N9453V

I've owned a 1970 M-20G for about 2 years now and been very happy with it. I file for about 133kts TAS which is slower than most C, E and F models. I recently ferried an E model and saw about 140kts TAS. The G is the slowest Mooney, but I'm not sure it's under-powered. The O-360 is a bulletproof engine, cheaper to overhaul than the IO-360 and less likely to need a top overhaul. Also, having room for rear seat passengers is a bonus. The max gross weight of mine is 2525 lbs and even in high density altitude conditions, I've been happy with the performance (I departed KDAY today with temps around 39C... took off in about 2000ft and was able to climb out at 95kts and 500fpm with CHTs all under 420F in climb). I was originally looking for a C model, but found this one so well equipped (GNS430, STEC autopilot, EDM-700, HSI, etc...), the speed penalty was a small sacrifice. -Andrew

Quote: Hank Andrew-- HTW has no ILS, so we use the one from HTS, 4 nm away when necessary. But our runway is short [3001' with trees we're trying to get cleared out]. HTS is Huntington, WV, with a lengthened and repaved last month runway; HTW is Chesapeake, OH, the original, pre-jet airport for Huntington. I don't know where Hawthorne is. I've also never checked for a pet-friendly hotel in Huntington. My dog is a travel-friendly size, and good pet-friendly hotels are hard to find. Either way, you've got a great trip planned out. Have lots of fun! Just be careful with those long days . . . 0500-1530 CDT is a long time to fly, even with two fuel stops. When you come back, the AF Museum is at KDAY, and they only charge in the gift shop and the restaurant. Don't know about parking on the ramp, my last visit was by car. I need to go again, it's less than an hour in my C.

Quote: yvesg N9453, please re-read the rule again and look at what I put in bold: 602.61 (1) Subject to subsection (2), no person shall operate an aircraft over land unless there is carried on board survival equipment, sufficient for the survival on the ground of each person on board, given the geographical area, the season of the year and anticipated seasonal climatic variations, that provides the means for (a) starting a fire; ( providing shelter; © providing or purifying water; and (d) visually signalling distress. (2) Subsection (1) does not apply in respect of (a) a balloon, a glider, a hang glider, a gyroplane or an ultra-light aeroplane; ( an aircraft that is operated within 25 nautical miles of the aerodrome of departure and that has the capability of radiocommunication with a surface-based radio station for the duration of the flight; © a multi-engined aircraft that is operated south of 66o 30' north latitude (i) in IFR flight within controlled airspace, or (ii) along designated air routes; (d) an aircraft that is operated by an air operator, where the aircraft is equipped with equipment specified in the air operator's company operations manual, but not with the equipment required by subsection (1); or (e) an aircraft that is operated in a geographical area where and at a time of year when the survival of the persons on board is not jeopardized. _________________________ So unless you plan to fly at a higher latitude, you don't need survival gear. I don't know of any local flyers carying such items. Yves from Canada

Quote: Becca Sounds fun. I posted my experience flying to Canada in one of the other threads here : http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=4&threadid=4884 If its not too late, I recommend you (and your pax) apply to Canpass. We plan on making it a near annual event to fly up to my father's lake house in Ontario. That said, one of these years, I'd like to take a summer tour of the maritime provences - I grew up on Anne of Green Gables, and I'd love to see PEI.

Quote: 1964-M20E Andrew Good luck and do not let time pressure get you in a bad situation your comment about a quick turn to get there at a certain time for customs. When you get back we will have to meet up in Pineville or Reserve for breakfast. Try to do the AF Museum in Dayton it is very nice the last time I was there in 1988.

Quote: jlunseth Since you have a Canadian license you probably know this, but CANPASS will charge you anytime you land in Canada. Probably need to register with them in advance. The one time I did it the charge was not much, but there is a charge. I would get the Foreflight service because if you are IFR it is not just plates you will need, don't forget that you will also need arrivals, departures, and the like (I think they have ODP's or their equivalent there, not sure, I do know they have SID's). No one ever asked for radio station or operators license in Can., but they did ask for proof of insurance, which we normally don't carry in the US because not required. I would carry your binder or certificate. Lastly, you do know you have to file eAPIS and in addition make a phone call to customs in the US in advance of your landing. Can. customs may require a phone call also. Bring your eAPIS passwords and some kind of computing device so you can file when you are in Canada for return to the US just in case you need to. Also, small thing, but you need a passport and not just a passport card. The passport card is only good for ground transportation.

