flight2000

Except that it was cancelled back in January 2018. First post here was November. Only thing I can think of is he sent it in prematurely in January thinking the aircraft was sold and then the buyer backed out...that would suck because you've now grounded the plane until a new registration arrives. Maybe that's the reason for the hold? I don't know, just seemed really strange, that's all. Cheers, Brian

This is a head scratcher: https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=9306V Brian

Nice looking E. What year is it? My first plane was a 67E and I loved that plane. At times, I wish I still had it. Never did any P-n-P's trips, so no idea how many pups you get get in there. Happy Flying! Brian

Not really. I've had both fail including governors (overhauled and then new...), fuel pumps, mags, etc. It's been a crap shoot for me as to which may or may not fail sooner. I've been able to recoup the cost of a newly failed components, but the down time still stinks... If a new part is close enough in price to the overhauled, I'll just buy new and drive on. Cheers, Brian

https://sanfrancisco.cbslocal.com/2019/02/10/pilot-killed-in-mt-diablo-plane-crash-was-still-an-aviation-student/amp/ Some more information. Still a student.... Brian

This individual was still a student pilot according to his close friend (also a pilot). He lived on the edge with other high risk hobbies like skydiving, on-road motorcycle racing, etc, so I don't think you could scare this guy. He lived life like he wanted and it finally caught up to him. https://sanfrancisco.cbslocal.com/2019/02/10/pilot-killed-in-mt-diablo-plane-crash-was-still-an-aviation-student/amp/ It's very easy to do if you are disciplined enough to not have get-there-itis or try and fly on a schedule. I flew for almost 5 years outside of Cleveland, OH as a VFR only pilot in the early 90's and never had any issues. I simply stayed on the ground until is was clear. The pilot's decision making process is the single biggest factor in aviation accidents in my opinion, especially if it is weather related. It even bites instrument rated pilots, so that's not a guarantee either... Brian

Mike, I don't think it was him. He is listed as the owner, but I think he may have recently sold it through Sky Wagons. Time will tell who was piloting the plane, but you might be able to reach out to Mike at SW and see if he'll let you know who it was sold to. http://www.skywagons.com/airplanes-forsale/1967-mooney-m20f-sold-n3270f Brian

I had an STEC 30 with altitude hold and GPSS installed in an M20E for roughly $16K back in 2010. Others have had success with installing older Brittain auto pilots if you can find one for sale. I loved flying IFR with that system even though I had to manage the decent manually, which was supper easy. The STEC 3100 digital a/p is coming out for the M20 series, but don't know the timefame for certification. STEC advertises the 3100 for $20K plus install - $9K if you have an STEC already installed. There may be others out there, but I haven't really paid to much attention to them after I had the 30 installed and both of my other planes had STECs already installed when I bought them. Cheers, Brian

Clarence, I'm a bit confused, are there any Mooney's outside of the turbo's that have Continental 360's installed? I thought only Lycoming made 4-cylinder 360 engines for the non-turbo'd Mooney planes. Brian

That's actually the same map I got from the FAA in the email notice I received a couple days ago (see link below). Dreamlifter just attached a screenshot of it.... Advisory: https://www.faasafety.gov/files/notices/2019/Feb/CSG4_19-01_(Revision_1)_GPS_Flight_Advisory.pdf Here's the link to reporting any GPS anomalies/outages: https://www.faa.gov/air_traffic/nas/gps_reports/ Cheers, Brian

Same thing is happening with my Bonanza. Guy bought it and then I find out it's for sale again way above what I let it go for (didn't know the buyer was working for a dealer at the time). Guess the brokers/dealers are seeing a strong buyers market right now. Brian

I agree, I was just surface deep looking at the wx picture shown on the Flightaware track. Didn't see where the frontal line was. Was this storm a fast mover where waiting a bit would have helped and then he could have proceeded without any issues? Brian

Parts manual won't help you in this case as the pictures are pretty generic (see attached photos). The TCDS will give you the required verbiage that has to be there. Higher Graphics has Interior Placard sets available, so you could redo the entire interior with new decals (checklist included). http://www.highergraphics.com/index.php?main_page=product_info&cPath=13&products_id=122&zenid=7pbn51debgshsflccou6okg9f2 Cheers, Brian

