Becca

Your wife is more trusting than I am. Byron bought a life raft with the intention of doing this same trip, but I put my foot down. Now way. MAYBE I could be convinced to go the 90 miles to the Bahamas, but I am not up for the 500 nmi over water to Mexico. Not for me. And yes, before the replies spring up, I realize this is irrational as I do fly over mountains and over forests, which be just as difficult to put down. Gotta draw the line somewhere.

Quote: TWinter Hello all, I've been lurking around the forum for a short while and trying to get re-educated after a twenty year lay-off from flying. I just got back into flying last December and it feels great being back in the air. I currently have a 69 Piper Cherokee that I have been playng with over the last six months. I recently struck a deal on a 74 Mooney M20E. It is waiting in the wings for a pre-buy and annual. All looks pretty good on the pre-buy/annual. I have some slight concern over the compression readings. The plane has just under 3000 TT about 990 SMOH. The current compressions are 68,76,76,75. Last years annual was 70 on the current 68 reading. No issues found so far. I've tried to research and see what a respectable variable is with regard to compression and pretty much get answers all over the place. I don't want it to be a deal breaker for me, but I'm usually seeing mid 70s on my aircraft. I know there are different factors as well and not all shops read the same.. This shop has done the annual on this particular aircraft for the last ten years plus. They say it's not a big deal. I have yet to fly the plane..or had my A/P look at it. I'm in TN and the aircraft is in Ohio. It is being serviced by the seller's service center. They are a recognized Mooney service center (Akron, Ohio), for some of you that may know them. I have confidence, just concerned over the 68 on cylinder 1. Should I have any concerns? Any input is appreciated. Thanks and glad to be a part of the forum. Thanks, Tom

Quote: Cruiser What are your experiences with insurance rates after making a claim for damages? How does the insurance industry set premium rates for aircraft physical damage due to say hail damage or hangar rash? Does anyone have experience with claims for physical damage that resulted in: 1. increases to premiums? 2. no change to premiums?

Quote: galt1074 Is a factory fresh engine really $10K (33% more by the quotes I've seen in other forums) BETTER than a third-party rebuild or a reman? (Real question, not sarcasm) The Air Force makes a habit of paying 50% more for something that is 5% better. Even if one agreed with the assertion that "if you own an airplane,you can afford to fix it right", basic economics are a factor. If I were to agree with that assertion I would challenge you to go buy the most expensive gas you can find, have dual GTN750s pushing data to dual Garmin 3X displays, running on a freshly overhauled prop on every flight. It simply isn't realistic to bash someone for wanting to save a dime here and there so they can actually afford to fly their airplane. I apologize Mooney2201, I really don't mean to be insolent but if I ever get to buy an airplane it will be on a budget and I have a little heartburn with people looking down their nose at me trying to stretch dollars and assuming that means I am unsafe. I've got lots of time in high-performance aircraft doing extremely dangerous missions in really nasty places...I know what risk looks like. Again, my sincerest apologies if I offend...just ruffled my feathers a bit. OP, I don't even pretend to have knowledge on the economics you are dealing with or the best course of action. I will however be keeping a close eye on this one as the outcome is of great interest to me. Things like this will shape how I approach the prospect of buying an airplane in the future. Posts like this are the ones that scare me into thinking twice about being able to afford to own an airplane. Greg

Quote: N4352H I am unclear. Is the engine not generating power? Has it siezed or was it symptomatic? Has it been declared unairworthy with failure imminent? (I read back the thread and didn't see this). Your bore scope didn't look good, but was something broken? Waiting and montioring metal content is a common practice (paticularly with the TSIO-520...the engine you improperly use as a 50ROP poster child, when the real issue with the engine is it's horsepower rating). I know of one Malibu shop, where they wait, watch, monitor the metal content, sometimes for 100's of hours until somebody makes a call. Point is, you know your eventuality, but do you have time?

Quote: OR75 just curious to hear what the process is and how long it is. do you send the engine first and receive new one ? also, will you change the rubber engine mounts biscuits (if they need to)?

Quote: jetdriven Lycoming will NOT accept that engine for a core. It must be a complete, running engine. The core value is 14,500$. I am afraid your option is a case repair, or a used case for 4k and a field overhaul at a shop. I would ask the shop who last put that cylinder on. It sounds like paint under the cylinder base nuts or under torque. One the nuts loosen, the studs fail in tension fatigue. Sacramento sky ranch has an article about that.

