76Srat

It just seems dubious to me that the FAA would go the ACS route so quickly for what it essentially a fuel-starvation issue at idle in what I'm extrapolating to be mostly a training-based fleet. Obviously, though not so obvious just yet to the larger public, there's been talk between the servo OEM, Lycoming and the FAA. I could easily argue that any engine cutting out at idle in a training environment is because the student pilot forgot to enrich the mixture, fuel servo notwithstanding. Again, easy to jump to all kinds of conclusions here and I'm certainly not trying to, but there's alot more going on than meets the eye here, so far.

I'd love to hear from the experts on here about the specifics of the Avstar fuel servos and how broad those might be (if at all) in the IO-360-equipped Mooney fleet. At first glance, I don't think there's much exposure. But I've been wrong before when it comes to the FAA and its infinite wisdom and operator-friendly propensity to have very narrow application of its directives . . .

Having been involved in several warbird restorations via a great New Zealand shop (Warren Denholm and his shop in Auckland, AvSpecs), I can emphatically say no . . .

https://www.controller.com/listing/for-sale/251592689/mooney-m20a-piston-single-aircraft Hmmmm. Seems like all things old are new again. I do love the "8000 TBO", though. That ought to bring in the sales like wildfire. I'm going to name mine "The Hindenburg". Let's all fire up the 'ol Kon-Tiki and float on down to New Zealand and check out the factory. I'm sure they've got a dozen working prototypes we can all climb in and out of.

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There should definitely not be an identical registration number on more than one aircraft at a time. For one aircraft to have a current N number that was once (formerly) on a different plane is not unusual. For there to be two "currently registered" aircraft bearing the same exact N number is wrong and clearly a violation of the FARs. PM me with the N number and I'll run a quick check just to make sure--happy to help solve this potential problem, which needs immediate attention if there are multiple aircraft displaying or, worse, bearing the same N number in the Registry records. If, however, this was a typo by some avionics shop that somehow entered incorrect ADS-B data into some reporting database that now shows up in flight records, then that is to be handled locally by FSDO or whatever shop might have transposed certain info when certifying the relevant boxes, etc. Either way, if its still showing up as a duplicate, it should be corrected asap. My original reply about not being overly concerned about a duplicate serial number still stands--that's no bid deal. If it involves the same N number as a different aircraft, then probe a bit further to make sure it isn't somehow related to your onboard reporting data within the ADS-B system.

Hi, Bonal. I wouldn't get too worked up over your aircraft having the same serial number of a Mooney with a different model type. In spite of the assumption of what a serial number actually is, very few aircraft within the same mfg are actually "serialised" in the sense that we normally think of it. Airbus is one of the worst: they've produced hundreds of aircraft with the same exact serial numbers, just in different models and types. It merely requires a bit of a deeper dive when doing ownership or maintenance research. Think of it as a similar or same address, but not the same house nor location. There are lots of "100 Main Street" addresses (I assume), but none are the same exact location. The primary issue that would require immediate correction is if there were another M20D with your same exact serial number. Since the one you reference is an M20E, you're good to go without any further attention from the friendly (currently unpaid) folks at your local FSDO and/or the Civil Registry.

Friendly public service announcement/suggestion: If able, you might want to double-check and edit/correct the subject title to your original post. I doubt many will know what a "Lo presto moon been issue" involves, but many will know what a "LoPresti Boom Beam" issue will involve. Also would be nice to edit that title for future researchers to find it.

I ran out of popcorn reading all of this thread--fascinating stuff. I spewed out all of the remaining popcorn in mouth when I thought how "easily" taking over and solving all of the problems Mooney and LASAR evidently have, seeing that not many of us on here actually pay the pissant $25/year to be "Supporting Member" of MS. Maybe we can all start by doing that before we start throwing rocks inside our own glass house. One more quick thought, and this is based solely on what they've published: it seems obvious to me that LASAR have no idea about their own market and what sells and what doesn't. Their latest scheme, though clever, will never fly unless and until they get to know their market and marketplace, specifcally Mooney. Shame on them for showing up barely knowing how to spell "Mooney", much less expect us to trust them with the company's survival going forward. This makes Beechcraft/Textron products look all the more appealing by the minute . . . and that ain't no compliment to them, either.

