zaitcev

I flew in a rental with dual Aspens. They have 1-button take-over feature where the surviving Aspen can display PFD, using the red "REV" button.

My sniffle does drip a bit, but 1) the tubing does not look quite like this, it originates from the lower case, where the intake is, and 2) it does not happen at every shutdown, sometimes only. M20E IO-320-A1A here.

Larry Ball's book is not very helpful. All it says is the following. About M20F: "The 10-inch increase in cabin length... Fuel capacity was increased from 52 gallons to 64 gallons, and gross weight was increased to 2,740 pounds, up 165 pounds over the M-20E Super 21's 2,575 pounds." About Chapparal: "The Chapparal was essentially a 1968 M-20F Executive shortened back to its original fuselage length... Fuel capacity was reduced from 64 gallons to 52 gallons. It did have new electric flaps, and electrically operated gear was standard equipment. ... Flap extension speed was increased from 87 knots up to 119 knots. Best of all, the airspeed caution arc was moved from 130 to 152 knots." So, I can conclude that all the control surfaces are better attached and possibly stiffened or have different anti-flutter weights. It is also possible that Chapparal would operate at higher gross weight, with a corresponding increase in stall speeds. May be useful for a ferry. But that's about it. I would really like to know what was the actual difference in the structure.

Used to be all on Diamonds, but they swapped DA40 for SR20 for AF Academy a few years ago. They kept Initial on DA20 in Pueblo.

Sorry, but are you talking about China or U.S.? If the "people" you mention "show up at a flight school" in China, they are going to see L-7, not a Cirrus. It's an fine trainer for people who plan to transition to faster and heavier iron. PLAAF accepted it into inventory. Russians are making a version of it with a diesel as Yak-152.

Because I'm too poor to fly something better than an M20E. There you go. Does it make my opinions invalid?

I only have experience with 1., and I heard a few things about 3., but 2. is something I'm in denial about. It costs what it costs. That said... 1. Yes for 255 nm and no for 85 nm. Remember that you have to get a rental at your destination. 2. (too many variables) 3. It's not a terrible idea. People do that, even these days. It used to be more common. I knew one guy, Mike "Spanky" Galloway, who flew his Bonanza on business. He was based in Dallas and he sold pharmaceuticals. His area was the south, so he ranged from Vegas to Atlanta or so. So, it can work in certain circumstances. But I have a harder time imagining a CEO flying a light single when he has employees. If I were flying for business, I would only start it when I could write off $20k a year or so, and just get a Cirrus with FIKI. If you're a CEO and you need to get negotiations carried out, then you don't want to arrive beaten up and squeezed like a lemon after 2 hours in an M20C. Let auto-pilot do the job. And make sure to consult your tax professional. This would be my ignorant opinion.

Yeah, if mine were so far back, it would not be a problem. It's possible that it was not weighed correctly. I have an annual coming up next month, and I'll bring the matter up with my mechanic. I should note that my M20E is a Chapparal, with 200 mph Vne. Possibly the structure is somewhat different from a garden variety E.

I see. Thanks for the tip. I downloaded the TCDS 2A3 and found the right numbers. It's still pretty tight though, almost exactly like Cherokee of the similar vintage, but at least I can get half fuel with the passenger now.

I think we can be (almost) certain that my calculations are good. However, the inputs are very much suspect. If you could share your empty CG and the stations that you use, it would be very helpful. The ship's empty CG is 42.71" with 1695.4 lbs. What catches the eye immediately is that the weighting was done with full tanks, and the directly weighted CG was found at 43.59". Fuel 48.43", front seat 39" (and that is with seats in rearmost positions - I'm 6'5" and I fly on the last available position hole). These are most vexing ones. Rear seat at 70.7" and baggage at 95.5" are empty. Remember that the corners of the envelope are 42" at 2100 and 46.5" at 2575 lbs. So, for a pilot of 230 lbs, such as myself, and a passenger of 190lbs, we end at 41.98" - just in front of the front corner. Adding full fuel pushes us way out: 42.75" at 2427.4 lbs. Basically, the only way to carry a passenger in this M20E is to fly with 1/4 tanks and put 10 jugs of water in baggage compartment.

I'm just curious, are you instrument rated? I'm not, but I hear from some people that ATC sometimes gives so-called "slam dunk" clearances, where larger limits of electric flaps can be very helpful. P.S. The C model may have a more permissive loading envelope than E, because the 180 hp engine is lighter. I have an E and it's unpleasantly difficult to load within the envelope.