Quote: N9453V 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

Quote: KSMooniac Here is a quote from C. Melot in 11/2010 from the AOPA Forum: Another little factor in the rollwer tappet deal is the cost to overhaul goes up by about $400 a cylinder to replace them. There is no inspection criteria for them so they cannot be reused at overhaul. There's also a Lycoming SI requiring replacement after a prop strike. Thank you Lycoming.

UPDATE: It is definitely the cam/lifter. It appears we have 3 options from expensive to most expensive: 1. Replace cam and lifters. However, the A&P who supervisors our maintenance doesn't seem willing to take this on, so we'd have to find someone else who would help us, so this may be a non-starter. 2. Send it off for overhaul from a quality shop (e.g. We were thinking Zephyr, but open to suggestions). Our cylinders were new at the last overhaul and they are willing to keep our cylinders with the overhaul so we know they won't get replaced with older units, they'll use new lifters, etc. Our concern here is if we need a new crank or case its not included in the overhaul. At our last overhaul, our crank was machined to .003 at the last overhaul (apparently the options are standard, .003, .006, or 0.009, after 0.009, it requires replacement) - I f the crank needs to get replaced, it becomes as expensive as buying one from Lycoming. How often is this a problem? Does anyone have any ideas on how to predict if you are going to have a problem with your crank or case before you send it off? Anyone with experience in this? 3. Get one from Lycoming. Means we don't have to worry about crank or case. Comes with roller lifters, which apparently don't fail. Even though it adds value to our airplane, we are also a couple years away from needing new paint and an IFR GPS, so there are other ways we can spend the money since this is kind of a zero sum game, which is a consideration. (We agree the IO-390 STC isn't worth it).

Quote: kerry You could purchase AOPA renters insurance. I belive it covers any aircraft up to 6 seats, single engine under 750 hp.

Quote: aviatoreb Curious as to how quickly this developed. How many hours do you run your oil changes? I know you were kidding about it being the LOP, air racing, etc. But just speaking it out - Do I recall correctly that your engine was underused for some time by the previous owner before you purchased? Can this be rearing its ugly head now? And could that have a bearing on the 23k Zephyr overhaul cost?

Quote: jetdriven Engine: Lycoming IO-360-A3B6D TTSN: 3,590 TSMOH: 1,325 (new cylinders, new cam, rebuilt lifters, 2001) At the last oil change we found approximately 1/4 teaspoon full of ferrous metal in the oil filter. Iron in the oil analysis is elevated, at 90 PPM (average was 30).

Airventure Cup is now taking entries. http://www.airventurecup.com Should be a fun time and after the race, I suspect we'll all fly over to Osh together so we can camp in close proximity! This race used to be only open to experimentals so take advantage of its new SARL management to have production classes! Don't be intimidated by the entry form - the reason for the questions aren't to weed the "inexperienced" out of racing (in fact, treat it like a long cross country - anyone can do this). Its because they print a magazine of entrants and are looking for information to help the editors write the articles about you. I will be putting in that I hold the Mooney 201 record, so!! Come out.

Quote: laytonl Anyone know where the roll servo is located for a Century II AP in a 1978 M20J? I don't have any issues, I'm just curious, I realized I haven't seen it and I do owner-assisted annuals. Lee

Quote: jetdriven This Cirrus SR22 guy ("Mr. TCAS" from a previous thread) we met at Brenham was loading himself and his 2 passengers. Us, being naive and friendly, approached this guy and peered into the cockpit from behind the wing. He turned, and we asked how he liked the Cirrus, seeing as it was the first one we seen up close. Gee-whiz glass panels and Clorox bottle with wings. He said its an awesome airplane. We asked is that a G1000? How fast does it go? How much fuel does it use? Now his face turns kinda red and he gets this condescending tone. "It goes 180 knots on 12 GPH. Noooo, this is an Avidyne panel. And this is the handle for the parachute." He asks is that our 201, and he used to have one but it "aint nothing", was cramped and slow. He is big time now. I answered it burns 9 GPH, he replied "thats all it does". His passengers laughed heartily. Someday I would want a superior airplane like his. A few minutes later, and one 2000 RPM Continental hot start, Mr. TCAS got his gizmos all set and ready to taxi. But he can only swerve left and not taxi. There is a chock under the left main and his "superior airplane" has no steerable nosewheel. We get home and find out its a 240$ an hour rental.

