Jerry 5TJ

We did a hot section inspection on the PT6A-35 in 2017 as part of a pre-buy. The engine had 1700TT, nothing was found to replace, cost was $12K.

A former Blackbird squadron commander said to me, “you’ve never been lost until you’ve been lost at Mach 3.”

I bought my first plane, an M20E, from two “old guys” who were having trouble getting in and out, and they planned to get a 177RG for those nice big doors. Now, 30+ years later, I can understand their point much better.

The pitch servo sends a signal to the computer that it is holding up or down force. In response the computer sends a signal to the pitch trim servo to run until the pitch servo signals that the force is reduced (the plane is “in trim”). The servos themselves can spin in either direction without limit.

I believe that part is actually the pitch trim servo and not the pitch servo.

If you can’t find a good local mechanic consider growing some talent. Here is what I did: I found a youngish A&P/IA about 5 years ago. He wrenches airliners as his day job but wanted PT work on the side. I helped him get set up, I hired him on a fixed retainer for x hours per month and paid an expert to come provide him a few days of type-specific training. The plane gets immediate attention to any squawk. Annual inspections go smoothly. So far it has worked well & his business is expanding to other owners.

Probably the value of a heavily damaged vintage Mooney is such that only owner-assisted (to wit, unpaid) labor can save it from the knackers.

First, it’s a FR. Next, as a CFI, I am not charged by the FARs to evaluate cognitive skills as any part of a FR. FAA document AC 61-98D offers detailed guidelines for the FR. No cognitive tests are directly mentioned. If a pilot does not meet the requirements for the FR (as interpreted by the instructor) then no log entry is made and no 8170-1 is submitted (the report is optional anyway). Even glaringly poor performance goes unreported and generally the pilot goes off to find a different instructor. I have had the sad task of telling a beloved friend and mentor that he can’t fly his plane anymore because he had lost a general situational awareness and moreover had no awareness of his deficit. He was still a fine man and a wonderful human being but at 84 he could no longer fly his Mooney safely. With difficulty I persuaded him to fly only with another pilot. But he could have ignored me and carried on.

Recent new-to-Mooney pilots have been seeing their insurance require a modest number of hours dual with a CFI who has specific make and model experience. If you can’t find anyone closer I could come to Roanoke for a few days to provide your initial transition training.

No, Gunnar, I never figured out why the diodes are in the circuit, or why the heat sink is inadequate. The only time that we notice the hot bracket is in icing conditions with both the pitot and stall warning heat on. Perhaps those diodes are to keep the lower part of the instrument panel ice-free?

Good review of the positives. The P210 Silver Eagles I have flown (4 of them) did not quite live up to those figures. Maybe on a cold day. And well under gross. The engine is lighter but the fuel is 10% heavier per gallon and you need a lot of gallons. And if your piston P210 was FIKI, it lost that in the conversion—no SE is certified for FIKI. But it is smooth and stronger than the turbocharged piston P210. I enjoyed flying the SE.

In 2005-2008 I occasionally rented a Mooney M20S (much like an Ovation). It was great for me — the plane was always available as the insurance requirements for solo eliminated just about everyone. So, I suggest you make sure you can find insurable pilots before you factor rental into your plan.

1 turbine > 2 piston.

Well, my fantasy Mooney is faster than your fantasy Mooney: Mine cruises at Mach 0.92 on 12 GPH and has an interior the size of a Jai-alai fronton.

You are re-inventing the Piper Malibu / Mirage: 5.5 psi, 120 or 140 gallons, 4300 pounds. In production continuously since 1984.

The exchange upgrade program from a GTN750 to a GTN750Xi is a pretty good deal. IMO. I offered the Garmin dealer a couple of Bendix ADF receivers and a 2Morrow Loran as well but they didn’t want them. Jeez. No respect.

The California board is better than some other states in that they eventually issue a letter of determination. Some states just drop the claim if you prevail leaving you in a perpetual tax limbo.

We went through the CA process including the 6 month test and presented extensive documentation. A 3” stack of paper as I recall. After a couple of letters requesting clarification of minor items, at long last, 2 years after the purchase, the state did send us the letter of exemption. A happy day.

Ah, a “California Board of Equalization flight.” Done those myself.

Like PT20J I just do the arithmetic in my head. Feet per mile times miles per minute = feet per minute. Example — The Aspen Seven departure requires 650’ per nmi to 13,000. At 120 knots (ground speed, BTW) that’s 2 nmi/min. 650 x 2 = 1300 feet per minute minimum to 13,000. Few Mooneys can meet that requirement.

Guns/missiles select switch.

This same plane was fully repaired and upgraded in the past year. Then this past week it was destroyed on takeoff when the engine failed. No injuries, I am happy to report. http://www.kathrynsreport.com/2020/01/mooney-m20c-ranger-n2953l-incident_18.html?m=1

I have a spare (already overhauled) pitch servo for the KFC225 stored and ready to go in. It cost about $1800 to overhaul it. We recently reworked the Roll servo, it was a bit cheaper to overhaul. The roll servo has good history, relatively, lasting 2000 hours. The pitch servo, about 400 hours. The rest of the KFC225 system, once you ditch the spinning gyros of the original AI and HSI, is pretty reliable. Yes, the GFC600 (PA46 needs the 600) would be nicer. Probably not $35K worth of nice, tho I do have lust in my heart for the IAS mode it would offer. Like Don, I find the loss of CWS of little concern.

The wing is one assembly tip to tip. I hear that a couple of people can disconnect everything and unbolt it in a day or less. Some Mooney shops have a trailer and are experienced in such “retrievals” and can advise you or assist.

All you need is a ferry permit, but it may be hard to get from the FSDO. I suggest you remove the wing and truck the project to your repair shop.