Mooney retrofitted my airplane in 1980 and I believe the same strobes were in use since 1977, so most likely you would need the following: Left - Whelen A650PR14 (SDI/Hoskins/Grimes/BFGoodrich Part # 701303-1) Right - Whelen A650PG14 (SDI/Hoskins/Grimes/BFGoodrich Part # 701303-2) Tail - Whelen A500AV14 (SDI/Hoskins/Grimes/BFGoodrich Part # 701557-1M) I ordered my replacement tail stobe from Aero Parts & Supply in Dallas (http://www.2aps.com/w3avwing.htm) and I believe they were cheapest. The tail is $148 and the left/right are $208. Before ordering, just unscrew it and confirm the model number (just two screws to remove, you don't need to disconnect the wiring). -Andrew

Quote: aviatoreb Ooooh - I love Rockland...KRKD - I go at least once a year. I was in KBHB Bar Harbor on Monday of this week. KBTV Burlington is my favorite under 30-min $100 Hamburger run... I thought the requirement to carry survival equipment as per 602.61 only activates if you will be flying more than 25 mi from an airport which you may not be further than that at any time while flying across southern Ontario. Foreflight will show enroute and VFR charts for southern canada, but for plates and such you need the Canada plan on foreflight for an extra charge.

Quote: Hank I've heard that Canada requires onboard survival equipment, and they may check for it at the border. Others can provide details. Yell when you come to CRW, it's a whopping 42 nm from here. Fuel may be less expensive at KHTW; if you need an approach, try KHTS to get down then cross the river (special) VFR. Coming into CRW for 23 is interesting, you will see where a few hilltops were removed for glideslope clearance; if you come in on 5, notice the runway extension hanging out beyond the ridgeline with lots of struts. DAY will be a nice stop, you can park close and tour the AF Museum [it's free] if you have time.

Quote: Mooney1401 I have a broken strobe light and can not figure out What bulb I need to replace it with. It is powered by a whelen A490 supply and is mounted on bracket that Says use grimes reflection lamps only. Any ideas as to What the part number is I need to order Or if I can put a whelen strobe light in there and What one that would be.

I'm planning my first "fun" long distance trip in the Mooney for tentatively around the end of this month to go to visit family in Ontario and Maine (I've done a lot of VERY long cross countries but either to ferry my plane or someone else's and the level of fun has been debatable... especially on the some of the ferry flights). I thought I'd most my planned route in case anyone has any tips/gotchas or alternate stops to consider. Also, even though I have a Transport Canada Private Pilot License (in addition to my FAA Commercial), it's been about 4 years since I've flown VFR in Canada and I've never flown IFR in Canada, so I have a few stupid questions... Day 1: KBTR: Baton Rouge, LA to CYLS: Barrie, ON (fuel stops in KMLS: Muscle Shoals, AL and KDAY: Dayton, OH) Day 3: CYLS: Barrie, ON to CYTZ: Toronto, ON (planning to use Porter FBO at CYTZ unless there are any others I should consider) Day 5: CYTZ: Toronto, ON to KRKD: Rockland, ME (customs stop in KBVT: Burlington, VT) Day 7: KRKD: Rockland, ME to KCRW: Charleston, WV (fuel stop in KSWF: Newburgh, NY) Day 8: KCRW: Charleston, WV to KBTR: Baton Rouge, LA (fuel stop in KGAD: Gadsden, AL) Questions: 1) Charts: Since I'm only flying in Southern Ontario, I'm assuming all I need from Canada is the CFS? I'm assuming I can use Foreflight for charts since the US Sectional and Low En Route cover my route of flight and the Fltplan app for CAP approach plates. 2) Survival Equipment: Looks like I may need some basic survival equipment and life vests? CAR 602.61 (http://www.tc.gc.ca/eng/civilaviation/regserv/cars/part6-602-2436.htm) states: (1) Subject to subsection (2), no person shall operate an aircraft over land unless there is carried on board survival equipment, sufficient for the survival on the ground of each person on board, given the geographical area, the season of the year and anticipated seasonal climatic variations, that provides the means for (a) starting a fire; ( providing shelter; © providing or purifying water; and (d) visually signalling distress. CAR 602.62 (http://www.tc.gc.ca/eng/civilaviation/regserv/cars/part6-602-2436.htm) states: (1) No person shall conduct a take-off or a landing on water in an aircraft or operate an aircraft over water beyond a point where the aircraft could reach shore in the event of an engine failure, unless a life preserver, individual flotation device or personal flotation device is carried for each person on board. 3) IFR: What are the big differences I can expect? Also, how should I pickup and cancel a clearance at CYLS (uncontrolled airport)? -Andrew

5900TT is actually fairly low compared with some Mooneys. I have a 1970 G model with around 8700TT and no major issues since I've owned it (only unscheduled maintenance was to replace a vacuum pump and alternator). Planes that fly generally have fewer maintenance issues than planes that sit on the ground. Of course you do want to make sure the plane was properly maintained in those 5900TT by a qualified mechanic or Mooney Service Center. Also, a pre-buy inspection by a Mooney Service Center is probably a good idea unless you really have confidence in whomever did the maintenance. -Andrew

Quote: Wildhorsesracing I spent 4 hours today vacuuming and cleaning each wing bay of my M20C which had become mouse "condos". I was attracted to this plane because it was housed in a hangar for most of it's life. Apparently mice love the great indoors especially in the wing of a Mooney! I doubt anyone really wants to pay A&P shop rates to clean what amounted to approx 5 lbs of mouse poo and nest materials out of each wing! (although after finishing one wing I was ready to pay ANYONE else to do it!) Some would argue that I should pay someone to do it, but I don't think anyone would do as good a job cleaning it as an owner would.

