TonyPynes

Definitely interested in talking. Will call later

My experience with prop strikes mirror what was said here. I hit a pot hole a few years ago...barely touched the surface with tips of blades-could have been filed easily....insurance company insisted...tear it down....no issues found...but I still felt better. Perhaps just inexperience on my part but i would insist again. Then last year, gear up...hard hit of blades - curled and broke pieces off....(softest landing ever) mechanic who rebuilt plane said the crankshaft had a crack in it. Hopefully I am done with props hitting hard objects. As I look for my next Mooney....J or K I would never buy one that had a prop strike without a teardown and inspection...I would need to see the reports and prob talk to the shop. Most on this board are more experienced than me and more knowledgeable...I am certain. In the past I understand it was common for glancing blows to be filed and sent back to work...like OP said times have changed.

Nice plane. In June I will be looking in earnest for my next Mooney. Here's hoping a nice example is available then.

Great plane....I am about 3 months from pulling the trigger on my next one...hope to see one like this then...

done

Having a gear up, getting a nonrenewal on insurance and having the FAA say, it might have been a mechanical issue but you need to do a 709 anyway...very emotional time. I took the 709 ride and had no trouble with it. But I put away my instrument books and broke out the private study guides and PTS and worked for a couple of weeks studying. I flew in a Piper Arrow 3 to 4 times to make sure I was up to speed on systems, procedures and checklists. The take away is this. If you can get out of a 709 do so. On this ride there are three outcomes possible: pass, you get to keep your license, fail but they think some remediation would help so you go work with an instructor and retest, and fail the FAA takes your license and walks away. Its there call. With that said you are supposed to also be able to request training instead of a checkride....my inspector said no. Whatever plane you use, an A&P FAA Inspector will check the plane and logs and it is a bit more detailed than a normal private pilot log check. So what did I see a special areas? Checklists. While I use checklists and GUMPS and have over 50 hours in instrument time in preparation for the instrument checkride, it is still not to the level the FAA wants you to reach. Example: We all know "gear wont come down" procedures cold....at least I do...I can recite the book....no good....FAA says you have to pull out the checklist and use it ...not just memory....also we all know what to do on climb out...I know I don't use a written checklist at this time....no good. Once I climbed out to a cruise level they expect me to check my checklist so that I did everything to that point I should have.....so have all your checklist handy and use them at all stages..granted there are times we must use memory but afterward we need to check out work... Know the PTS special emphasis areas cold..They were covered...all of them. The flight itself was anti-climatic. twice around the pattern with stop and gos and we were done. Ride was critiqued but it was over. The FAA examiner as an individual did not want me to fail and did not want to spend any more time needed to get through the areas she needed to cover. Have the right attitude and work very hard to cooperate with the FAA examiner....they know how we feel and seem a bit guarded until you let them know you are taking this as a learning experience and are a capable pilot. What else can I share. I had the option of keeping my plane and having it repaired or totalling it. My insurance company could not guarantee I would be renewed so I totaled it. They did send me a nonrenewal and at the time no one would insure me. Since then I found rental insurance and believe I will be able to get owners insurance but I am not 100% sure yet. My private pilot instructor, MayCay Beeler at KGSO was a tremendous support when I felt like throwing in the towel as was my IFR instructor Bill Schwabenton. They made sure I remembered that I was a good pilot and reminded me of the time and investment I had in flying. The other people at TAA Flight Training bent over backwards to make sure I had a plane to do the 709 and were very supportive from the owner to the desk folks. The community of aviation is why I am still flying....There are jerks and others who believe they know it all but for the most part aviators on this board and others and those in my community cheered me on....Thank you all. If anyone has any other questions or reads this later and wants to reach out to get more information please don't hesitate.

Northwest Insurance Group came through for me for the renters insurance. Underwriter was Chartis....which is strange since another agency said they told them no. After the 709 ride it will be time to pursue owned coverage again. I have a list I have gleamed from several sources...I will post in a separate thread appropriately titled in the coming weeks so the information is available.

So I think I have finally found renters insurance...after checking with about 6 companies. Sent the check and app in and was verbally told they will cover me. I am about 95% certain it is a done deal....Scheduled time in the Piper and the checkride ...all next week. Once I am 100% certain of the coverage I will share who helped me with it. Also will report Friday on results of 709. thanks all....oh, the journey....

