cliffy

Had one in Page AZ a couple of years ago giving rides at the Air Fair. On the first trip around the pattern they blew a cylinder on the right motor. The barrel separated from the base and hung there. It was all they could do to get to the runway as at that altitude (DA of around 7500') it was going downhill on two going flat out.

110 to 130/ yr for 14 years All pleasure no business

As far as Canada is concerned, ADS-B is only above FL290 and in the Hudson Bay area with no plans to do more at this time. Mexico has no plans for GA planes at this time AS far as I can determine (please correct me if you know and can show hard data, I've looked and can't find any other conclusion). Europe is another story all together! ES is only required if you actually go FL180 and above in the USA after the drop dead date. Whether it impacts your resale is a financial question not a legality question. I haven't gained any knowledge about Canadian registered airplanes without ADS-B coming down here after the drop dead date. The "gains" we will see in the "IN' side are far outweighed by the costs. Even the TSO addresses this by specifically stating so. Obviously I'm not a big fan of ADS-B as it is written in the TSO (which I have read cover to cover) or its implementation by the FAA. The TSO was written for a "one size fits all" and if it had been done to account for differing aircraft capabilities we would have a much lower cost of entry. The biggest issue as I see it is that the FAA now wants to have an aircraft separation system (remember, ATC is for a/c separation) that now they don't control the "location" aspect, we do by owning the ADS-B out solution, unlike with RADAR that they owned.

SA is a cool place to visit and travel. Have been 5 times and want more. Interesting history also.

Have never been to that part of your country Very nice!

Cool trip! We've been to SA 5 times although never to the west coast. Have neighbors who just got back from Cape Town trip last week. Great country to visit Lots to see and do.

The O-360 is rated at 2700 RPM no time limit. I use 1 1/2 pumps on the flaps for T/O and full power until I get to cruise altitude. I use 2600 RPM for cruise as mine is smoothest there and full MP, I lean aggressively also. Lycoming says you can use peak EGT to lean at and below 75% power. I use full flaps for landing Just my way after 1500 hrs in my 64 C. Speed control on landing is the most important factor in using your Mooney. Too fast and you'll porpoise all the way down the runway :-) Enjoy the ride

There is a book called Purchasing & Evaluating Airplanes: Brian M. Jacobson . Its a good book I have it I used it. Get it if only to get ideas about the process. You can use "search" here as all this has been discussed before. One rule to remember- ALL airplanes have issues and the lower you go in the price spectrum for a particular model the more issues they have, Many can be unknown to the owner. Absolutely have a pre-buy done by a Mooney knowledgeable A&P, not just any shop or A&P and not the shop that currently maintains the airplane. Plan on your first annual being 15% at least of the purchase price. It just seems to work out that way. It would be a very rare bird indeed that didn't need "stuff" the first 2 years and it wouldn't be priced at the bottom of the market. Now for the good side- you can find good deals on older Mooneys. Even the Cs can haul 4 especially if they are kids in the back. Don't pass on a good D converted to controllable prop and suck-em up gear. Same as a C in all respects. You can make it happen and learn a lot in the chase. Make it a game and have fun with it and you'll find the right airplane.

I've got a lot of time in Lears. My Mooney has more room up front Way more room.

Being stage 2 noise rated it dies Dec 31, 2015 Won't ever fly again

Don't see any $3 gas at KGTU on airnav How'd you do it? BTW I lost 2 very good friends at Saranac Lake many years ago in a Jetstar.

$4.31/gallon in Plainfield, Texas today KPVW

What Ward said!

Guys, why all the discussion and bad advice and worry? How many Mooneys have been gear upped on normal landings on concrete or asphalt when the pilot forgot to put the wheels down? Hundreds maybe? How many have caught fire and/or exploded? How many have rolled into a ball rather than slide to a stop? Biggest question is how many have done this and injured or killed those inside the airplane? You're worrying about something not in evidence anywhere. A mechanical failure to come down is so remote as to be almost non-exsistant. Forgetting to put the gear down-now there is the issue. But, you probably won't get hurt if it happens. Hard surfaces are always better to slide to a stop on. There has never been a person injured in a gear up or partial gear up landing in a Boeing jet. Think about that one for a minute. Other than expensive, gear ups are not a big deal. Don't "over think" the issue. Just make a normal landing and call the insurance company.

YUP!

I own both a Mooney C and a Twinkie (twin Comanche). I've got 15 times more multi time than SE (but mostly Boeings) It all boils down to what your mission needs are and available funds you want to part with. All of my flying is out west with high rocks and high DAs in the summer. I like 2 motors for night/IFR out here. Even daytime is nice without always looking for a field. I chose the twinkie for it's 7400 SE service ceiling. No other NA twin compared and I fly with 2 seats filled most all the time. If you pay for your maintenance, any twin will cost more than your Mooney. Again it's all a trade off. I have lots of training and experience so the specter of an engine out doesn't scare me and even I would pull the good one back and land straight ahead in a few instances. As to the Mix Master by Cessna. it really isn't a bad way to go IF you have training AND IF you maintain it properly. All the old wive's tales aside. I've got a friend with one and I would consider one maybe the next time. If you can go non-pressurized, look real hard at a Navajo (any model). I've got 2000+ hrs in them and they never let me down. Even a 310 HP one will go to 12,000' on one engine. Lots of room. Good range, 30-32 GPH and full de-ice. I've had a real LOAD of ice on one and never had a problem. Last item and I know it will start a war. Twin turboprop, FIKI, entry fee low enough to be reasonable, fast, economical for a TP, try an MU-2. Now let the war start! All you have heard about them is mostly fiction! I've also flown them as well.

