FloridaMan

I wondered this myself. My theory is that possibly the FOD caused a valve to stick open momentarily and that the damage may have occurred after I pulled the power. It wasn't a complete power loss and it wasn't a popping and misfiring like it did after restarting on the ground, but it was like the engine got a lot quieter -- sortof like if you block the intake of a car engine. That's why I initially thought the mixture was set super lean, even though it's never moved on me and it's part of a final checklist that I execute while positioning on the runway. The best way to describe it is the way the engine sounds in this video of the 182 with a failure just before the 3 minute mark:

Yes, forward slip holding altitude to slow down, then once airspeed got under control I held the slip into the descent.

REM37BY. Ram air inspection is a preflight item.

I was very clear-headed through the entire thing, and I know because I remembered it so clearly. I also made notes afterwards. My passenger was terrified. I've been much more afraid seeing a car coming towards me across a barricaded median than I was during this landing. This was a scenario that I had rehearsed in my head. If I had to put it in the trees, I would have done so; I would have not considered turning back.

Yes. I had it annualed and have put about 50 hours on it since then. I haven't heard from the FSDO for several months.

Several months ago I lost my engine on takeoff at around 200ft and 120mph. I wasn't going to post anything about it, but I'm posting at the behest of others who thought that sharing my experience might save somebody's life. Here is what happened and what I did. The end result is that nobody was injured and the airplane was undamaged. The cause was FOD entering the #4 cylinder and destroying both spark plugs on initial climb out. The FOD was never found. I have an advanced graphic engine monitor and there was absolutely no indication of an imminent or pending failure. I fly between 150 and 250 hours/yr. I keep close tabs on the maintenance of my airplane, the only people that I allow to touch it are highly reputable and competent. And I'm saying this because I make a significant effort to eliminate myself from the groups and behaviors that make up accident statistics. I don't care who maintains your airplane, how many hours are on your engine or if it's brand new, this is something that can happen to you too. It was a hot day back in June; outside air temperature was above 90. Field elevation was a few hundred feet, winds were 9G16 with the windsock dancing perpendicular to the runway. I was close to max gross with two souls on board, full fuel and baggage. I was given an intersection departure on an 11,000ft runway. I declined the intersection departure and spent several minutes in my long taxi to the end of the runway. On takeoff, I accelerated down the runway with the intention of reaching Vy while in ground effect because of the shifty winds, hot temperature and weight of the airplane. Within seconds of pitching up, my engine because noticeably quiet, as if the mixture was out. I look down, verify the handles are all full-forward, look over the cowling and see what looks like maybe 2000ft of runway remaining with a field at the end. There are powerlines and a neighborhood at the end of the field. I was given a sage piece of advice by another pilot in the past: "Remember that when the engine stops making power, the airplane no longer belongs to you. It belongs to the insurance company." I did not hesitate to pull the throttle to idle, stood on the right rudder, dropped the gear, pumped in full flaps, slowed down and then dropped down towards the field with the rudder still at full deflection, pulling back on the yoke to add as much drag as possible. I frequently operate out of short fields with obstacles and I've found when fast and high that getting rid of airspeed before altitude shortens landing distance. Tower calls me, "Is everything ok?" "I've lost my engine." The field was a terraced down-sloping run-off field covered in weeds about four feet high. I forced the plane down fast, I'm guessing between 80 and 90 mph, on the mains because I knew that otherwise I would not be able to stop in time. The plane plowed through the weeds becoming airborne multiple times while barreling down the terraced field. I had full control authority. I had dropped the gear to add drag; it ended up being the right decision not only because it saved the aircraft, but it meant that my control surfaces remained undamaged and I was able to continue flying the airplane. I went from 120mph and 200ft to stopped in less than 4000ft. I stopped about 30 yards short of the neighborhood. In seeing it approach I was preparing to dig a wing into the ground if I had to. The only thought that wasn't related to flying that I had, while plowing through the tall grass, was "shit; is this it?" Upon stopping, I notice I still have the mic keyed. I tell the tower that "we're ok." They tell us emergency services are on their way. I started to turn off switches, then realize that we just needed to get out of the airplane. I had forgotten to unlatch the door, but I don't think that I would've had time to do so. Upon recovery of the airplane, the engine ran like crap. It was backfiring and popping and the #4 cylinder was completely offline. It was nice at least knowing that there was something wrong with the airplane. The most important decision that saved my ass was declining the intersection departure, and I bet that ground controller that gave it to me appreciated it as well. That first decision made the second one, to land immediately, possible. Had the terrain beneath me been less hospitable or had the field gone on forever, I might have attempted to nurse the plane along. I had split second to accept the one viable option at the time and took it without attempting to further diagnose the issue. Because it was a controlled field, the FSDO was immediately involved. All of my pilot and aircraft records were scrutinized.

I have these in my 67F. They are excellent and are good for peace of mind in flight. They tend to read spot-on when on the ground, a couple gallons low in cruise and read zero when you're under 10 gallons in cruise. Sent from my iPhone using Tapatalk

Just as a note, make sure if you're going to finance through NAFCO that you get a history report from aerospace-reports; AOPA only goes back 10 years and NAFCO goes back the entire duration of the aircraft's history.

Yeah, seriously. It looks like a Mooney fucked a Cirrus and out pops Rumer Willis.

