1964-M20E

OK that make sense. My F is 2740. While you are at it change the max TO weight to 2699.

Well a good discussion but this will rule out all of our M20s unless you put floats on the Mooney. I guess if you make the floats easy to remove like snow skis put them on get the certificate and the remove them only to put them on once a year for annual inspection. (ii) Weighs not more than 2,700 pounds; or, for seaplanes, not more than 3,375 pounds;

Yeah it is a real thing I have OAT, and V shown in 2 places on multiple instruments from different manufacturers each showing different values. When I ask the manufacturer about a calibration procedure they all say no calibration required or possible our instrument is always correct.

My sensorcon generally show 0ppm in flight but on the ground it will vary wildly depending on winds and taxiing. Open the vent window during slow flight or landing on a hot day and CO goes up. My concern is long term exposure while flying but remember the effect is cumulative thought out the day. Be aware of your daily exposure since it takes time for the body to rid itself of CO once the CO source has been removed.

Cool I'm in if we can do this.

Maybe I'm reading this too strictly or projecting an FAA bureaucratic mindset. but I think this just applies to an aircraft that would normally fall under experimental rules but the kit manufacturer assembles the entire aircraft for you. Comments??? I don't think the FAA will allow us to go that route. It would be nice if they would. Some of the applicable regulations are listed below. They do prevent us from adding a turbo charger to the aircraft or adding a turbo charged aircraft to the Primary category. What is not clear to me is in primary category can we then follow experimental rules for maintenance and modifications or will you have to still go to the FAA for any modifications say electronic ignition or engine swaps (IO-360A1A to another Lycoming IO-360 variant?) §21.184 Issue of special airworthiness certificates for primary category aircraft. (a) New primary category aircraft manufactured under a production certificate. An applicant for an original, special airworthiness certificate-primary category for a new aircraft that meets the criteria of §21.24(a)(1), manufactured under a production certificate, including aircraft assembled by another person from a kit provided by the holder of the production certificate and under the supervision and quality control of that holder, is entitled to a special airworthiness certificate without further showing, except that the FAA may inspect the aircraft to determine conformity to the type design and condition for safe operation. (b) Imported aircraft. An applicant for a special airworthiness certificate-primary category for an imported aircraft type certificated under §21.29 is entitled to a special airworthiness certificate if the civil airworthiness authority of the country in which the aircraft was manufactured certifies, and the FAA finds after inspection, that the aircraft conforms to an approved type design that meets the criteria of §21.24(a)(1) and is in a condition for safe operation. (c) Aircraft having a current standard airworthiness certificate. An applicant for a special airworthiness certificate-primary category, for an aircraft having a current standard airworthiness certificate that meets the criteria of §21.24(a)(1), may obtain the primary category certificate in exchange for its standard airworthiness certificate through the supplemental type certification process. For the purposes of this paragraph, a current standard airworthiness certificate means that the aircraft conforms to its approved normal, utility, or acrobatic type design, complies with all applicable airworthiness directives, has been inspected and found airworthy within the last 12 calendar months in accordance with §91.409(a)(1) of this chapter, and is found to be in a condition for safe operation by the FAA. (d) Other aircraft. An applicant for a special airworthiness certificate-primary category for an aircraft that meets