1964-M20E

I agree the meetings should be open to the public with no strings.

This offer is still available until the end of the month. I’m contemplating going this route the only drawback is I’d have to redo my complete avionics stack since I do not have a 530. I thought I could remove the present GPS and the ADF (KR87) but I still need more space and I’d have to replace my NAV/COM 2 with a slimmer SL30. I’m still looking at about $15k +/- after all is said and done with selling old equipment. The plus side is I’d have all new radios but so far I’m not having any problems with the ones I have. The hard part of the decision is that I have a working Garmin 300XL set up IFR (enroute and approaches LNAV) so the move gives me more razzle dazzle but limited real functionality increase (IFR approaches VNAV and LPV adn a second ILS) unless I add a bunch more to it for weather and traffic. Any thoughts or suggestions? Unfortunately desire and budget never truly match up.

I do not have a problem paying for something I use as long as it is reasonable. I think the electronic versions of the charts etc should be available to individuals at the same cost or less than the printed versions. Excluding the little guy or the individual for the benefit of corporations is not right. The corporations should be paying for the rights to use the electronic charts and they have the right to charge users for added value and data acquisition cost.

1100 to 1300 methods works great. Very rare to get a failure to start on the first turn of the switch with this method.

Anyone looking for a new career? If the office was not in DC I might be interested. ;-)

Yes it would if you feel you feel competent to do the install. On the question of non TSO’d instruments vs. TSO’d instruments my argument is that if it is safe for the experimental aircraft then why is not safe for me regardless of who installs it? Furthermore you would need to test the items to make sure they are working before jumping into IFR conditions.

I have my choice here in N.O. $300 - $400 for a community hangar at NEW, $400+ for a T-hangar and $75 on the ramp. I could go to my closer private airport for $175 on the ramp or $375 in the community hangar. $100 to $300 a month buys a lot of maintenance. I would love to have a T-hangar for <$175 a month as would many others.

This brings up what I have stated before and that is if it is safe for an experimental who flies in the same airspace as I do the why is not safe for me especially in part 91 aircraft. I can partially understand this in a part 135 aircraft. Bottom line is if it does not directly affect the flight characteristics or aerodynamics we should be able to install it in our panel, cabin or add it to the aircraft and I should be able to do it myself. Last time I checked my name was on the registration of the aircraft and I am the one flying it. However, as the FAA goes I might as well be talking to the wall.

If you know the day of the inspection “ride your motorbike” to the airport that day then they have no argument. The other option would be to put the motorbike outside the hangar the day of the inspection and again you rode the bike there. I suspect the bike is working and streetable.

I sump both tanks and the collator for a 5 count but generally I do not switch tanks on the ground. I will swap tanks from the last time I flew the plane to burn gas out of the other tank. Only on longer cross countries >=1.5 hrs do I switch tanks in the air. The majority of my flying has been <= 1.5hrs. I once went to fly a 152 before I owned my Mooney and when I sumped the left tank a bunch of water came out. None came out of the right tank and plenty out of the collator. I shook the plane several times until I could not get any more water. I drained a lot of fuel that day in little bites to make sure the water was out. Weird thing was someone had just flown that airplane earlier in the day. I went flying and had no problems but was on edge for a while. Maybe I should not have flow it but in the end the collators can hold a fair amount of water and that is what they are there for to catch the water before it goes into the engine.

I think I’d pass on this one at $76k maybe in the $40 to $50k range and as stated above if you are in this ballpark for $ go for a 201. I know where you can get a 74 Arrow I know this is a Mooney board (20 lashes with a wet noodle for me) but my neighbor is selling his Arrow II with brand new pant and interior the plane is lacking on avionics though but could be had in the $60k range. Unfortunately he is giving up flying he does not use his plane enough.

I'll throw in my $0.02 from my general knowledge of engines and that is @ 25 BTC Pros you will get more performance from the engine while required for airworthiness, 25 BTC makes 100LL much more of a necessity Cons the engine is more susceptible to pre-ignition @ 20 BTC pros the engine is less susceptible to pre-ignition, the engine can tolerate lower octane fuel better cons you will get less performance So if you manage you engine correctly 25 BTC is the way to go, if not, you may find yourself feeding it pistons and cylinder heads.

