LANCECASPER

Not sure, but there were 149 M20C, 62 M20E, 536 M20F and 4 M22. The F was a huge success. They announced it in 1966 and 3 F models were made, probably for flight testing. They sold 536 the next year! The first two years of the J, 1977 & 1978, they sold 377 and 380. The first two years of the K, 1979 & 1980, they sold 246 and 200.

Not too far off. They made 751 Mooneys in 1967. During the decade of the 1990's they made 838. In 2000 they sold 100 and from 2005-2008 after the G1000 was introduced they averaged about 70 per year.

On your 2000 Ovation the drain should be on the left side of the fuselage where you describe. On page 4-6 of your POH it will give you an idea of where to look. It's a black button underneath that you push up. The location may not be placarded currently but it should be. Your serial number is 29-0249. I used to own 29-0255 and mine had one.

The screen was always supposed to have been inspected at every oil change according to the Service Instructions - I would guess it was inspected on 1% of the oil changes. Making it an AD doesn't make it any easier, but definitely makes owner maintenance less desirable. If you do get it out and can't get it back in and safety-wired, do you have someone that has done it before successfully that's willing to come to your hangar to do it? If not, take it somewhere where they have experience or you will be AOG.

I don't think that's it - since the picture actually shows a clear path. The one you're looking for is nearly impossible to reach - you'll have to feel for it, and in addition to that is safety-wired. There is no way I would ever attempt to get this out and then back in and safety-wired. This is one of those things that I would gladly pay someone who has done many of these to do.

I remember pictures on here from a long time ago. A good start would be a search on "SUCTION SCREEN" https://mooneyspace.com/search/?&q="SUCTION SCREEN"&page=1&quick=1&search_and_or=or&sortby=relevancy

If you want him to see it, you need to quote his post, like I did yours, or ping him like this @Aerodon

@mooniac58 looks like we have an AI member

This is one of twelve Platinum Edition Ovations from back in 2000/2001. In addition to having a Platinum Continental Engine (pistons & connecting rods balanced within 2 grams, precision balanced crankshaft, fine wire plugs, intake ports volume and flow matched), they also took extra care to fill in and smooth the wing and used a special primer before painting to optimize the airflow. They even used special paint if I remember correctly. It has 6989 hours on it, so whether they replaced it with a Continental Platinum, only the logs would tell. But I'm sure it's had top notch maintenance.

Now hearing about two TSIO-550 engine failures due to connecting rods, it should include that. The reason for a teardown is to inspect for any internal damage. Carefully inspecting connecting rods really should apply to any engine involved in sudden stoppage. A catastrophic failure at low altitude doesn't give you many options. No doubt there are other reasons besides a prop strike for a connecting rod to break. The experts on Beechtalk, where they have a lot more Continental experience, are mentioning rod bolts and hydraulic lock (over-priming the engine). Hopefully all teardowns also include new rod bolts. There are varying degrees of teardowns. I've seen some done at local shops. I've seen some shipped back to the Continental factory in AL - that seems to be the most thorough. If insurance is paying, why not? Continental would prefer that for many reasons. I'm sure they will be named in the lawsuit - even though they probably never saw the engine after it left them in 2006. When the Acclaim was introduced in 2006 it was a market disrupter. People who had never flown a Mooney, some of whom had never flown an airplane, put deposits down. There was a good-sized waiting list. Due to no fault of the airframe, but a widespread lack of specific transition training, there have been a lot of the prop strikes in this airframe, as well as all other long body Mooneys. A pilot moving into this airframe, at the very least, needs someone who really knows how to teach landing the airplane. Especially the Acclaim though - with the prop used on this airframe, if you pull back power too abruptly it drops like a rock, which can lead to a bounce, a porpoise and then a prop strike. Done smoothly it makes better landings than any Mooney I've flown. Old school thinking in some circles is to do as little as you can get by with on a prop strike. I now see why insurance companies insist on a complete teardown. I wouldn't want to fly an airplane that had just a cursory teardown after a prop strike.

