Seth

I've looked at a few planes, put offers on three, walked away from a 252, had an offer on a Missile rejected before it hit the open market, and now, am pleased to annouce that I have upgraded to and purchased a Mooney Missile. N1165N is a 1983 Mooney M20J 300 Missile. I test flew her up in MN two weeks ago with Bruce Jaeger and at 9000 feet, not pushing too hard, saw 181 knots. I'll give more details later, but I'm very happy with the purchase. The prebuy inspection turned up only a few items, one was a big issue, but it all worked out. I'll give more information later, but here are some pics! Thanks for the advice over the past few months regarding my upgrade. Also, my 1967 M20F is under contract, so once that deal closes, I should be in good shape. Take care, -Seth

Different for manual vs electric gear: Johnson bar: Once I establish a positive rate of climb, I retract the gear - sometimes it is very quickly, other times it is a tad less quickly. If you wait to long with the johnson bar, it requires more strength (besides who wants lopsided biceps?). I feel that if I need to, I can very quickly place the gear back down with the Johnson Bar. Electric - I wait until I have a positive rate of climb, no useable runway is left, and I'm high enought that if I did want to put it back down, I could cycle the enitre gear down and it would have time to lower and lock before touchdown - that requires at least a few hundred feet. -Seth

I called my congressman yesterday afternon to request him to vote against and not support user fees.

Any suggestions? I plan to put in a call to an avionics shop and do some research. Mainly I just want the KNS 80 to be easier to read in daylight. I'm wondering if the gas leaked out over time - however, it's bright enough, just the screen seems scratched up. I don't plan on spending anything on the face of the king ADF. Again, suggestions welcome - I won't post again if no one responds

Gary- That picture of the shadow in the rainbow circle is very similar to my mooney shadow collision entering the cloud on Saturday - the ring with a growing shadow. Very cool. -Seth

Okay - this topic is not meant as a flight you'll always remember, or a feeling of taking off for that first time, lining up for the perfect landing, unless something like that does stick out, but what moments in flying did you not expect that really got you thinking? One just happened to me this past weekend, and it was not something I would expect, so it is just fascinating. Please share your fascinating moments. -July 2010 above Michigan flying back to Maryland from Minnesota. the sun was behind me and I was in and out of rainclouds. Then a rainbow appeared in front of me to the left (as the sun was behind me to the right) and I noticed that the rainbow is only a rainbow because we're on the ground. In the air, depending on your height and the ground, it was a giant full rainbow ring, across the whole sky and then under the aircraft - I took many pictures, I'll have to dig them up. -July 17, 2011 - similar flight, returning to Maryland from Minnesota with the sun setting behind me (this time it was to MN for a test flight and prebuy inspection - I'll be posting some good news soon) as I approached a cloud I saw a speck and the speck got bigger very quickly as I neared the face of the cloud, I had a moment of fear of a midair and then realized it was the shadow of my Mooney directly ahead of me against the cloud (very close to sunset). I was in the cloud in a matter of seconds converging through my mooney shadow. We move fast, and when we approach clouds, we realize the speed. You realize it even more as you close in on a growing dark shadow coming right at you the shape of your Mooney. Looking forward to hearing other moments. -Seth

Short backorder - it arrived yesterday and though I haven't tested it flying yet, I am impressed by the display. I tested it on a few people at the office, and it seems accurante enough for our needs. I would of course learn your specific "regualr" readings as a baseline, and then from there see how it works in the air. The display is much better than I though I would be getting for price. Again, once I go flying with it, now that I have it, I'll post a PIREP. Obvously I don't plan to fly past 14,000 feet for now - probably not much past 12,000 Feet. I do plan to get a small portable oxygen system to take advantage of eastbound trips in the future.

