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In the market for a Mooney, but found this below in the history of the aircraft I am looking at. The part about the bent spar has me concerned. What do you guys think? Its MSC maintained otherwise. The airplane showed upward crushing to the lower right side of the bottom fuselage between the wings. The carry-through spar and control rods, between the wings, showed upward bending. The right forward landing gear door and exhaust muffler were bent inward and aft. The left main landing gear door was bent outboard and aft. One propeller blade showed some minor nicks and scratches on the leading edge approximately 6 inches inboard of the tip. Flight control continuity was confirmed. Examination of the engine, engine controls and other airplane systems revealed no anomalies.

Thanks guys. Jose did you forget to attach the diagrams? I'll go talk to the avionics guy but it was invaluable to get the scoop here first! Thanks. The avionics master is probably 1987 original I have only owned this bird for 4 years.

Btw, why is it difficult to identify the dead engine (i have zero twin hours)? With an engine monitor, you should be able to tell and they should have a design that automatically flags an abnormal engine and fires a big red light Then there is the yaw string, which I saw getting used a lot when I took instructional flights in gliders and helis. Given two indicators of a bad engine and the rudder pressure, it should be possible to identify the failed engine quickly. It should also be possible to automate this with yaw sensors incorporated into the engine monitors - just a thought

I did run a search in the forums, but couldnt find the same problem. I start the engine up, radio master is off. JPI shows 14 volts, then I flip the radio master, weird whine comes from the speakers or somewhere else. I'll try and determine exactly where. The garmin 430 doesnt power up. Then I turn off the radio master and turn it back on. The noise goes away and stays away for the duration of the flight. The 430 fires up normally. Alternately, pulling the 430 breaker before turning on the radio master for the first time also leads to no noise. Then I put the breaker back in to power up the 430. And all is well. Any ideas? Thanks in advance.

Aopa vref puts a pretty hefty premium on a 1986 m20k versus a 1985 m20k (90k versus 120k). Now with the engine differences, it makes sense. But if these are rocket conversions, does it make sense any more? I am looking for a rocket, but I am wondering if I am better off grabbing a pre-86 conversion? Thanks

Done. Thanks for the site!

Cool - didnt know about the volume restriction for broadcast - i.e., 3500 feet, 15nm So in summary Bob - S50 couldnt see all the traffic because he was outside that volume. So - just confirming that its still fine to ADSB-out on one device (1090 ES for example) and ADSB-in on another device (978 UAT for example) because the FAA will broadcast TIS-B on both 1090 and 978.

Also, I am not entirely sure whether this still holds true, but a gns 430w is not an approved position source for a kt74. Go figure. Stupid FAA. The correct answer ofcourse is to buy more garmin boxes Read link below: http://www.faa.gov/nextgen/ga/media/AEA-ADS-B%20Installation.pdf

I dont think thats accurate. You can receive ADSB compliant and non-compliant traffic on 978 UAT even though your adsb out is on 1090 from a separate box. The out activates the FAA system to broadcast traffic information out for both 1090 and 978 frequencies. The FAA specifically rebroadcasts on both frequencies. The advantage of UAT is that outside of ground ADSB coverage, you can still receive air to air data on the 978 UAT. UAT also has spare uplink bandwidth and so can receive weather and traffic and peer to peer aircraft data. In the OP's case, if not flying above 18k and out of canada, keep the existing xpndr and use UAT. Can switch the xpndr later for not too much money if 1090 is needed. Btw, regarding adsb ground stations, I read recently that satellite based "ground" stations work just as well and actual adsb ground stations are not required. So that could be a solution for countries with large land area but small pilot populations.

Hi guys, I need to overhaul my DG (king kg-107). Do any of you know some good shops in the north east ? Apparently parts are getting difficult to find for this gyro. One shop said they couldnt service this gyro because they couldnt find parts for it - specifically the caging mechanism. Found it a bit hard to believe. Thanks

You can display on the iPad because you meet ADSB-out requirements in and outside the US, all altitudes - because of your mode-S transponder with ES. But your only device for ADSB-in is the stratus - so you can only see traffic and weather on the ipad You cannot see it on the garmin - for that you will need a compatible ADSB-in device. There is one from freeflight. There is the same thing from Bendix King KG130 for cheaper (get receiver only model for 2k). You dont need a WAAS GPS with that device because you already have the 430W

I use the wash wax all product from aircraft spruce. It does a decent job. For oil stains on the belly, aircraft simple green with a spray of water afterwards and wiped dry. Lemon pledge for plexiglass.