Mike, do you know when that one happened? In an ad it shows that N113TN had a teardown inspection at one point. https://www.aircraft.com/aircraft/29077109/n113tn-2009-mooney-acclaim-type-s

Both units are SOLD

You would think that if it was a manufacturing defect that it would have come part sooner in the 1600-1700 hours that it flew. You just don't hear about connecting rods coming apart on this engine. The two times it was listed for sale, the ads mention no damage history. Previous sudden stoppage (prop strike) would have seemed much more likely than a manufacturing defect that didn't show up for that long. No logs on either of the ads, and no mention of prop time but you would certainly hope there wasn't an undisclosed prop strike somewhere along the line where there was no engine teardown. The first time I saw the most recent ad for this Acclaim a couple years ago it was obvious that whoever was selling it, was over-selling it, claiming top numbers of an Acclaim S and claiming that it had WAAS when all that it had was a WAAS transponder to comply with ADSB. The airplane was way overpriced and then eventually came down after a long time on the market. The ad sounded like it was written by a guy in a plaid jacket with slicked back hair.

Not saying that the pilot didn't do this, but if I have a catastrophic engine failure I hope I put into practice Bob Hoover's famous quote: “If you’re faced with a forced landing, fly the thing as far into the crash as possible.”

Preliminary report - broken connecting rod Report_ERA25FA187_200069_6_25_2025 8_09_38 PM.pdf

The family has set up a GoFundMe https://gofund.me/f9d8c229

The troll only lives when he is fed. Ignore the troll, don't feed him and he will direct his attention to other online forums where they feed him and engage him in endless debates. (https://behaviourhelp.com/a-z-challenging-behaviours/argumentative-behaviour#:~:text=Here are some common causes,to a propensity for argumentation.) He has a hard time remembering which of his screen names to use that hasn't been blocked on Mooneyspace. Perhaps supplemental oxygen would help.

Summer is here !! 1) Blue 24 volt B-Kool with wireless remote control, in excellent condition. SOLD - - - - - - - - 2) Red 12 volt B-Kool with wired remote on the cigarette lighter plug, in excellent condition. 12 VOLT UNIT SOLD

I used SoundEx on a coupe of Bravos that I owned. I didn't notice a lot of difference in noise, but the temperature difference was very noticeable. I bought the large sheets and cut it with an electric carving knife. https://www.aircraftspruce.com/catalog/appages/soundex7.php?clickkey=23792

Mooneyspace is a great source of information from people who have experience that we can all draw from. Occasionally someone signs up on here that really enjoys taking a contrary view about nearly every subject and has very little to zero personal experience on the subject they are arguing about. They never pay the money to be a supporter on the site and are here to stir things up and argue and don't contribute in any positive way. They get banned and then come back with another screen name. Most people who have been on here a long time have learned to ignore them and not take their bait to engage in endless debate. There's always the ignore option on their profile. (Beechtalk's policy of people using their actual name as their screen name seems to help people behave better and not hide behind a random screen name.) Personal observation: I've had an Inogen for close to 10 years. I bought it off of a Craigslist ad with 10 hours on it for $500 and although I have built-in oxygen I very rarely use the on-board oxygen. My canisters on the Inogen are still good - I only use it for flying and the bottom line: it keeps my SPO2 where I want it. I end up using it on almost flight, whether it's 8000 or in the teens. Very rarely do I go into the flight levels, but when I do I plug into the on board O2 FL180 and above, with a mask. It has opened up options for me - if I need to climb higher I'm not restricted by how much oxygen is in my on-board tank. I still have my on-board O2 plus a few cans of Boost in the back pockets of the front two seats.

If there is evidence of rodent urine, which is very corrosive, you might check to see if your insurance company would cover it.

A lot more information about owner on Beechtalk: https://www.beechtalk.com/forums/viewtopic.php?f=41&t=239202

No. The Flighstream functions were added to the base software that’s included in 401.37 Sent from my iPhone using Tapatalk

@M20GforMe If this hasn't been done, please do this before you do anything else

Flaking paint isn't going to make a huge difference in cruise speed on a 125 knot aitplane, maybe 3-4 knots at the very most, but probably not even that much on a Cherokee 140. I would start looking at other areas. How is the rigging - a question only answered by someone that is a Cherokee guru? Is your engine tired and not producing rated HP?