Quote: jetdriven Sweet. Engine monitors are awesome. M20G is carbureted, right? A leaking intake gasket on a LOP IO-360 is evidenced by its inability ot run smooth LOP.

I thought I'd update everyone on part 2 of the issue in case anyone else experiences the same problem. Replacing the top plugs took care of the roughness, but I still noticed a high EGT at engine start for #4 (sometimes > 200F higher than the other cylinders) and now that the weather has been hotter, I was also getting high CHTs (450F to 460F) on #4 in climb unless I really climbed slowly. I was a bit concerned since red line is 500F on the O-360, so when I brought it in for an oil change today, I asked the mechanic to spend some time investigating cylinder #4 further. He did a compression check to rule out a stuck exhaust valve and all cylinders were around 75/80 (pretty good for an engine with 1800 hours on it), but then he noticed that the intake gasket on #4 had come apart and was letting air in (causing #4 to run excessively lean). Replacing the gasket (total cost: $1.07 + 0.5 hours labor) immediately resolved the problem. -Andrew

My 1970 M-20G spends a lot of time outside and the only time I had an issue with fuel caps leaking is when a lineman didn't put one back on properly. I generally replace the fuel cap O-rings every annual. I'd also highly recommend Bruce's Custom Covers: https://www.aircraftcovers.com/general-aviation-models/mooney/early-m20-series. A $450 cover is a very good investment and will cover all doors and windows and also help keep the cabin temperature down in hot weather (which helps prevent avionics problems).

Quote: DaV8or Also the aircraft you fly for hire must also be on a 100 hour inspection program and I beleive that you cannot opperate your engine on condition beyond TBO.

I did my commercial certificate about 2 month ago now in my Mooney M-20G and really enjoyed it. Like many others, I started the commercial after the instrument, but never got it finished. My written test had just expired, so I had to re-take it (King Schools was great prep). I had about 500 hours when I did the checkride. The most challenging part was the power-off 180 accuracy landing in the Mooney (the trick is to hold 70 knots and slip down). -Andrew

I used the King Schools courses for my Private, Instrument and Commercial and I'm convinced they are the best way to prepare. I've gotten 98%+ on every written test and for the Commercial I also bought their Practical Test course and found that helped a lot with preparing for the oral exam. Some people don't like their sense of humor, but it really helps you remember things. You may hear John and Martha in your head as you're flying along though... I would recommend passing the written exam first before starting training as then you are free to focus on flying with that out of the way. You don't even need a CFI to sign you off to take the written exam, once you score 70% or higher on the practice tests, King Schools will give you the sign off. -Andrew

I've been into O22 and never had any issues even in an M20G at max gross. I was in the air well before the mid point of the runway. The terrain looks more intimidating than it actually is. The trick when density altitude is over 3000ft is just to apply full power, hold the breaks and lean till there is an RPM drop then encrichen till you get best power. I was ferrying a 1966 E model a few weeks ago and stopped for fuel at DMN (Deming, NM). It has a field elevation of 4300ft, but since it was a hot day, density altitude was over 7000ft. I leaned best power and even with full fuel, only needed about 2000ft of runway and was getting about a 400-500fpm rate of climb. -Andrew

KSQL (San Carlos, CA) -> KHII (Lake Havasu City, AZ) -> KDMN (Deming, NM) -> KSAT (San Antonio, TX) -> T82 (Fredericksburg, TX) -> KBTR (Baton Rouge, LA) Total: 1765nm in a M-20G

The Air Safety Foundation did a study comparing Mooneys to others in the same class in 1995, the results were favorable: http://www.aopa.org/asf/asfarticles/sp9510.html Mooney's like most airplanes can be very safe airplanes provided the pilot is properly trained and proficient. I was talking to a friend at the FAA and he was saying that statistically, pilots of TAA (Technologically Advanced Aircraft) like the Cirrus are no safer since often they will rely too much on the advanced avionics and get themselves in bad situations.

Just wanted to update that Mooney came through with the part. Frank from Mooney called me Monday morning and had the lock shipped out the same day. The part was a VERY reasonable $30.44. -Andrew

Quote: danb35 Others have addressed the engine issue, but I wanted to mention this: you don't need to go full rich for landing. Just leave the mixture leaned to whatever you use for cruise--enrich for smoothness if necessary (it isn't for me), but don't go rich unless you have to go around.

Quote: kellym Byron nailed it. Did some additional investigation today, pulled the prop through a few revolutions and compressions felt normal. Then did a mag check with the elevated EGT on #4 and sure enough the top plug in cylinder #4 wasn't firing. I did get it to clear, but I'm going to replace all top plugs this week. Thanks for all the input and helpful suggestions! -Andrew