M20F

I stayed at a Holiday Inn last night.

But wait I just read another thread here about how easy Mooney’s are to work on!

Insufficient information really in this thread to price the overhaul. If it got 4 new cylinders, new cam, accessories, etc. then the $29k price point looks better. If it was just taken apart and put back together then closer to $15.

Many more examples out there but several points in the electrical system where things can cause everything to go dark.

Exactly, fly enough you will experience all kinds of situations including a complete electrical failure. I find two differing systems of redundancy good for a 1960’s electrical system. I see the merits obviously in the newer set ups but they are built all around the principal of all electric. That being said I would still prefer vacuum and electric in an Acclaim. Look forward to getting a lot more air time this year over last. Thanks all for the advice/feedback.

I went with Garmin probably for the same reason everyone used to go King the idea that they will always be around. We shall see how that works out 20yrs from now. It obviously didn’t work out great for the King devotees but better than Apollo, Narco, etc The plan was really get the transponder and WAAS solution. The audio panel was just because if you are doing stuff might as well do the things that annoy you (mine has a lot of static and other issues). I did go with a single G5 versus GI106 because as Maurader points out the $$ difference isn’t much and the benefit is a lot. I do intend to pull the 430 out and send it in right after the install. This made a lot more sense to minimize down time. The only difference between a 650 and 750 is screen size and a slightly easier interface solution. Given an iPad really didn’t see the need for cost and real estate. At some point I may put in a G500.

It is entirely reliable when you have a full electrical failure. The purpose of two differing systems is redundancy.

It will be flush mounted and I will keep the vacuum system. Electric AI, vacuum AI, standby vacuum, dual WASS, etc. I like redundancy and low $$’s. I fly a lot of IFR and a lot of hours per year. I have had a lot of things break over those years so my goal is to not only have the in but also have the out.

Certainly a bit of both

They don’t deal much if at all on price but they stand behind their word. I bought my F from them with a annual from Maxwell and they cover all the airworthy ($1500 up tick on price). That also included hanging a new prop that didn’t work exactly as intended but Don expedited the solution and Jimmy paid for it (true to his word $5k hung). You will pay a small premium from them but in my opinion it is worth it. That premium is minimal compared to what you will eventually invest in the plane. Looks decent to me ADS-B, WAAS, low time engine, and auto pilot. Suffice to for just about any mission. I will say (and the C/E owners will come out of their delusional caves or disagree) the back seat sucks. If you only intend to carry 2 (or 4 for very short distances) the E is the rocket ship. Good luck on your search.

No more so as the situation in Iran, Venezuela, Somalia, Zimbabwe, Sudan, and others. A really interesting read to share https://www.amazon.com/The-Dictators-Handbook-Behavior-Politics/dp/1610391845?ie=UTF8&dpID=51rJWjD28HL&dpSrc=sims&preST=_AC_UL160_SR107%2C160_

Well said, you can definitely be my latex salesman anytime.

Get hustling if you are looking to do avionics as due to ADS-B everyone is upgrading. I have a slot in June for work that I scheduled in January. The good guys aren’t dealing much right now either because they don’t have to. I suspect 2nd half of 2020 will be better for deal hunting.

An engine monitor is going to tell you a few things for sure. When the #4 cylinder isn’t firing those are the plugs to check. It saves a lot of time there for sure but nothing super useful. It tells you on final that the #3 engine sucked a valve, broke a ring, or flew off the side of the airplane. Somewhat useful but easily identifiable after you land. With a lot lot of engine logs that you relentlessly analyze, over a lot of hours, with a lot of knowledge what to look for than similar to oil analysis it might tell you something. Odds are it isn’t conclusive and most people aren’t going to interpret the data correctly. I don’t completely devalue them as they are good for aggressive LOP, more accurate than analog, has nice alarms, etc. but for the most part the fuel flow/totalizer is what you want. To say it is critical to have is false at best and I flew 30yrs and a lot of hours (I am finally more ASEL then MSEL all piston) without one, no issues.

I have an EI MVP-50 but really the whole engine monitor thing is over rated unless you are trying to fly extremely LOP and you could fly for 10yrs ROP on what it cost. An IO360 is less sophisticated then the engine on my lawn tractor. If you fly POH speeds and use the POH power settings you will never have any issue. I know becaus I futz around in cross countries and low and behold the engine monitor just validates the free book.

You have Polar Bears in Canada, hence the added caution.

Yes which of course is why people put them on carbureted engines.

Yes you get a 4th knob. You shove throttle all the way in. When it drops below 26” give or take you twist the 4th knob and it adds back manifold. You can develop 100% power to about Fl180. If you never push the 4th knob in you are flying around in a C with a little more fuel burn (about .5 GHO) for same speed due to exhaust change and a little more weight.

Ray jays are very easy to maintain, cheap overhaul, and plenty of parts. They normalize (standard atmospheric pressure) an engine to have benefits for density altitude on take off, in the climb, at altitude. They do not add horsepower like a turbo charger does so easier on the engine. There is an AD to change all the fuel hoses every 5 yrs. I don’t know the numbers on a C but at FL190 which is the sweet spot on my F it is 160-165kts TAS. I did @ 1600 MSL to FL250 in 56 mins. At about 210 the control services get very mushy and you get below 60% power so very diminishing. FL190-200 though is pretty good I specifically sought out an F with a Rayjay because there is really zero downside other then a little loss in useful load and a little more fuel burn. I like to fly 11-12k feet so it is nice for the climb and I can turn the prop down to quiet the cabin without a power loss. I rarely use O2 but when I go to Wyoming I have done a consistent 250+ knots on the return trip as example. I have also used on occasion to top some weather. It doesn’t really add anything to the purchase price, costs nothing to maintain, and is essentially impossible to get aside from buying a plane with it already installed (one of the 2 STC’s is dead).

The Bellanca Viking is an awesome plane but as you say just not the plane for me. It is like a Bonanza comfort crossed with a Mooney efficiency, can’t beat that.

2 minutes and done, thanks.

I would put a pressure gauge on the governor line. If it reads right then you know you issue is either the prop (most likely) or the case (less likely).

A large investment which if done by Lasar is a reputable shop so their advice is sound. Personally I would go with their advice (or have them break in) versus the mass intellect of the Internet. The aviation world is filled of a lot of so called experts.

Question from an 8yr old, engine is 2300 RPM’s what is the prop turning. Too lazy to do my own research but too mindful to make up a number to tell them. Approximate is fine, realize it varies with the prop. Thanks ;-)

The tubular frame of a Mooney is way over played. A 1962 Lincoln is a tank by any stretch but if it hit a modern Tesla head on, the folks in the Tesla are walking away. We tend to turn a lot of what we want to believe about our airplanes into “reality” when it isn’t. The frame is a spill over from the cloth era, nothing more.