the criteria of §21.24(a)(1), and is not covered by paragraph (a), (b), or (c) of this section, is entitled to a special airworthiness certificate if— (1) The applicant presents evidence to the FAA that the aircraft conforms to an approved primary, normal, utility, or acrobatic type design, including compliance with all applicable airworthiness directives; (2) The aircraft has been inspected and found airworthy within the past 12 calendar months in accordance with §91.409(a)(1) of this chapter and; (3) The aircraft is found by the FAA to conform to an approved type design and to be in a condition for safe operation. (e) Multiple-category airworthiness certificates in the primary category and any other category will not be issued; a primary category aircraft may hold only one airworthiness certificate. [Doc. No. 23345, 57 FR 41368, Sept. 9, 1992, as amended by Amdt. 21-70, 57 FR 43776, Sept. 22, 1992] 21.24 Issuance of type certificate: primary category aircraft. (a) The applicant is entitled to a type certificate for an aircraft in the primary category if— (1) The aircraft— (i) Is unpowered; is an airplane powered by a single, naturally aspirated engine with a 61-knot or less Vso stall speed as determined under part 23 of this chapter; or is a rotorcraft with a 6-pound per square foot main rotor disc loading limitation, under sea level standard day conditions; (ii) Weighs not more than 2,700 pounds; or, for seaplanes, not more than 3,375 pounds; (iii) Has a maximum seating capacity of not more than four persons, including the pilot; and (iv) Has an unpressurized cabin. (2) The applicant has submitted— (i) Except as provided by paragraph (c) of this section, a statement, in a form and manner acceptable to the FAA, certifying that: the applicant has completed the engineering analysis necessary to demonstrate compliance with the applicable airworthiness requirements; the applicant has conducted appropriate flight, structural, propulsion, and systems tests necessary to show that the aircraft, its components, and its equipment are reliable and function properly; the type design complies with the airworthiness standards and noise requirements established for the aircraft under §21.17(f); and no feature or characteristic makes it unsafe for its intended use; (ii) The flight manual required by §21.5(b), including any information required to be furnished by the applicable airworthiness standards; (iii) Instructions for continued airworthiness in accordance with §21.50(b); and (iv) A report that: summarizes how compliance with each provision of the type certification basis was determined; lists the specific documents in which the type certification data information is provided; lists all necessary drawings and documents used to define the type design; and lists all the engineering reports on tests and computations that the applicant must retain and make available under §21.49 to substantiate compliance with the applicable airworthiness standards. (3) The FAA finds that— (i) The aircraft complies with those applicable airworthiness requirements approved under §21.17(f) of this part; and (ii) The aircraft has no feature or characteristic that makes it unsafe for its intended use. (b) An applicant may include a special inspection and preventive maintenance program as part of the aircraft's type design or supplemental type design. (c) For aircraft manufactured outside of the United States in a country with which the United States has a bilateral airworthiness agreement for the acceptance of these aircraft, and from which the aircraft is to be imported into the United States— (1) The statement required by paragraph (a)(2)(i) of this section must be made by the civil airworthiness authority of the exporting country; and (2) The required manuals, placards, listings, instrument markings, and documents required by paragraphs (a) and (b) of this section must be submitted in English. [Doc. No. 23345, 57 FR 41367, Sept. 9, 1992, as amended by Amdt. 21-75, 62 FR 62808, Nov. 25, 1997; Doc. No. FAA-2015-1621, Amdt. 21-100, 81 FR 96689, Dec. 30, 2016]