RIP to the pilot. Excellent points -a- I would love to know what the pilot was thinking and what he had in the cockpit with him that led him to believe he could thread that needle. Sometimes our tools make us think we are invincible and it's a piece of cake to make it through weather like this. Nine out of ten times he might make it through the bumps, but that 10th time may just bite a little harder... If he really had to be there, why not just take a more southern route to get around the big nasty's? Adds what, 30-45 minutes to the flight? So sad... Brian

That's what I get for reading a source and trusting it...thanks AOPA.... Did Lycoming have the same issues with the 541 and do the same type of conversion? The article mention Lycoming learned from the Duke engines and applied the same to the TLS motors but didn't mention the specific model. I made a bad connection assuming they were the same engines. Thanks for the correction Ken. Brian

One more thing for the kit bag while you're shopping. Make sure the engine is the -AF1B or "wet head" version. The early -AF1A model in the M20M TLS had a problem burning up cylinders (along with the Beech Duke and a few other aircraft that used the same engine). Most have been converted already, but there are a few hold outs floating around out there and it's not a cheap conversion. That's an added cost if you snag one that hasn't had it done yet. It's not mandatory, but I wouldn't want one that hadn't been done. Brian

I agree, but someone has to keep the balance somehow when it goes sideways.... BeechTalk has it's share of Mooney, Cessna, and even Cirrus (gawd help us) owners/drivers. I do spend time defending Mooney against bad or just down right misinformation being given as fact over there (especially when it comes from someone with zero Mooney experience ). However, there is a ton of great information you can pick-up from any board which is why I'm still here... Cheers, Brian

I put a 2 blade on my M20E and it didn't impact cruise from what I noticed before and after. I did notice a big improvement in climb performance though. I imagine the O's would be about the same. Brian

You're right, forgot about that. So you can throw a couple jackets and a hat or two up there...that's where I usually shoved my cowl plugs and fuselage cover. Brian

Top Prop is a newer design from Hartzell. Huge improvement for takeoff and climb performance. http://hartzellprop.com/products/top-prop/mooney/ Brian

Baggage compartment limit on "those" is 270 pounds (only the very first straight 35 model is 120 pounds). Now, CG management is a totally different ballgame.... Mooney's are much easier to throw it in and go fly.... Brian

Here's one I used for my M20E. Just change the numbers to match your 252 in the constant data tab (tab 2). If nothing else, it's a good head start. Brian P.S. ...making no claims that it will be correct once modified. Please make sure you run some manual calculations to test the inputs before trusting the spreadsheet (or any app based calculator for that matter). M20E W&B.xls

Just to add an additional point to keep in mind - the baggage door size is the same across all models and the baggage weight limit in the back is 120 pounds across all models. All that space in the long bodies and it's still 120 pounds... Brian

Dan, I love Mooney's, but respectfully disagree with your last comment. The useful load on Mooney's isn't that great. I'd call it average at best. The reported numbers from owners shows a sample that ranges from 850-1050 for all models. There were some outliers though that had a few more (or less) pounds available. I would not put load carrying into the strong attribute category for any Mooney. Anyone know why every model has the same baggage compartment weight limit - 120 pounds? Did Mooney just take a shortcut to keep the certification the same across the models instead of doing the testing to increase it? The Ovations and Acclaims have huge amounts of space behind the rear passenger seats, but they aren't dragging three folding bikes (22 pounds each) and clothes for three people on a long weekend due to that weight restriction back there. I'd still be in a Mooney if I could have found anything that was close to 1200# useful. What you carry is one of the three pillars - you can get two, but getting all three (speed, efficiency, & load) ain't happening in the piston world we live in. Cheers, Brian

I know, right down to the tubes having the same style moisture control (if that's what they do...). I was reading their "description" and they are saying the boom mic is designed to stay in place and is longer (probably just marketing hype). I've had my Halo's for year's and still have no idea how the mic doesn't stay put. Mine stays where I stick it. I love my Halo's and wouldn't want anything but the original's. I don't care for the rheostat type volume control either, but they will steal business if QT's remain hard to get. Cheers, Brian