Quote: Vref I think SR22 drivers Btw It's the third Cirrus i/v seen now in a short time frame that was heavily damaged by pilot error....mhmmh.. I wouldn't like to pay the repair bill on those (if they can be repaired at all..?).. Maybe I am wrong but I think Mooney's attract a different piloting crowd...? Glasair and RV7 drivers like to talk speed also..

Quote: 201er Of the brands (and/or types) of planes out there, who do you think boasts about speed the most? Who presents the most fudged. overly optimistic, in other words BS numbers about their planes? And I'm not talking about manufacturers in this case, talking about a bunch of pilots shooting the wind. On the flipside, who do you think sells their aircraft short? Who gets the numbers right on the money?

Quote: flight2000 Bought mine from a NASA astronaut in 2009. He was the pilot on STS-98 and mission commander on STS-116 and STS-127. He had to sell due to a permanent change of station to Star City, Russia where he is the Director of Operations at the Cosmonaut Training Center. He still works for NASA. Brian

Interesting story about the private planes of astronauts - for us Houstonians, we see some of these around town: http://www.airspacemag.com/flight-today/My-Other-Vehicle-Was-a-Spacecraft.html It appears that the Tiger is by far the most popular production plane in this limited survey. Astronaut Steve Negal is featured for his C-172, however, most of the column about him features the brilliant judgement of his astronaut-wife Linda Gowdin to own a Mooney . http://www.airspacemag.com/flight-today/My-Other-Vehicle-Was-a-Spacecraft.html?c=y&page=9&navigation=previous#IMAGES And as a local at Pearland airport (LVJ), I will re-title this photo, with all due humor, "Hm, I wonder if the self-serve fuel pump with the over-priced fuel is going to work today." http://www.airspacemag.com/flight-today/My-Other-Vehicle-Was-a-Spacecraft.html?c=y&page=7&navigation=next#IMAGES

Quote: iAPIS Becca - great summary! However, I need to make a couple of corrections: You can certainly file eAPIS via your iPhone & iPad now. If I may plug my app, please see iAPIS on the App Store. It's a free download and has been fully certified by the CBP after several months of testing with them. We do make a small charge per filed manifest (currently $2.99) but we believe the way the app streamlines and simplifies the eAPIS manifest filing makes this charge worthwhile (Fltplan.com charge $250 for a similar service!). When returning to the USA you must phone the CBP at the airport of arrival before departing, as well as filing the eAPIS manifest. Also, it can be a bit confusing knowing what you need to do if some aspect of a flight changes (some passengers are no longer travelling, or date or time of flight is changing). The CBP have rules on this and we have summarised there here: http://iapis.tenderapp.com/kb/eapis/manifest-changes-do-i-need-to-resubmit-a-new-manifest If there are any questions on eAPIS or even on the iAPIS app then feel free to ask me.

Quote: OR75 Insurance usually reffers to the same "Make and Model". Make = Mooney Model = M20 series (the M20 series are covered by the same FAA type certificate)

Quote: jbs007 Hey everybody, I'm purchasing a 1966 M20E and I'm pretty excited about! I've learned a lot from this forum. I appreciate everyones knowledge here and it seems like the "Mooney community" is pretty tight. I currently have zero hours in Mooneys. I'd like to get 6-10 before picking my aircraft up and flying it back to San Diego. It will also help bring the cost of insurance down. If anyone could help me by letting me fly their Mooney with a CFI (or owner) I would greatly appreciate it. I would pay of course. The Mooney I'm buying is an M20E with every mod I can think of (windshield, cowling, belly, gap seals, wingtips, instrument panel, stec-30 with alt hold/GPSS, 3-blade prop). I'd like to fly one pretty similar, but I'll take what I can get. I live in San Diego so Montgomery field/Palomar/Gillespie would all work. I like to know everything about systems, proceedures, and flying the numbers. Does anyone have recommended books or websites that would give me more technical data on these planes? Thanks!

Quote: igorbly 201 - 165 KTAS

Quote: flyboy0681 It is much improved but still not terribly much information is presented. One thing I did immediately notice is the gallery has a lot more pictures of Mooney's than before. They also have a great photo of a Mooney parked next to a Pan Am 707-121 (N707PA) at the Worldport terminal at JFK (or was it still Idlewild?)