drapo

Welcome to the Super 21 Elite club You should double-check with your insurance to make sure your CFI is approved to give you instruction. I would also suggest you get that instruction from an experienced Mooney instructor, that will pay for itself along the next few years. Enjoy!

I bought my M20E 10 years ago from a gentleman in upstate New York. Contract stated that the aircraft was free of lien and the seller confirmed it, but it ended up having an old one dating back from the 70"s. The then owner borrowed money to overhaul the engine and the following buyers didn't use financing so the lien never came up. Since I was importing the aircraft to Canada, it needed to be clear of all lien to be imported and registered here. After a couple of months of research, the seller was finally able to trace and correct the lien. So, my advice, even if the seller tells you there is no lien on the aircraft, spend the $500, just to make sure!

The only difference I see between Canadian and American rules on propellers would be the mandatory overhaul after 10 years, calculated in shelf time and no matter what total hours. Mine was done this year, it was overhauled in the US in 2009, installed in 2010 and had about 430 hours SPOH. So if @dstamand imports an American prop into Canada, he will have to make sure the 10 years shelf time isn't expired or close to it, if he want to make a sound investment. I suggest to maybe contact http://www.aviationbl.com/ , they are propeller specialists up here in the Montréal area and have a solid reputation.

Most of my tools fit in a section of my Jeppesen flight bag. This includes a multihead screwdriver, duct tape, flash light and preflight stuff like a fuel sampler and the very important ViseGrip that you will find very helpful if the plastic door handle on your 1966 Super 21 breaks... I have a backpack to carry my survival kit for two, including first aid, fishing rod, axe, lighters, candles, folding stove and anti-mosquito mesh clothing. During winter, I add sleeping bags and snowshoes, a must in case of emergency up here. These will all fit in the bagage compartment. My flight bag is on the back seat, passenger side, so I can easily reach it. I rarely carry more than 1 passenger with me, never more than 2 except for local flights.

I used http://www.airpartsoflockhaven.com/ when my fuel senders started to show signs of innacuracies. They overhauled each units for about $175. Just make sure your problem isn’t the fuel gauges.

The old phenomenon known as « Offer and Demand » in the.avionics field as January 2020 looms...

For what it's worth, prior to my purchase, my M20E was based in upstate New York at a private 1800' grass strip. My ferry pilot told me that it was OK, since there were plenty of fields on both sides, but he wouldn't have taken-off with more than a passenger and over half-full tanks.

I installed an Avidyne AXP340, which is also a Trig TT31 like the KT-74, and they installed, it paired with my Avidyne IFD540 under the Peregrine STC, without an airspeed switch.

That is the norm up here, unless you’re a Toronto Maple Leafs and th other person is a Canadiens de Montréal fan...

According to this ad on Barnstormers, Looks like Trio (STC Group) is back in the race for the Mooney: « The Trio Avionics Pro Pilot Autopilot is STC’d for Cessna 172, 175, 177, 180, 182, 185, 190, 195, LC-126 (C210G - C210J - Fall 2019, Grumman AA-5, AA-5A, AA-5B, AG-5B, & Piper PA-28, (PA-32 June 2019), Socata TB models - Fall 2019, Mooney M-20 & Navion - Winter 2019. »

What we're looking at are stiffeners #47 and 49. Exactly what we're looking at, we're looking at parts price and availability to finalize the estimate and take the decision. Thanks for the offer, I'll transmit it to my AME/AMO.

Yes Clarence, Éric Fauteux at Lachute is an AMO and is my AME and a friend! He contacted Mooney and got the engineering details to perform the repair, it's now only a matter of how much it will cost, more like a business decision. Thanks, we shall see!

Yeah sorry, that’s Aircraft Maintenance Engineer (AME)

Don’t worry, I won’t use Mooney for repairs, my local AME has all the qualification and has performed structural repairs on all kind of aircrafts, including F18, Beavers and others. At the end of the day, it wiill depend on how much it will cost.

Inspected every annual, but I haven’t flown for close to six months. We just got a reply from Mooney and it is repairable, I should have the estimate by tomorrow. We’ll see !

Thanks Guys, my AME is an approved repair station, he has repaired lot worst but never on a Mooney, so he wants to be sure whether there are a no special instructions or guidelines before he evaluates the repair.

I'm pretty sure it is down and yes, especially on this one, the sum of the parts amount to a pretty good number!

Thanks for caring! Unlikely that I will spend the money to install a new wing. If I can't repair, that will be the end of it and I will have a few good Monney parts for sale! Stay tuned!

So, my annual started mid-April and was postponed a few times for parts, but now that everything is installed, my AME was going through the last steps of the inspection, meaning wing panels, when he encountered some corrosion in the mid-wing area front spar(about 8ft from the cabin), where a steel doubler is located. We've contacted Mooney to find out if there are any repair procedures in place if not??? Any advice @M20Doc or anyone?

It is definitely an encoder problem. Usually, when a controller realizes that your mode C is transmitting a wrong altitude, he/she will request that you shut down the mode C portion of the transponder, so instead of selecting ALT, you select ON. That way, you won't transmit a false altitude and nobody is going to rely on false information. You might be asked a little more frequently for altitude reports, especially vacated altitudes, but that's part of the game!

Here is a quote from FlightAware.com about what altitudes is listed on their site: «Altitude is another confusing piece of data. While at first glance it may seem straight-forward, there are actually several different ways altitude can be reported. Most people instinctively think of altitude as "height above ground level" however this is not what is transmitted in Mode S/ADS-B data. The most common altitude type is "uncorrected pressure altitude" from the aircraft's altimeter. You may see strange things such as negative values or lower values than you would expect because this data is not corrected for local atmospheric pressure. An airplane landing in a mountainous region may be on the ground at an altitude of several thousand feet! ADS-B is standardizing around "altitude above ellipsoid" based on GPS satellite calculations (and again, this is not altitude above ground level). Unfortunately, when viewing Mode S/ADS-B data it is not necessarily obvious what type of altitude you are seeing. You may also see altitudes based on height above mean sea level from older ADS-B equipment. Always take the altitude value with a grain of salt!»

And I would add that it is an altitude based on a standard altimeter (29.92), so you would need to correct for the local altimeter.

Mais qu’est-ce qu’il dit Bordel

Thanks!

@Alan Fox Old ad, is it still available?