Reid For those of us who do not have a 530 does the introduction price come with all necessary antenna trays etc to install? If not what would those extras cost?

I flew from New Orleans NEW to N. Little Rock ORK 309NM each way great flight. About 2/3 the way through I had to descend to 4500 to get below the clouds. I flew 3500 most of the way back due to clouds. I thought about going on top but the cloud deck was pretty solid. I do not mind being on top of scattered clouds. I need to get my IR yesterday would have been great easy IFR up through the clouds VFR on top and descend in clear skies or to 3500 and break through the clouds.

I do my own except when I’m too busy at work. Cost $216 to have the mechanic change the oil just recently but I’ve only had about two full Sundays off since the middle of September. I change it every 50 hours +/- and at the annual. I’ve only used cam guard once. I look at the filter but do not get oil analysis done.

I was able to replace just the ends but it was not easy. You need a machinist and the new rod ends. I just happen to have access to the machinist a lathe and a milling machine (at no cost). A used rod end assembly was running $300+ and it was just as old as the one in my plane. I could not find one from Mooney at the time. The ends run about $20 to $30 each.

Good luck finding your problem Any mechanic can make mistakes. My philosophy is that I am my own best mechanic unfortunately the FAA does not see it that way. Like I’ve said before there are some things I would not do even if the FAA said I could but there are a lot of other items that I feel comfortable with but the FAA says I cannot do them without a mechanic sign off.

First start with the belt and make sure the alternator is turning. Make sure the belt is tight and there. Second check the main CB from the alternator and make sure it has not tripped. Then check to see if the field is energized. On my plane power there is a separate breaker for the field. If the field is not being energized then it could be a loose connection, bad wire or voltage regulator. If all that checks out then it is quite possible the alternator has given up. If you are handy with a meter and can read the wiring diagrams from the manual all this can be done by you. Then you can go to the mechanic and say change this part.

I’ve only used TO flaps a few times just to experiment but I generally operate out of 3000+ fields. Once I inadvertently took off with full flaps and close to max weight. The plane (64 M20E) behaves very weird in that configuration but it will take off and climb. Not the best method but I did learn from it.

First get a cabin cover and good treatments with corrosion X. Second if the plane is 10 minutes from your home you will most likely will fly more and get a better feel for more use out of your aircraft. Using it more will translate into lower maintenance cost since some of the problems we encounter are from the plane not being used. I have my plane tied down about 40 minutes away and it is outside and there have been numerous times coming home from work and it's beautiful day to go flying and I do not because I do not want to travel to the other airport. There is one private airport closer but they are $100 a month more expensive than where I am currently and that is outside as well. I'm still debating this. The time and distance you travel will add to your overall hourly cost to fly and when you want to do any type of work on your plane it is much easier when you are close. Finally if the hanger cost you several hundred dollars more per month every 4 to 5 years you can get an entirely new interior and paint.

I did some research and found the 1964 M20E models still registered in a continuous block around my serial number. Serial numbers 310, 311, 312, 313, 314, 315 & 316 are all still registered serial number 317’s registration has expired in March of this year. Also the last digit of tail number matches the last digit of the SN. How many 1964 M20E model owners do we have on the board?

I prefer not to start a long flight at night but I have finished several already where the last hour or so was in the dark usually when heading home. The night time portion of the flight in the area I know the best and I generally try to make an evening flight after work to stay current on night flight.

I went there Memorial Day weekend and visited Sheltair. The service was good and more economical than Showalter. The only complaint is they do not get there until 6am. The self serve fuel depot is on the east side of the field as best as I can tell. I stopped in Cross City CTY I only needed about 11 gallons so I just had Sheltair fill it up. I did not need a rental my daughter came by and picked us up.

Only one will lead you where you want to go Follow that one The wise pilot will know which one :-)

I use it for cross country flights but for local flights I do not unless I’m flying around downtown New Orleans. KNEW ground control will generally ask if flight following is desired after your initial contact. After the tower has cut me loose and advised I can change frequencies I will monitor the ATC frequency in the area and many times have heard ATC advising another AC about my position. I guess that would be under the radar flight following.