I forgot to add- "What's American Idol"? I don't have a clue as I've never watched it. I know, Luddite. I don't have a smart phone as they're smarter than I am!

N1395W I agree with what you say. BTW I've been gone a couple of days and just getting caught up. 43.13 trumps the "old" CAR-3 quotation as CAR-3 was cancelled when we had the complete rewrite to FARs. Any change in the interior needs to have "some" notation in the log book as to fire suppression acceptability for an IA to sign off the next annual (per the applicable 43.13 paragraphs). One can use the 43.13 reference and show a "National Standard" compliance (ATSM. UL, etc) from the material manufacturer for CAR-3 airplanes, one can show FAA certified material certs per Pt 23 compliance or one can show "treatment " of any fabric according to the manufacturer's directions. You can also send out any material for testing and get the certs that way. A local 135 group treats their interiors for compliance by spraying BUT what they use needs to be redone on a continuing basis AND signed off. Just one spray down is not sufficient forever.. As to W&B, one should weight each seat and interior piece before it is worked on and then after the new covering are installed to find the weight difference, If it is less than 1 pound in total no W&B change needs to be computed BUT it still must be noted in the log book when noting the interior refurb. How many interiors do you think change the interior weight by less than 1 pound? :-) So, you still need an A&P to do the W&B sign off. For the seat installations and W&B calcs, you need to figure the weight change for each seat AND figure the ARM for where that seat is installed to get the corrected W&B figure for the airplane. As has been noted here, it is probably easier and money ahead to just get Pt 23 certified material. A local upholstery shop I know of runs into this all the time and they say they have all kinds of FAA certified material available so it doesn't seem to be too hard to find or cost prohibitive for those who wish to have their interiors done by the local auto upholstery shop. It can be done that way but you need to involve your local A&P and follow the regs.

Swinging a compass ain't hard and it can be fun if you have never done it.

If your plane has not seen an MSC OR someone very knowledgeable on Mooneys it might be a good idea to use an MSC the first time. If it has had "field" annuals by a variety of A&Ps you might have a large bill to pay but get peace of mind that it is done correctly. I did my pre-buy at Top Gun and they found the tail hinge loose so that saved me money on the purchase. But, if you can find a Mooney expert to do the work it may be just as good as they are not that complicated but like all airplanes they have their idiosyncrasies. It comes down to how good was your pre-buy inspection? Did they look at tail hinge wear, control surface rigging, landing gear rigging and over center torque with the proper tools, spar cap corrosion, rod end wear, landing gear donut age and wear, proper lubrication, cabin tubing rust under the windows and all the other Mooney specific items or was it a "change the oil, check the compression pre-buy?

Well let's revisit this again. 43.13 is NOT a certification standard. CAR-3 and Part 23 are. They are the standards that the aircraft maker was required to meet for certification of the airplane. The manufacturer then writes a a maintenance manual for the repair and care of the airplane. Mooneys have different manuals going back to the beginning. An owner (the person responsible for the maintenance on any airplane) is only required to reach the level of what the airplane was originally certified to. A 1965 Mooney only needs to be maintained to the maintenance manual that was issued with it and NOT anything "required by the MANUFACTURER" on a later date or by accessory makers (mandatory vacuum pump changes by maker). 43.13 is used for maintenance and repair of airplanes when NO MANUFACTURERS INSTRUCTIONS ARE AVAILABLE, as noted on the first page of 43.13 and can not be used if it goes against what the aircraft manufacturer required originally. There is a caveat in the remaking of interiors that is of note here. NO manufacture's maintenance manual specified what was required for redoing interiors back then SO 43.13 can be used as guidance for what is ACCEPTABLE in the eyes of the FAA. 43.13 specifically notes what can be used in both CAR-3 and Part 23 airplanes for remake of the interior as NO manufacturer's data is available. This is all contained in 43.13 paras 9-60 through 9-64. The acceptable level of "fire protection" that the material meets must be stated in the log book entry for the interior installation. Your IA can not sign off an annual if he sees a new interior and it doesn't meet the required standards for fire protection. In the case of CAR-3 airplanes it needs to meet a "National Standard" such as UL flash proof, for Part 23 airplanes they need to meet Part 23 standards and will always show that on any log book entry. In summery, Part 43.13 is not a "certification standard" but an "acceptable standard" for repairs and maintenance of airplane when "manufacturer's data" is not available. If the manufacturer has issued a maintenance manual, structural repair manual or what ever (when the airplane was made) that trumps 43.13 for everything contained in it. A 1964 Mooney CAN be maintained to the level of a 2010 Mooney Maintenance manual but that is not required. Only the 1964 manual level is required.

When you got the new one did you have your A&P do a compass swing and make up a new compass card to put on it? :-) :-)

Everything required is contained in the Type Certificate Data Sheet as above. For interior you can look at 43.13-1B para 9-60 to 9-64

I know where you two are coming from. I have lost several friends to aviation as my article in this months The Mooney Flyer describes, "After 50 years-I miss my friends" It's a small community and we all feel the the issue. Prayers.

I did my prop control through McFarland and it was $240 if I remember correctly. You will have to "participate" in the making of it as an "owner designed part" through them as I don't think they make an "approved" model for a Mooney yet. ODP is fine with the FAA as long as you (the owner) participate in its design, manf control.. materials or some other part of the making. McFarland does this all the time. They have a form for it. You can send them your control, fill out the form and tell them to make a duplicate (or they might be able to remake your own) using all their approved procedures and manf inspections like they do on their "approved" ones for Cessnas. You can then make a log book entry saying you are supplying a prop control designed to your specifications as an ODP for installation on your airplane. Then your A&P will sign off saying he feels the part is a good "form, fit and, function to the original part and he can install it.