I have a 1967 F model as well (actually one of the first four F models - airworthiness was one of the four from 1966). Useful Load - 1017 LBS Full fuel - 54 gallson - bladders - 50 useable Cruise speed - 148 knots top speed - with Ram air it breaks 150 and on a cold day even 152 knots. 10-11 gph. If you slow it down to 142-145, it'll go that speed on 9gph. I'm alwasy amazed after a training flight or leisure flight how little gas is burned. The further back your CG is, the faster your cruise will be. Once off the ground, I notch my chair back one click so I can still touch the rudder pedals but where I don't have to worry about riding the brakes on the ground - In actual testing, between weight in the back and one notch back, I've picked up a few knots. I plan 148 when going cross country. Best altitudes are 7000 to 9000 for me. Take care, -Seth

As many of you know, I'm selling my 1967 M20F. I'm cleaning up the aircraft as much as I can before delivery to the new buyer - the little things. I'm having the glareshild recoverd/reconditioned, washing off the gritt, vacuming out the inside, repolishing the spinner, etc . . . However, I do not know how to clean off the face of the KNS-80 RNAV or the ADF. They are King units with the redish/orangish display. From years in the sun, or maybe inappropriate earlier cleaning, the face is scuffed or maybe peeling? Internally? I don't know. It's hard to read in the sunlight, but I've made due. I use the KNS-80 for DME and speed readings, as well as filing direct /R. I use the ADF for occasional fun, weather when it is all they have, and twice NDB approaches - once in training, and once this last weekend when arriving at KBBB in Minnesota for the prebuy inspection and test flight of another Mooney - details to come on that later. So, if you have experience with cleaning this sort of display, what is your experience, and does it work? I would obviously start on an area of the ADF that would really show if it messes it up more. I'm thinking maybe some sort of polish, or the fluid used to clean the yellow off headlight lenses on worn cars. When I purchased the plane, the shop said there wasn't too much to be done but send in the unit to an avionics shop. I'll call my MSC in the morning as well as an avionics shop for advice, but I figured I'd first act the collective wisdom of MooneySpace.com. Take care, and thank you in advance. -Seth

Yeah, but you write it really well! Cracks me up too. Great Scott! This is heavy.

Deposit recievd, deal pending. I admit, it is very bittersweet. Not one of the two happiest days of a plane owner's life. It's very exciting, and I'm happy a deal occured quickly with a friend of mine who I know will take care of the aircraft. However, I'm very much attached to my first airplane. It's kind of the same way about selling your first car as well. The deal will very much assist with paying for the new aircraft, though this transaction will happen after the new purchase, so yes, I'll have a fleet for about two weeks. Those will be some fun pictures.

I replaced my block in 2009 and the worn groove was evident. It is well worth replacing if you think it is worn. If the part is availalbe, I'd do it now should parts become an issue for a while. It also made operating the gear much easier, especially locking the gear in place when landing and pulling the gear up when taking off. The groove was causing the Johnson bar to not quite line up right, for lack of a better word, "stick," though not really. It was noticed when I had Tommy at the Freeway MSC fly the plane beause I had some shoulder issues and wanted to know if the feel was right for the Mooney, he flew it, knew something was not right, and the block and maybe one spring/bungee took care of making the gear operation silky smooth. Also, since then my shoudler is much stronger and fully healed now. Take care, -Seth

I ordered one. It's on backorder. If it's not good, I'll return it. I'll give PIREPS once I have one. -Seth

