HRM

Boyd Maddox at KAXH. He's a bit of a renegade in the Mooney community (not an MSC), but can disassemble and reassemble a Mooneymite (the M20's little sister) with his eyes closed. Extremely good with vintage Mooneys.

Can't get in w/o joining. Can you cut and paste here? Thanks!

Does anyone have one of these? I have "been with Apple" since '84 and own multiple products of theirs and aside from macs/ipads/iphones at home I also work with them at the office. My son just got an $800 Apple watch and the force is strong now for me to get one as well... ...but... ...the D2 Bravo is just so aviation... ...and it is cheaper! I noticed that it runs apps that they call widgets, which is a big plus for me. Help a fellow pilot out. If I saw a D2 Bravo with a Mooney logo behind the watch face I would probably cave, but Apple could do that as well.

Carl, This is so easy. After Mooney designed the Super 21, and it was not called that at the time, just an M20E, they realized what they had done. The plane was so astonishingly SUPER that they had to add one to it's designator. This math did not sit well with the FAA, so they simply added Super 21 to it's model name. How do you know if you have a Super 21? Well, that too is easy: When you taxi to the ramp, other pilots will stop and stare. When your ASI needle touches green on TO and you pull back the plane will literally leap into the air. When you are doing a BFR and the young whippersnapper CFI asks you to demonstrate slow flight, he will become frightened as the plane will seem like it is hovering. ATC, when they realize you are in a Super 21, will clear the airspace in front of your flight path. When you land, the tiny, specific frequency squeak produced by the landing gear will cause birds to respectfully dip their heads in your direction. You will wonder if any fuel is used during high-speed cruise flight. Linemen will pull out and don white gloves as you taxi towards them. Occasionally, when flying alone you will see various ghosts sitting in the right seat--the Wright's, Lindy, Amelia and Beryl, Langewiesche, others, with contented smiles plastered across their faces. Yes, it is fairly easy to determine if you have the great fortune and privilege to own a Super 21.

I don't think your problem is rivets, although loose rivets could be exacerbating the real problem. Mooney tanks are sealed with a rubberized coating and their integrity is not wholly dependent on the tightness of the rivets. How are the loose rivets going to be tightened? Tapped on with a hammer while bucked from behind? Drilled out and replaced? Either of those approaches will destroy the sealant integrity. Since you have been through two A&Ps who are obviously not experts on Mooney fuel tanks, I recommend you send photos to Paul Beck at Weep No More and get his opinion. I am certainly no expert, but my guess is that you need that tank resealed, but first it needs to be stripped, then the rivets tidied up or replaced. Opinions are like belly buttons, everybody has one

Check this link, vacuum actuators and membranes--might be a solution there. One reason vacuum was used for this was the fact that a linear actuator back then either did not exist or weighed a ton and the aircraft was already committed to vacuum as a power source.

In a sale, everything is negotiable. At the end of the deal, an exchange has been made. Each side has given something up in return for something else. This is the way it is, regardless of how you want to describe it or discuss it.

My ADF antenna is still mounted underneath my Mooney, it's a combined sense and loop unit, a Bendix KING KA-44B . My audio panel and MB receiver is the one the plane was fitted with in 1965. It's a Pietsch AP-10 switch unit, which is just a set of switches, some relays and diodes. Still works fine. ATC always gives me a Lima Charlie on clarity and reception and with a Bose A20 the unit is state-of-the-art. My MB receiver is a King KR-20, which is neat because the receiver is actually in the antenna on the AC belly. All that is in the panel are the three lamps and the control switch.

I just mailed a check for about $2K. I am hoping to get a deal like you have after I retire...I am going to need it

Frankly, my opinion on corrosion is that once it starts it never stops. That does not mean I would rule an aircraft out, especially with impeccable repair and inspection records. I would significantly drop my offer price since I would have to be continually (extra) vigilant for corrosion and that adds $$$ to inspections. The whole avionics shop thing with this bird disturbs me. If you told an avionics shop you were going to use your Mooney A&P to install your G1000 they would berate you for not using an avionics tech. Corrosion, especially in a Mooney, is not to be trifled with.

I think that condition is called NOTAMAC, can't recall what the acronym expands to..

The non-aviation insiders are typically physicians, attorneys, successful businessmen and the occasional university professor.

