lamont337

I'd like to take a look at those. If the need ever rises, I think I'd lean toward bladders since I have the early 48-gallon tanks. PM sent.

Went as small as 49kb, still no luck.

I still can't even with the new site up and running. It says "you have run out of space for uploads" not matter how much re-sizing I do. Anyone else seeing this?

Quote: DaveL Someone sent my a POH, but I don't think it included the differences. I'll PM you my email -4MB isn't too bad

Quote: DaveL I'd like to resurrect this thread and ask for where I might find a POH or owner's manual for my recently purchased 1962 M20C. Thanks! Dave

I'll be glad to help because I feel I've gotten a lot of value from this site, but I'd rather just use PayPal (in advance) than pay 10% for someone else to "hold" the money, so to speak.

What, no spare key? http://www.aircraftspruce.com/catalog/elpages/igswitches2.php You can get the components separate also.

I don't have the 3g model (ipad 2) so I use a bad elf but won't recommend it. Great when it's working, but easy to lose and becomes dislodged too easily. If I spring for another similar product I think it'll be a GPS/ADS-B unit like Clarity or Stratus.

What are you guys using as a reciever? I've been thinking about switching to Foreflight to WingX and picking up a Clarity Dual.

Very cool! I didn't know about this until your post but I'll give it a try on my IFR training flight tonight. Thanks!

What did you do with the wing leveler? Still have the parts?

Southwest Texas Aviation is a Mooney Service Center (MSC) just down the road in San Marcos, perhaps they can get you started. Also, Mooney lists all MSC's by state and Texas is home to some of the more well known names when it comes to Mooney knowledge and experience, but I have never used any of them personally. Perhaps one of them is closer to where the plane is currently based. Good luck http://www.mooney.com/service-support/mooney-service-centers-3.html

Scott- I also do NOT have a filter so I send a sample to Blackstone Labs with every 25 hr oil change. Cost is $25 and they send you the sample kit for free. You only pay when you actually send the sample to them. I'll probably be adding an oil filter adapter at annual in August so I'll bump it up to 50 hours, but I'll still send in a sample. My plane sat quite a bit in the years before I bought it so I wanted confirmation that the wear metals were in line with the universal averages for my engine. I consider it a very important layer for early detection of a problem. From what I've seen Blackstone is also very good about telling you what part of the engine the specific elements may be coming from. Hope this helps, and yes I recommend oil analysis. If you like I can email you my last two reports so you can get an idea of what is covered.

J- Concerning soft field ops, it can certainly be done. Browse the photo galleries for a member named Piperpainter and you'll be convinced. As far as fit goes, your exact height isn't the only determining factor. Some people are all leg so you really have to sit in one. Also, any of the models that you mentioned (with the exception of the fixed gear M20D) should get you at least 140kts and right around 1000 useful. Mine is actually 998 but hey, who's counting. Book numbers for the F are closer to 1100 but it all depends on installed equipment. Published numbers for the various models can be found below: http://www.pilotfriend.com/aircraft%20performance/Mooney/mooney.htm Good luck with the hunt and welcome to MooneySpace.

Where is the plane?

My POH lists the rear seat passenger arm as 70.7, baggage as 93, and hatrack at 114 so yeah, I can see how your numbers are coming up very far aft. I have it in PDF form if you'd like me to email it to you.

Don't quote me, but i believe those numbers relate to L/Dmax, and there is probably a certification reason that requires the manufacturer to find those numbers during testing. If you have the same manual I do, you'll notice those numbers are also about the same as your best glide speed. You are right though, the fixed costs of operating the engine will most likely eat up any savings in fuel and I can only think of a few reasons to fly at those speeds, such as being dangerously low on fuel or sightseeing. I vaguely remember some aircraft/engine combos developing problems because they were ran like this during search and rescue/loitering operations, but the specifics escape me at the moment. I guess the real question is, why would a guy regularly fly such a fast airplane so slow?

Quote: welderjay I am new to the forums and new to Mooney. I have been interested in buying a plane since getting my ppl.This will be my first purchase and I am nervous. Recently I started looking at Mooney's for all the reasons many of you have. I came across one at my local field that alot of my flying friends know the history of and recommend. Being new to Mooney's I thought I would post some brief details and my concerns for some knowledgable opinions. The plane is a '65 M20C with 5300tt , 1380smoh. There is no damage history, the logbooks and maintenance are impeccable (all AD have been complied with), the fuel tanks have bladders, the plane has speed brakes and a new hartzell prop and hub eliminating the AD. I spoke with the two previous A&Ps who have done the last 6 years annuals, and both say the plane is sound and had very little skimped on in maintenance. Now for my concerns. The airframe total time, it seems to have had regular corrosion treatments and no damage history. Should I be concerned? I can find no record of Sb208b having been completed, it has lived outside in CA for the last few years. I cannot find , nor can I afford a hanger right now so it will continue to live outside with cover, any issue with this? If at prebuy I have sb208b preformed and a thorough spar inspection and gear swing, and barring any other major issues should I pull the trigger? I can pick it up for mid Twenty. Like I said I'm nervous about taking the leap and would like others opinions.Thanks in advance Jason

My POH states, "The red indicator light will come on if the handle on the retraction lever is not sufficienlty engaged in the down and locked position..." Sounds like its somewhere at the block that the bar locks into but I've never looked for it specifically. I'll have to take a closer look next time I'm out at the plane. Brian

I have to agree with KSMooniac in that you shouldn't be waiting on the factory, but looking for a mechanic that can fabricate the needed parts. Buy the sheet metal, measure twice... I'm lucky in that I'm very active in my local EAA chapter and know several homebuilders that could make short work of those skins. Of course you'll need a sign off, so get an A&P on board before any work is performed.

+1 for everything that GeorgePerry said, especially a link to donate. I'm in for a few bucks. Very cool Joel!