I have made a deal on a new aircraft and am selling my 1967 Mooney M20F Executive. Here is the pertinent information: Total time: 4220 Engine Time: 540 since factory overhaul Prop Time: 536 since new Usefule load: 1017 lbs N9567M is a 1967 Mooney M20F Executive. It’s airworthiness date is November 1966 The Serial number is 67-0144Engine: Lycoming IO-360A1A Prop: Three blade Hartzel The title is clear with no liens, as I own the aircraft outright. Interior – New 2008 Exterior – Okay but needs paint in my opinion – I’d rather underpromise and overdeliver Additional equipment: O&N Fuel Bladders (54 gallons, 50 useable) Precise flight Manual Speed Brakes Horizon Digital Tachometer (2011) Fully functional Britain wing leveler (wing leveler system components overhauled in 2009) Manual Gear Hydraulic Flaps Garmin 496 mounted to control column with WX satellite weather feed. Exterior mounted antenna for 496 allows much better coverage Cowl Enclosure Rotated brake calipers Additional speed mods Avionics King KX-155 with glideslope (2008) King KI-209 Indicator with glideslope (Nav1) King KNS-80 RNAV with glideslop and DME Wilcox Indicator with glideslope (Nav2) King KY-97 CommKing KR-86ADF with timer Signtronics SP-400 4-Place Intercom Garmin GNS-320A Transponder (2008) BF Goodrich WX-950 Stormscope Additional information: Mooney Service Center maintained Currently hangered at KGAI New auxiliary fuel pump (2011) Overhauled exhaust manifold (2011) New concord sealed battery with cranking power (2010) New nose tire (2010) Replaced landing rubber biscuits (2009) Overhauled oil temp indicator (2008) Extensive and appropriate annuals in 2009, 2010, and 2011. I’ve owned the aircraft since July 2008 and have put about 450 hours on her. I attained my IFR in this plane (great stable platform) and have flown N9567M coast to coast – in the last 12 months just over 200 hours alone. It’s a great plane, I’m just looking for something faster at this point. I get an honest 148 knots in still air and with the ram air open, it increases by up to four or five knots (I don’t open the ram air unless it’s clear air and I’m at altitude). The aircraft suffered a gear up prior to ownership, hence the new three blade prop. It has flown 540 hours since repair and flies straight and true. A few panels were replaced at that time as well as the right aileron. I can send you pictures, as these surfaces were repained the base color of the aircraft but not the matching fading yellow - I think the prvious owner was going to paint the entire plane but decided to sell in the end instead. I will shortly be listing it on controller.com, but before I do so, I figured I would see if anyone here at Mooney Space would like to help find N9567M a new home. Asking $59,000 Feel free to send me a PM, email me at seth.meyers@gmail.com, or call me at my office, (301) 468-0100. Once I take delivery of the new plane, I'll post infomation and pics. It would be great if I can move my current plane quickly, and I am willing to make that happen for reasonable offers. Take care, -Seth

Congrats Ken

The flaps also have to be set just right to have their desired effect. Two pumps on the manual flap or where the flap angle matches a fully deflected aeleron. I make sure my flaps are in takeoff position when alerons full deflection match the flap angle. It seems to easily jump of the runway in this possition vs having to be pulled off the runway (it still wants to fly, it's just a leap when in the right position). I have not had a problem with a bouncing front wheel. One time the back wheels came off the ground and I was wheelbarreling down the runway on the nosegear, but again, only once and I have never let it happen again. Take care, -Seth

Parker- First off, every time I look at your 252 I want to compliment you on finding a great plane - I looked at your airplane during my current search - it is in good shape - I enjoyed the history of it living in England for a while as well. Here is a strange event that occured to me: Fuel pump: I know this sounds a bit strange, but after flying through a downpour on an extended instrument approach this past May, a burning smell and then high-pitched blaring sound played over my intercom system. This was not a stall warning sound, but an actuall high pitch squeal thorugh the intercom system. If you say this noise is coming from your overhead speaker, it may be similar. Due to the burning smell, I quickly started troubleshooting and when I turned off my aux fuel pump, the sound stopped and soon after the burning smell dissapaited. I did not turn it back on until on the ground for fear of a potential fire. My auxillary fuel pump basically was on it last legs. It wasn't a ground wire broken but actually the aux fuel pump dying. On the ground, I turned it back on, and the screeching began again in my ear. During the approach, I very much stepped up my scan to ensure that the engine was getting fuel flow during that landing without the aux fuel pump on. However, in a pinch, I know it worked, becasue the pressure did indeed drop as I turned it off. I knew if it was crash or burning smell for a minute on the approach, I'd turn the pump back on - fortunatly, the plane performed flawlessly on that approach without the aux fuel pump. I had it replaced (with a new pump instead of overhauled as the cost difference was not huge and there was a new pump sitting at the Mooeny factory - I figure we should all replace parts instead of overhaul as long as they are available if the cost difference is negligible because who knows about the future of the factory - though I think they'll pull through - either on the support end or maybe starting up prodcution again - that's another topic). If the sound went away, you could chalk it up to moisture causing some sort of short. It may be something else entirely if it played over a speaker - some sort of interfierence from a device through your intercom. The reason I share this is becasue the onset occured during a downpour and the syptoms were schreeching through the speaker, and in my case the intercom system. However, mine ocured in flight and was accompanied by an electrical burning smell. Take care, -Seth