Man, with that N-number I was sure it were a Mooney M22 Mustang. :-)

I'm thinking about changing oil on 1969 M20E and I don't see much of anything that looks like an oil drain. The lowest part of the engine has something that is safety-wired, but it has 2 bolts. All the Lycoming's Operator Manual says "The sump incorporates an oil drain plug, oil suction screen, mounting pad for carburetor or fuel injector, the intake riser and intake pipe connections". So, only 1 plug. Where is it, then?

I flew with Alliance Flight Training, based at Denver/FTG. But it was back in 2010. When I inquired about another hop in their Mooney in 2016, they had already sold it. I found no other options in Denver or Phoenix. Fortunately, I found a transition to a vintage Mooney quite easy after flying DelSol's rental Arrow. I just bought an E and flew it to Albquerque/E98 on Friday. Of course your K is a hotter ship, especially if with a turbo, so a step up would be greater. But IMHO it should be manageable.

The value of a book is subjective. The most useful parts for me were the realization that serial numbers overlap between models and the explanation why the Chapparal is heavier than vintage M20E. The bulk of the book is historic edutainment, including anecdotes about TBM and MU-2. But you aren't getting the same kind of model-specific ownership lore from Remarkable Mooneys that Cessna 150 owners get from Mike Arman book, for example.

I'm a bit under, 6.5" and 220 lbs, but I think Ovation should be plenty for you. If I had a budget for M20R, I would give a Cirrus a good look. I'm sorry to admit but I actually wanted a Bonanza, mostly for its improved rough field capabiltiy, but I could not fit comfortably into the budget ones. But in Mooneys I can fit into the earliest M20Cs with no issue. Note that Mooney fuselage is not wide and sometimes passengers prefer to stagger seat positions.

I'm in the market and I noted that listing, but my mission requirements do not make N3510N worth $50k. The airplane was maintained, but it's a long body, so it's heavier than E, so a couple of knots slower. Avionics is a hodge-podge of ancient equipment like KT76. I'd fly out to have a look if it were selling for $43k. I'd love you to explain me what drew your attention. A gentleman just on the other side of White Sands from Alamagordo, in Socorro, was selling an M20C a month ago. 1500 SMOH, but $32k. Now that was a good deal. I wasn't fast enough. If you're interested, why not ask the seller for more information, such as pictures and logbooks?

Do we have any other recommendations for the area? I'm having some trouble contacting Mr. Calvin Gregg at the phone that Dr.Bill provided. Thanks, Pete P.S. 3 shops about an hour away were listed in another thread: https://mooneyspace.com/topic/19507-pre-purchase-inspection/ I'll give them a call if nothing is found around Knoxville itself.

Quote: Cruiser I do kinda miss the VSI but I will get use to it.

Quote: mooneygirl The March fly-in at Redbird Skyport is a great excuse! Skyport will be hosting an Airport Open House Fly-In on Saturday, March 3rd from 10 AM to 2 PM at San Marcos Airport (KHYI).

Quote: galt1074 A guy at the local FBO told me (about planequest.com) ....

If they replaced both magnetos, it would be interesting. BTW, the weight is absent from the blurb.

Since I live in Albuquerque, Aspen is everywhere. I fly a rental Arrow with Aspen. I like the most that Aspen takes the actual VOR signal and uses that to drive the HSI. A button switches between GPS and VOR inputs. I also fly a rental Remos with 2 GPS receivers: a little automotive-like Garmin that drives Denon PFD, and a document-size Garmin 696. It allows for redundancy of GPSes, but not redundancy against jamming, which Aspen does provide. If L4 goes ahead, we may need that. Of course there's a question of GPS receiver's quality, as the whole L4 issue arises because of insufficient performance of front-end filters and amplifiers. Sadly, nobody can tell if there's a difference between Garmins of various prices and stripes and the Aspens in this area.

I was a fan of Johnson bar in Cherokee until one day I was making a turn to final and suddenly *BAM*, flaps retracted with a slam. Perhaps I did not latch them right, but still...

Hi Jeff: I'm on Linux, so it's not a Windows-specific function. Try http://mooneyspace.com/index.cfm?mainaction=newposts (copy-paste the URL). -- Pete