That is an ugly airplane.

The big con is that the pre-J Mooneys, as far as I'm aware, had Hartzell props and finding a J spinner for a Hartzell prop is next to impossible. I know this from experience when my spinner bulkhead cracked (I have the LoPresti cowling that requires the J-style spinner). AFAIK, the only real source for used was from a few early J's that had Hartzell Q-Tip props and the occasional C/E/F owner that installed the spinner years ago. My understanding is that Hartzell now makes a replacement spinner assembly to the tune of around $2400. Also, the Mooney spinners have these cheek plates that like to crack and will cost you $400 each to replace.

$40,000 for a nicely equipped late 60s M20F is a reasonable expectation. I am partial to the 1967 year; they made 1000 of them. You should be able to find one with a GNS430 and a mid-time engine for that. I have a 67 with the manual gear and I highly recommend the model; I paid more, but given the equipment and condition, it was impossible to walk away from it. The manual gear is very low maintenance and may have helped to save my ass due to the transition speed when I had an engine failure at 200ft I was able to get the gear down, land in the field at the end of the runway and walk away without injury to any occupants, airframe, propeller or engine, aside from what caused the failure (unknown FOD in the #4 cylinder destroying both spark plugs on initial climb). The accident survival statistics in Mooneys are exceptional and seem to show that if you keep it flying it to the ground without stalling that you'll survive. I believe there are a number of planes listed online at excessive prices by people who may be under pressure to sell (honey, you need to sell your airplane), or would be willing to sell if the price was right. Maintenance costs have been reasonable and I don't believe much different from what it costs to maintain a retractable Cessna and parts aren't too bad, especially if you compare the costs to a Beechcraft. Though a Bonanza is a sweet machine and I'd love to have one if I had the money. I keep my minimums conservative, but I have had weather turn on me and flown ILS approaches to minimums and got myself into an embedded build-up once that didn't paint until after I was inside of it and was terrifying, but I came through alright. I fixed the PC system after that (in my case, there were dry-rotted hoses behind the panel). Though the fox says the grapes are sour and that Bonanzas also have "too many" statistical in-flight breakups for my comfort. I have friends at KMTN and have been meaning to come visit for some time now...

That is one reason I went with the EDM-900 instead of the EI 30P. The fuel gauges were certified in the EDM-900 and there was a $400-500 off special.

I'd look at the spider. There was a J totaled with injuries where there was corrosion inside the spider that caused a failure on takeoff. Your symptoms sound like a clogged injector, except it's changing cylinders. Do you have the dual magneto? Have you tried switching mags when this is happening?

Keep in mind Wonder if mine shows any sign of an impending failure before I lost #4 and stuffed it in.

Killing the electricals and opening the door were the two items I did not do in my landing, though I don't think I had time myself going from 200ft and 120mph to stopped in < 4000ft I was a bit task saturated.

Actually, come to think of it, what does the FAA's statement have to do with anything but enforcement? Isn't determining the cause up to the NTSB? Sent from my iPhone using Tapatalk

Yes, and the later model J's were certified to fly with an extra 160 lbs max gross. Ferry permits allow for 110 percent of max gross within CG limitations without an engineering evaluation ( http://www.faa-aircraft-certification.com/overweight-aircraft.html ). That means that the M20F could operate without an engineering evaluation for ferry operations at 274lbs heavier, or a later J could operate with essentially the same flight characteristics and powerplant at 440lbs over the max gross of that M20F. I don't think 300lbs over max gross brought that plane down. And I believe that in incident involving the C model with five large people, it was found that there was significant amounts of water in the carburetor.

This forum sure is quick to guess and second guess incidents. I had an engine failure several months ago. The symptom was that the engine got quieter and I was no longer climbing. Upon recovery it was discovered that both spark plugs in the #4 cylinder failed due to damage caused by suspected FOD.

Where are you located?

I've had it twice. Both times it was the output wire broken at the connector to where it was difficult to see until the alternator was removed.

There's another fuel pump manufacturer that was at Sun-n-Fun last year who supposedly have a PMA for a new replacement. I can't remember who it was, but they had free water at their booth. I think it might've been these guys: http://cjaviation.com/

Any risks of storms in the area? It's common in south florida to have overcast with convective activity, even in the "cold" months, just the systems cook up a little more slowly, but I would still keep a large margin of safety and travel early in the day with plenty of fuel if there is convective activity in the area. Looking outside of my window right now I see massive buildups wearing lenticular hats.

I was going to suggest that you take your thumb and firmly press against the gauge, but it looks like your mechanic figured it out. I had the same issue prior to having my engine monitor installed. Oil pressure was fine (you should see it drop if temperature was high) and I verified the temperature at the filter with a thermometer upon landing. I discovered it was the gauge when I noticed that the gauge did not drop to zero when I turned off the master, which to me indicated that the coil was still energized (bad ground).

As I understand it, there is a major human factors issue with the Airbus in that the controls are not coupled. You and your copilot may both be task saturated with one person realizing the stall and the other pulling back to climb; the computer averages the control input preventing stall recovery and preventing the pilot who is trying to recover from having effective input to break the stall. Furthermore, as I understand it, the Airbus will "autotrim" to relieve control pressure and require manual intervention to remove the trim. If the plane is so damned smart, why the fuck can't it realize that it's stalled?