To update this thread. I hesitated writing this..had to get past some of the edge of the disappointment. Not pointing blame on anyone but me. But I hit a barrier I felt others might want to know about...so FYI Insurance did choose to total the aircraft. I could have bought it back but was unsure if I would have insurance afterwards. Plus I would be investing a few thousand more to do the repairs right. As it turned out Starr did send me a nonrenewal notice and Falcon tried very hard but was unable to find anyone else to give me nonowned or hull coverage. I tried Avemco and they also declined. I was also contacted by the FAA and will need a 709 checkride in a complex plane to keep my certificate. Since I do not have insurance there is a high probability that I will have to turn in my certificate next week. Yep it stinks. I will continue to check with other agents but from what I understand the pool of aviation underwriters is not that great. Low hour pilot...230.. Two claims...prop strike and gear up...looks like the magic combination.

Unfortunately, I am going to have to total it. The buy back and fix it required more investment from me than makes sense right now. I have given instructions too the adjuster to arrange for total loss. Doesn't feel good but the compromises i was looking at on repair didn't either. It was an objective decision that doesn't feel very good. But I will buy another plane....probably a J or ? if I can find something at 100k or less...if I can get past a potential 709 ride....get insurance after the gear up that doesn't make me rethink flying, take that long overdue IR checkride I am supposedly ready for, work schedule allowing. I am in Austin this week looking at houses, including one at an airpark, as we plan to move back to Austin this summer. Tomorrow my daughter goes in to deliver twins...my 2nd and 3rd grandkids. I think I am going through one of those growing moments...too much stuff going on.

test

The issues are beyond a prop strike. Some mechanical and some FAA related that I will not get into here.

teethdoc Assuming you mean, isn't it the Insurance company that handles moving the plane. Short answer - no it is all up to the owner from the time you find yourself sitting on a runway to getting it fixed.

I have been talking to LASAR all along...they have given me East coast contacts to help...thanks. I agree. Great people.

Reasonable estimates are coming in ...might just save the plane.

aaronk25 gets the golden ticket! thanks for the input.

now you know why 1) I dont want to invest anymore in this shop and 2) I am asking about cost to take off the tailcone and trailer it out.

I think the 40 grand was a Stupid Fee.They saw me coming I guess.

I just checked on many of these prices: TDI - about 8500 Triad(direct) and PennYan(from a MSC) -(current repair shop who uses Triad charges me 12300 for Triads subwork - yes that is a mark up.) new prop 8800-Hartzel R&R engine and prop about 4500 both trusses retracting and nose: about 1500 Fixed Step new: 800 repair skin and step area needed nose gear doors Labor to do the work above: apparently priceless .....around 200 hours(excl engine and prop labor) and yes it is depressing......need to move the ship and get someone else to fix it

Well, actually JimR it is a matter of the shop. it happens to be at a shop that focuses on big corporate contracts. I have used them under different leadership and had a great experience...new managers and a nightmare for the SEL owner. I figure this will be less than 45k at another shop...I have gone over parts costs and labor and the costs I am being quoted are way out of line. With that said...I am looking for the cheapest way to get it to a safe haven shop to get the work done. Engine it out..prop trusses need replacement...prop is toast.

N601RX It will cost me a few thousand in labor - as in 3-5k to get the engine back in and prop and nose gear ready for ferry. I am not saying that is reasonable costs but it is what it is where it sits. I am looking for others experience with what taking a tailcone off and trucking it 50 miles would cost? do you know?

The adjuster said this plane took the award for least damaged from a gear up he has seen in his 30plus years.(no wing damage, etc) With that said....put your coffee cup down you don't want to spill it....60k

I am in the unfortunate situation where I need to move my M20F from where it was torn down to assess a gear up (dont ask - too painful right now) to where I want it worked on. Why? Needless to say where it sits cost to much to repair. So moving on. Anyone remove the tailcone and transport? Advice? Costs? I have talked to John B offline about this but wondered if anyone else has done this. Especially if you hired someone to do so. thanks

Would like to resurrect this thread and see how the MT is working for everyone today. It has been a few years - should be sound experience.

I know in a couple of years I will make the move to a faster Mooney. After owning this one for about a year and a half I agree with a lot said here about overhauling yourself. My AP had to mop up lots of the original AP work...engine work done well but install and such sloppy. But the other side of the story is ...for those of us that finance some banks will not finance an overhaul at the time of sale...just as is...I know some will, but the one I use currently will not. So as a buyer I will have to pay cash for an overhaul or find another bank. That's a lot of cash to fork over. But maybe I will revisit the bank situation. If i go that route, the perfect buy for me will be, if the bank cooperates, a run out, and enough room in the loan to overhaul and add anything missing. Course I have a matter of repairs to complete first.....but that is another story. On another note....I have had two dealers approach me on airfields to ask if I would like to sell...within the last week...so there seems to be movement out there. Both wanted me to consider B brands.