Here is the thread with some numbers from rocket owners. Sorry everyone who didnt want to see some numbers http://mooneyspace.com/topic/5744-rocket-annual-operating-costs/?hl=rocket

Regarding interval, my mechanic said once every two years, but I live about 60 miles from the coast. So maybe less often in dry places?

I am regressing back to paper for vfr flying in my neck of the woods. For IFR, I have all the georefrenced charts I can handle. For VFR, I am also pulling my garmin breaker and just using my kx155 radio. A lot of the fun of flying from my student days has returned as a result (including getting lost). All this will be fine until I run into some pop up TFR of some sort.

Excellent and thank you!

check out flightpro.com Use on any android tablet - i'll probably get myself a newer tablet with one of the latest intel processors.

I had no idea. I like their pay per month no contract plan. For most trips around my home base in vfr i do not need a full moving map. Only for the longer ifr trips do I want the moving map. Only problem is the monthly plan does not have georeferenced approach plates, it just has normal plates. For the georef plates have to pay a yearly subscription

Looks like finally there is a foreflight equivalent for android tablets, finally. http://flightpro.com/

I have flown behind one in fort collins, colorado, and with auto lean, it was great. It fits its mission of puttering around at the base of the rockies. Just dont try to outclimb them. I generally had a positive impression of them. The only subjective negative I can mention is that when pulling back power, it is not as smooth as a lyc/continental. Dunno why that is the case or whether it was due to the airframe/prop combo. And by not smooth, I mean I was wondering if something was wrong.

I am also interested in both seals. I'll contact geebee directly. Hopefully, i'll be up in the air this month, after dealing with an engine overhaul for about 10 months now. I did get the engine baffling material from geebee and they are going on the engine now and look awesome.

Did you guys read in today's AOPA e-Pilot about the government wanting to stop VFR flight in order to have more control over air traffic? Made me quite mad reading it. http://blog.aopa.org/opinionleaders/2013/08/26/the-next-and-biggest-threat-to-ga-part-2/?WT.mc_sect=blog&WT.mc_id=130830epilot

I would buy the aircraft you really want, but I would get all the training required first in retract rentals and get the IFR rating before buying a turbo mooney. Also mooney specific time will be a bonus but not that much of a bonus if you have an IFR ticket. For example, I had 200 hours and 60 hours in retracts/complex and IFR and 0 mooney time. My insurance cost was 1300 with 100k hull value and full coverage (in-flight and on ground) I think the key issue with a turbo is that you can fly into all sorts of weather at mooney speeds Hence the IFR requirement is key. Regarding the idea of getting a J model first, I think you will just end up wasting money there unless you have lots of it to burn. The J and a 252 will probably behave similarly on landing. The long bodies (bravo, ovation) will be more different. I would just get what you want in one shot after the required training.

My first two year annual costs ran an average of 4k and thats with a squeaky clean airframe and engine. Previous owner had don maxwell do the annuals, so they were pretty thorough. This year I am going through a 32k - 35k annual because of an engine overhaul at 1900 SMOH. Although this sounds like a lot, I had planned for it when buying the plane, knowing I'll have a fresh engine and accessories soon. So my annual costs from now on should be in the 2-3k range I hope. In general tailor your purchase to the kind of financial outlay you can make. I knew I wanted the plane now and in 3 years I could save enough for an engine, assuming it ran till TBO. In general, I would agree with other members that 15k with your tie-down cost and 100 hours is a good estimate. I would also say that you need to fly more than 50 hours a year. More than the number of hours, its the frequency that matters. General advice says at least once a week, I try for at least twice a week and some long trips here and there. Also make sure you buy the right kind of aircraft for your mission. If you are only going to be flying 50 hours and dont want to rent, maybe you want a fun aerobatic aircraft, or a classic .. And for the rare long trips, get into a flying club or rent a moderately fast machine like an arrow or something .. not as fast as the mooney but it will get the job done.

Have you thought about just adding TKS to the 201? But if a 201 does not excite you - yeah you should get one that you really like once and not look back