. It's still in relatively good shape but sitting a while has definitely caused some issues from being unused. My squawk list is a full page single space but fortunately they are mostly minor issues that I am going to try to knock out in the next couple years. The goal is to get this plane to the point where I can honestly say it is in excellent condition. That's obviously a subjective determination but I don't want to be like many aircraft sellers I talked to that called their Mooneys excellent when in reality they should have used the word derelict. Anyway. I really appreciate everyone who contributes to this forum. I've learned a ton and look forward to learning much much more. Thanks, Craig

I recently purchased a M20G and used a guy named Donald 330 780 4948. He is a Delta pilot with Mooney experience including a little over 10 hours in my G model recently. I had him fly it with me from Tucson to Salt Lake City and then wrap up the rest of my 10 hour transition training the next day. He’s a good guy. Another option to consider.

I'm a low time Mooney pilot but I don't get why people often claim mooneys are hard to slow down. With just a little bit of planning they slow down great. Personally I start slowing pulling power and adding nose up trim 5 to 10 minutes before I arrive at the airport. I arrive on altitude at pattern speed. I never have to use the gear, flaps or speed brakes(don't have them) to slow down. Maybe it's cause I fly a G model, the slowest of the mooneys. I flew with a guy one time in a J model who would come into the middle of the downwind doing 140 knots, seemed to me that was the hard way to do things. Some planning ahead makes it nice and easy and adds some consistency that will make it less likely that you will gear up. In the end you probably only land a minute later than if you came blazing into the pattern at near cruise speed. Not an instructor, just personal experience from someone with very little personal experience in a Mooney.

Hi, I’m looking for an overhead rheostat for the panel lights and 2 knobs for the heat vents that are at your knees. They would be going in a 68 20g which I would think may have some parts compatibility. Let me know if you have any of those. Thanks!

If you go to www.pilotmall.com they have the 68 M20G POH for 15 bucks. I also happened to buy a 68 20g a couple weeks ago although my panel is not nearly as nice as yours, congrats!

If money is not a concern I think the F is definitely a more versatile plane but also keep in mind the IO 360 is more money to overhaul/maintain than a O 360. Ultimately whichever plane has been maintained better will be the more affordable aircraft to own but all things being equal the O360 with the manual systems is dirt simple with the absolute lowest costs for a complex airplane. As you move from the earlier C/G models towards the late model long bodies the costs incrementally increase. Where you end up on that scale just depends on what mission you want to accomplish and how much money you want to spend accomplishing it.

I just purchased a 1968 M20G, I consider it to be the most utilitarian plane that Mooney every built. Roomy cabin with the lowest cost systems to maintain that Mooney built. I am liking it so far. I’ve actually never flown in an F so can’t give you a comparison of the 2 models. Many say the g is the slow Mooney but mine seems to average 140 to 145 knots with quite a few speed mods, climb has been more than adequate. I think the biggest downside to the g is the lower useful load generally. The gross weight is actually lower than a C with the extra weight of the mid body. My useful is 850 - someThing I may try to work on in the future.

Calgary doesn’t sound like a bad area to store an aircraft but I guess the question is how long has it been there. Either way if it’s been sitting a while you will likely be looking at a lot of maintenance for at least a couple years. The plane I bought sat a while in Tucson Arizona which is a good place for an airplane to sit but I’m finding a lot of little squawks popping up on top of some deferred maintenance I know I’m going to need to get caught up. In my case there where a lot of other factors that offset this issue but something to think about. Maintenance issues seem to accrue whether the plane is being flown or not so keep that in mind.

The engine has only averaged 14 hours a year in what you describe as a high humidity environment so that is certainly an area of concern. Given the difficulty in determining cam/lifter corrosion in a lycoming it would be best to be very skeptical of the “low time” engine. Add to that the wood wing and price and I think that explains why it hasn’t moved in a very hot aircraft market. You also mentioned you wanted 650 lbs with full fuel, this plane would fall about 100 lbs short of that goal. A C model would be more likely to make that number. Most have 950 to 1000 lbs useful. If it were me (and it actually was, I just purchased and saw this plane for sale and kept going) I’d look for an all metal airplane with a more certain history. just curious...how was the fiberglassing of the wings accomplished? Stc or 337?