OK you got me what's primary category? Maybe I'm showing my lack of knowledge.

Welcome aboard I have flown an Arrow as well as my Mooney. The Arrow my have a little more elbow room or maybe just the appearance of it. A 200HP arrow and an E or F are pretty well matched. The Mooney is slightly faster and carries more fuel for longer flights or easier planning for IFR flights. The short bodies C or E models I call great 4 seat 2 place aircraft. You can put people in the back if needed but they do make wonderful 2 place aircraft with plenty of baggage room. I even know of one E model that the owner completely removed the rear seats and didn't bother o put them back. The F does give you more baggage room and rear seat room which is nice. Don't forget the J model as well a little more $ but same airframe as the F.

1.86% doesn't seem like much. That is only 2.38 ounces of jet fuel in a 128 ounce gallon. I wouldn't think it is an issue at that concentration JMHO.

hopefully the shop has good insurance

Sell both and put and IFD-550 and get a backup AI. Wiring changes would be minimal from the garmin 430 to the Avidyne.

This is unfortunate but knowing it was coming looks like the prop was horizontal and engine shut down eliminating a prop strike. Repairs are simpler and cheaper this way.

well?? Let's as we do this with any M20 air frame and keep in mind you are keeping your factory people busy and making money in between building new planes. C,E,F,G $30k+/- IO360TN new $60k New paint $15k New interior $10k Clean and rework landing gear (if manual leave as manual) upgrade actuators in electric models $5k New GPS Avidyne or G at option of buyer $20k Standard overhauled steam gauges ( maybe AV-30s for AI and DG) $10k New cowling $8k Extended motor mount to make current production cowling work $3k misc $10k So you are about $180k invested and this covers labor for the work. List the planes for $285k this gives you $100k+ profit. Now you have a good clean aircraft that is faster than when it was produced. J, K $60k+/-) IO360TN new $60k or 305HP rocket conversion for $90k (maybe they can even offer the 305hp for some F and G models?? New paint $15k New interior $10k Clean and rework landing gear (if manual leave as manual) upgrade actuators in electric models $5k New GPS Avidyne or G at option of buyer $20k Standard overhauled steam gauges ( maybe AV-30s for AI and DG) $10k New cowling $8k Extended motor mount to make current production cowling work $3k misc $10k So you are about $200k to $220k invested and this covers labor for the work. List the planes for $340k this gives you $100k+ profit. Now you have a good clean aircraft that is faster than when it was produced. Maybe throw in an extra 100 to 200lbs of useful load during this process as well.

inverted as well you have to love our service boys. Thank you for your service.

Field overhauls are not necessarily a bad thing either. Do they have a good list of all internal part numbers and SNs if applicable? If the avionics are what you are looking for, and it is a nice suite, you will never be able tout all of that in a plane for less than buying a plane without the avionics and installing them yourself. Get a good pre buy to check for corrosion and any other possible airworthy issues.

Nice plane 84k probably close to where it should be given the avionics 22SMOH on engine?? Infant mortality a possibility?? Was it a factory overhaul or a field overhaul? Welcome to Mooney space

Well any time I have logged since getting my PPL has been logged as PIC. Time with an instructor is still logged as PIC after my PPL except when getting rotorcraft rating. Any flight time besides dual with CFI is (PIC) solo I cannot realistically say if I had anyone else on board or not. JMHO

well not a Mooney but my hangar was in an episode foe NCIS New Orleans. My Mooney was inside the hangar so I guess my Mooney was in the show. I guess my hangar didn't look nasty enough the painted rust on it to make it look worse. Anyone wanting autographs I plan on being available at the next Mooney Summit.

You must have been naughty this year. Somebody give you a box of gremlins for Christmas? Sounds electrical for sure. Maybe a rodent got in and was nibbling on wires? Oooo don't want to think about this one. Was the alternator charging? Low voltage maybe the culprit here.

" if your pitot tube is short and your manifold pressure low taxi a little closer to the toilet so you don't pee on the floor"

you can always try calling he big avionics shops like Gulf coast they may have one. They usually have a pretty good selection of radios at SnF

Merry Christmas

Mountain flying is easy just fly higher than the big rocks and remember they hide those rocks in the clouds sometimes.

Sorry to hear bout this. Here are some options with wild ass guess pricing. Fixing the crack would be the cheapest option. Remove and replace engine, disassembly, gasket set maybe rings IRAN the rest catalog every part inside the engine and run it for another 2000 hours. WAG $6amu Find another serviceable case IRAN existing engine internals and accessories to the new case. WAG $10AMU Find serviceable low time engine removed form flying aircraft. WAG $15AMU Find a new case use existing engine components. WAG $15AMU Factory overhaul with exchange WAG $30AMU factory may not accept core due to crack? Factory new engine WAG $50AMU factory may not accept core due to crack? JMHO But regardless of your decision fix it and fly it.

One interesting thing about the photo we have all these Mooneys on a grass ramp probably landing and taking off on a grass runway. The Horror!!