So sorry to hear this, Norm. @jgarrison would be a great resource for selling your bird.

Sorry to sound somewhat preachy about the perspective of a pre-buy, but I've always viewed pre-buys as a chance to identify weaknesses, not strengths. Find reasons not to buy the airplane instead of finding reasons to support an emotional hope that it is a "good buy". See it as a deposition, as it were, as in what do you not know about your case? Don't use a pre-buy as a chance to argue in favor of buying the plane. Use it as the chance to find any and every reason not to buy it. If it passes that high hurdle, then you'll more likely than not end up with fewer regrets.

Very cool list to see this in one short list. As an avid J follower, I'm sure every (dare I say) first-gen J driver/owner is thrilled to see their machines lumped in together with the (dare I say) later-gen Js. Though tempting, I try not to automatically consider a later model J any better, per se, than an earlier iteration, or for that matter an earlier iteration any worse, per se, than a later one. There are marked differences in the type (dual/single mags, split rear seats/single-back bench seat, airframe mods galore, etc). I find it interesting that Mooney actually got away with type certifying the M20J through as many iterations as they did, even though the gross weight and power plant(s) were distinctly different (see Cessna 172 and Piper PA-28 Arrow series as good examples of different type certificates and altogether different airplanes, but similar in market designation. That said, an Arrow is not an Arrow II is not an Arrow III, etc.). Yet an M20J is an M20J. Perhaps those far better versed in the type can set my confusion straight? Is it because the number of seats and actual horsepower remained the same throughout the production run? Not much else did remain the same from 1977 to ~1998. I'd be crazy to assume that a later model Allegro should be priced similar to a 1978 M20J and vice versa, an earlier 1978 M20J shouldn't be priced similar to a later Allegro. Thus these averages are a bit tough to analyze from a value standpoint. This really does boil down to the "eye of the beholder". I'm sure there are absolute 1977 beauties out there that are every bit worth $200K and some later model turds that shouldn't bring half of that. For many more reasons than this current chat about this, I sure wish Roy LoPresti was still around to ask him why and how Mooney got away with this--there has to be a fascinating back story to the moniker (other than the 201 mph top design speed at the time). Maybe the most telling of this list of averages is the fluctuation of numbers available from month to month (albeit in this small sample from Controller listings). Low appears to be 18 and the high appears to be 27, all within ~8 months of each other.

Makes me miss the good 'ol MAPA Log days and @jgarrison Jimmy's monthly Mooney market reports . . . With that said, I also look profusely at the market and take the Romanian and French Olympic diving judge approach, as in "throw out the highest and lowest" and then you arrive somewhere close to what each model should be trading at. But doing so doesn't mean I don't laugh every time I see a '64 M20C listed at $175K . . .

There are two words to solve all of this: Airspeed. Airspeed. Oh, and a third word goes with those two quite nicely: Airspeed.

Just got my copy and haven't put it down yet--amazing read. If you like stories like Stephen Coonts's Cannibal Queen (another phenomenal read; unfortunately out of print), you'll LOVE this book. The shortest summary possible: Egan (longtime Road & Track contributor and huge car, motorcycle and aircraft guy) and his wife took a country-wide trip in their J3 Cub and he wrote about their adventures. Here's a link to obtain your very own hardcopy or Kindle version: https://www.amazon.com/Landings-America-People-Summer-Piper/dp/1642341894/ref=sr_1_1?crid=3F9J2YCXV9QBV&dib=eyJ2IjoiMSJ9.MDODCHmI_wPCG1qntMHUucpgQGCrCt1ENu5TU8eM9lBsrZKhSY2X1o5Y6t3Id-zIL995ZcXImq6DBkzBeZQj86S6VFRMDbsgaAfefWxZY2AlOru4bqmZ90SxuAEj3qi3dLA540k_b1Q_TBP12sDchki_uYntMTUYIZx9YAFNVpahR4kiMcZHtjHXI-o04GJmYhpYkdKhM7QUV9F4i3nCuOp1klK5tytWxxjb7mdeh80.oM0eeskKgf3vq2-foGJFQS6b7BhuvV6TBzNoDjT0v2Y&dib_tag=se&keywords=peter+egan&qid=1756914317&sprefix=peter+egan%2Caps%2C144&sr=8-1