You are practically an ATC without the radar. The median for them is $122K--more than enough to own and keep a nice Mooney. Many of them, typically the best ones, are pilots.

I think it's great, a nice tight fit after getting the old Johnson up. I started getting a bit antsy after hearing all the horror stories (ref. this thread!) and decided to have it done before The Mistress hit 50 this October. Given her age, I thought the hole was getting a bit loose.

Well, I think you have been bitten by the Mooney bug and will have a hard time shaking off the effects. This thread has not helped. I do not know what you are doing for $30K/year (teaching?), but it is simply not enough to own a Mooney. A new Mooney is outrageously expensive and an old Mooney is as well, just spread out over time and coupled to a roulette wheel. I see three options for you: 1) Postpone this dream until you have more wealth. 2) Try a flying club or fractional ownership (I have seen Ovations owned by four people, of course other issues arise, search 'fractional' here). 3) Get into aviation, train for an A&P license, an ATP, or similar (again, that could be expensive). Many mechanics and professional pilots feed their Mooney cravings by being in aviation.

It is important that we have the why on this accident. At annual last year I had the (down) lock bracket replaced with the LASAR part. I frankly cannot imagine how the J-bar would come out after being seated and after applying the Maxwellian Tug to it.

Bravo (other than smaller and looking more like a watch) adds phone integration, Apple Watch adds health monitoring. D2 -- $450 D2 B -- $700 Apple Watch -- $800

It's not opinion, it's value. The value of an AC is what someone, somewhere is willing to pay for it. If there is no one there, then your expectations are too high. As you said, move on, but don't bemoan the fact that where you see a dog another sees a princess.

Frankly, I think the problem lies with owners who have unrealistic expectations. I am not an airplane fanatic. I am pretty much a Mooniac, but that is different. My plane is my toy, I have a great deal of fun with it and when the fun is over, well it will be over. I realized that the day I bought it that it would never return the amount of money that I was going to expend on it. It has, however, returned orders of magnitude to me in joy, just plain old indescribable joy. That is, as the MC commercials say, priceless. I do not have a death wish, so I maintain my toy. I put it away carefully for my next play session, I take care of it and when I play, I play safe. I hope to leave it to my heirs to sell and let them put up with people like....well, you know.

Keep your friends close and your PLB closer.

Hard to believe you played that card.

Sort of ditto here. I have an ARTEX ResQLink+™ PLB and I like to think that my training (Eagle Scout, VMI, Army Officer and University Professor of 30+ years) will afford me enough cool-head time to activate it before the crash My SHARC still works and will guide them in to me if necessary--I always fly with FF so they'll pretty much know where I am. When it is time to replace batteries again, I'll probably go with a 406 since prices have dropped.

Much depends on how the airplane has been flown, the weather conditions and how long the disks were exposed to the rubber killers: sunlight, heat and ozone. One might argue that hard landings rejuvenate the disks (at least that is my excuse). The very best way to know if you need disks is to have a salty Mooney A&P tell you that "it is time". After the disks are replaced all of your landings will be squeakers and the old farts lined up at the FBO will be nodding and clucking with approval.

The orange, high-temp stuff. I think you can get it at Autozone, O'Reilly's, etc. as it is used in car engines as well.

Hank, that may be a bad move and here is why: A PPI is always cheaper than an annual. If it isn't, rethink your PPI. Requiring an aircraft with (and I would demand recent) annual saves that expense. Part of a buyer's due diligence, unless they want to wind up here whining about how they got screwed, is to know the level of quality of the annuals performed over the years along with the thorough maintenance history of the airplane. We could discuss the quality of airworthiness as determined from an annual, but the underlying assumption is that the plane is safe to fly. What that does not cover, as an example, is an insidious corrosion that is happening in spite of an infrequently checked AD. Last year my IA told me that I needed to be thinking about shock disks, this year he gave me another bye. I think the disks are right at the 'OK' side of replacement spec. Would this be covered by an annual? Possibly not. You might counter that if the annual was coupled to the PPI then it would be, the PPI part would tell the buyer that he was going to face a moderately high repair soon. I just think the PPI is distracted by a simultaneous annual. Whoever does the PPI should know how to evaluate and predict things like gear disks. Again, the point of the PPI is to value the plane, not determine if it is safe to fly.