iamit

I'll be there Thursday-Sunday. Flying in with the Mooney and plan to park it at Vintage and AirBnb not too far away (seems like 20-30 min). Any tips for flying the approach? 100kt is pretty slow, but 150kt would mean pushing it (not that it should matter for the duration of the approach)?

Removed from a 1970 M20F after avionics upgrade (GI-275s) at Ventura Aviation, and all parts come with serviceable tags from Venture (other than the airspeed indicator which I bought recently but didn't fit my Mooney). King Navigation Indicator KNI-520 - $400 Vacuum Pump - $400 (comes with assorted pipes and connectors - see pictures) Mooney (EDO/AIRE) Airspeed Indicator for M20J and later - $300 Manifold & Fuel Pressure Gauge - $200 Instrument Air Gauge - $125 Directional Gyro - $400

I’m in NYC as well and my M20F is at KFRG (I visit CDW sometimes). Let me know if you are interested, I’m about to complete an avionics upgrade and happy to share my experience and tour the plane. Sent from my iPhone using Tapatalk

Interested if it’s still available - messaged you. Sent from my iPhone using Tapatalk

Precisely - it’s the ones that are in confined spaces that have zero tolerance. Sent from my iPhone using Tapatalk

Finally - some pictures (sorry - was away from the airport for a week).

Good call - found the manual and verifying (I've seen the seeps/leaks myself, seems around classification (2) at least from the outside surfaces - will need to verify in the more internal surfaces.

Yes - the A&P running the annual explained that first the fuel leak is a leak - cleaning the surfaces and letting the plane sit for a day clearly showed multiple areas where fuel was leaking out. Albeit not dripping to the ground - but nevertheless clearly coming out and since it was multiple locations on both sides he deemed it an airworthiness issue. As far as the cracks - he stated that control surface repairs are not allowed based on the regulations, and Mooney doesn't have any technical guidance that allow for stop drilling or fixes - hence airworthiness issues unless replaced or reskinned.

So, I guess it's part of the cost of learning (first time owner): the pre-buy report I got mentioned a few "squaks" that were noted as $200-$500 fixes (minor hangar rash on aileron trailing edged, and a minor fuel seepage). However when running the annual now, these two items are basically airworthiness issues, and can't just be fixed with $200-$500 (control surfaces can't be fixed or stop-drilled - need either reskinning, or replacing, fuel seepage isn't something you can seal from the outside and monitor - need to drain tanks, get in there and properly seal). What's the responsibility of the A&P who performed the pre-buy? Should I be going to them to cover the cost of fixes since these are airworthiness items that should have been noted as such in the pre-buy? Just suck it up and check it off as the cost of learning airplane ownership?

Thanks @Hank, this is precisely what I was looking for! I believe your comment about the lack of atmospheric pressure was right on as I do get that top 1/3 of the quadrant highly responsive down at the 4-5k altitudes once I've descended from the teens.

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I don’t really feel much power difference and when I do it is indicated in the MP. But I was doing those at above 8k so it probably makes sense (and while ram air was open). Sent from my iPhone using Tapatalk

Wow, this is exactly what I was looking for here! And yes - I was following the POH and trying to match the mp/rpm at different altitudes, but mostly what it was about was descents… I’ve been used to pull on the throttle to start a descent and just let the plane pitch down and establish a descent rate while adjusting power/pitch. My CFI let me play with that but told me that in these planes you mostly pitch for descent while controlling airspeed to not exceed the standards. And you are all 100% right - below 4-5k the throttle response was much more linear and controlled as I was practicing the approaches and landings. Was mostly curious about that throttle response up higher which makes sense since it matches the poh power combinations when pretty much at full open. Sent from my iPhone using Tapatalk

Just wanted to say hi to what looks like an amazing community - makes me feel like I made the right choice with the M20F as my first plan I own (after flying mostly in 172s and a bit of PA32). Picked up N9363V yesterday for a long cross-country from Lexington to Farmingdale (almost all of it in IFR-IMC) which was a great boost to my instrument rating training, and I'm 100% in love with the aircraft ;-) Quick question though - at cruise, when trying to pull back on the throttle to reduce manifold pressure it seems like either it takes a lot of "travel" to get movement on the MP, or that the MP is reacting in quite a delay to throttle inputs that aren't major (more than 1/4 of the travel for the handle). Am I missing anything here? Maybe some loose cables?