N601RX

The weight is going to depend. If it is the older style and has a separate gyro in the back its going to be a few more lbs. If its the newer style and has uses the turn coordinator up front the weight is going to be less. The servo's are under a pound each and the plastic tubing isn't much either. Well worth keeping and upgrading.

Looks good. The plane will look completely different when you get them finished.

Once again you have showed your true character.

Both myself and another member offered him money in the last year to transfer a STC and in both cases his answer was if the part has been installed no. With you attitude it's easy to see why one wants to buy it from you.

Unfortunately the cowl is worthless. SWTA will not transfer the STC once it has been installed.

The new stuff will not tolerate moisture. Most install manuals now say to use a fan and not connect to ram air. Here is a Garmin 340 that belongs to a friend of mine. Its about 4 years old. They are not even conformal coating the boards. Garmin refused to even attempt to repair it because of the corrosion.(Which I agree with)

If I remember correctly the bill sponsors were on the committee. There were also both dem and rep sponsors. Hopefully its not a controversial issue.

I paid $2300 for 65K my 1st year. That was with 67 hrs is a cessna 150. They asked for 15hrs dual and 10 solo before carrying passengers. The next year it came down to $1400. Be sure your agent shops it will all the underwriters. I found out after the 1st year that my agent had not and moved to Airpower for the better rate.

I believe it was purchased at an estate sale and had set for several years. When was the cowl installed?

I capped the cooling vent off and added a fan.

Most forums have rules about commenting on stuff other people post for sale. If something doesn't sale after a while the owner will either lower his price so it will sale, or will continue to own it.

I put NuLights in a couiple of years ago when I redone my panel. I spaced the instruments so they would fit when laying out the panel. If the instruments will not fit, the nulights can be trimmed on the sides. If you trim them, you will have to repaint the area trimmed so it will still reflect light. They work very well, I usually turn the dimmer about 1/2 way down to get the desired brightness. If you order them be sure to get the correct one for each instrument. If I remember correctly they have pain, left cutout for knob, right cutout for knob.

No, they have to be trimmed, drilled and countersunk.

I don't think it would dump fuel out with the engine running at a higher power. It would probably be sucking air in.

I'm not from a big city so I may be off here. The problem I see is that from 6:00AM to about 9:00 everyone is going to want to get into the city. Reverse in the afternoon, with not much in between. Perhaps you could make 6 one way trips each morning and afternoon. The return trips might be empty. I would think you would do better to look for highly compensated individuals who their time was worth more than their money was to them and sell slots on a predetermined time scheduled. Example. Each morning Mr A,B,C,D would be on the 6AM flight. Mrs E,F,G,H would be on the 6:30 flight and so own. I'm not familiar with part 135 rules, but it might be possible to let each of them own a share of the company (ie airplane) and skip the 135 stuff altogether.

I had planned on adding one this spring sometime. I've heard a few other people mention it also. It might worth talking to him and seeing if there is a possibility of a group buy. I would want the sandwiched version.

I think the bladder documents says use RTV on the inspection panels. The only downside I can think of with PRC is that if the inspection panels ever have to be removed, it will be very difficult to do without damaging the paint. Someone had put mine on with PRC in the past and we had to remove them. We kept working a small knife around and around them until they finally came off. Unfortunately its impossible not to damage the paint in the process. It would be nice if they could spray it with the screws out and then install the stainless ones. Screws are a PIA when painting. If painted over and you ever have to remove them, it messes up the paint.

Another member here ordered one from him a month or so ago.

If you do decide to be sure to check the VSWR before and after paint so you know how it affected it. If it is too high, in addition to poor performance it can damage the radio

Tour buses will be popular.

I can take some pictures tomorrow. The vertical placement has to be correct or it will cause problems. It has to be high enough to clear the window after it is installed and allow for the correct edge distance on the drilled window mounting screws. At the same time it can't be too high or it will prevent the window trim from laying down correctly. It was mostly a trial and error process. Double sided tape works well until your sure its correct.

So do you force your customers to comply with every Service Bulletin that Lycoming and Mooney writes "MANDATORY" on?

I had my F based on a 2,000 asphalt strip for about 3 months this summer/fall and never saw anything that concerned me. I made a point to only use half of it. I've also landed/departed on 1,800 grass with no problems. For short fields I think it is important to have some predefined Land/Go Around criteria/checkpoints and not be making it up as you go. You could provide your examiner some tables that you made yourself based on the actual performance of your aircraft. That would be hard for him to argue with.

Hank, Check and see if it really broke off or just pulled out. As Mooneymite mentioned above many of them or just pressed in and can be pulled out if not careful. I thought I had broken one of mine also until I realized they were not the screw in type.

Original posters previous post. I'd like to introduce myself as a proud new owner of a 1963 Mooney M20C that I recently purchased from a great seller in TX. I flew to TX, did the pre-inspection of the plane and all log books, took a test flight and had the owner do three landings to allow me to get a feel for the plane, then I jumped in the driver seat and did two excellent landings, even greased the 2nd one! I owe all the reading I've done on this site to prepare me for the Johnson Bar, Manual flaps (love both of them over electric now) and approach pattern speeds. I rounded out on final at 80 mph and the Mooney just sat down on the runway nicely, no floating. After the paperwork was complete, I jumped in and headed straight for MS to visit family and again, great landings. Flights from MS to TN with a proud mother, from TN to MS with mother, sister and niece, then back to TN with sister and niece, then off to VA for its home airport. All landings were great except for VA when the ATIS was down. Luckily some g1000 Cessna's were in the pattern; unlucky, reported 18kt direct crosswinds. My first landing I had to immediately reject due I had come in full flaps. As I got back into the pattern, I remembered the reading material stating no flaps for high winds and on the 2nd attempt, I came in with no flaps, less power but did stall the airplane about 6' off the runway to make for a hard hit. The plane did not bounce, just kept on rolling. Lesson learned!!! I'm sure this might spark controversy but I'll throw it out there anyway (dangle the hook!). I finished my pilot's license in Dec 2012 and went straight into IFR training in Jan 2013. Yup. I got complex certified on 30 Mar 2013 and two weeks later, at 68 hours of flying time, I bought a Mooney and after 2 greased landings (yes, i was nervous as hell until that first touchdown) I was on my way across country, flying this amazing aircraft home. I flew for a total of 14.3 hours over the weekend to arrive at KCPK with 83 hours under my belt, and absolute passion for the planes' capabilities and a better understanding of my piloting skills. I landed at KCPK under 18kt direct cross winds and had to reject the first landing becuase I had put in full flaps. I never hesitated to take off when I realized I was being pushed off the runway. For the second landing, all the hours of reading about flying a mooney kicked in and I came in no flaps, though she did stall 6' off the runway and set down hard enough to rattle my cage (humility as a pilot is an important attribute in my mind). I accredit my landings, flying and understanding of the mooney's capabilities to about 30 hours online, reading every aspect of managing the aircraft on pre-flight, climb, cruise, descent (500 fpm to keep from shock cooling aircraft) and landing (BCGUMPS for me!). I also have a full flight simulator at home with 3 screens and complete complex flight controls where I spent no less than 10 hours practicing takeoff and landing at every airport I would hit on my cross country.