Mooneymite

Barnstormers has a few: MOONEY M20C • $32,900 • BEST DEAL EVER! • 1964 M20C, currently undergoing fresh annual, LASAR nosewheel mod and main gear rebuilt, approx 3800TT, 480 SMOH Mattituk 2004, 600 SPOH, Narco 12D, Garmin GNC 250 with com, glide slope, narco audio panel with marker beacon, AT 150 with encoder and ADF, new Gill battery. Paint is an 8, original interior 6-7. Also has new horizon gyro, a stormscope strike finder and comes with a custom cover. This is a lot of airplane for the money. Call Joe 845 629-6234 for more info. If your looking for a solid complex that’s ready to build time in or tour the country this is it. • Contact Joseph Afonso, Owner - located Wallkill, NY United States • Telephone: 8456296234 • Fax: 8456296234 • Posted October 17, 2019 M20C • $35,000 • AVAILABLE FOR SALE • 1969 Mooney M20C. Electric Gear, SN3308 HSI, KI-209, KMA-24, SPA-400, GNC300XL, KX-155 ILS/VOR, NARCO, AT150, UAvioni TailBeacon (not installed. new in box) • Contact Jason Ash, Owner - located San Diego, CA United States • Telephone: 3125236767 • Posted October 13, 2019 1968 MOONEY M20C • $36,000 • PRICED FOR FAST SALE • 4708 TTAF, 1356 Engine SFOH, 207 SPOH, L-3 Lynx 9000 ADS-B In/Out, KMA-20, KN-62, KY-92, TKM MX-11, Dual NAV 122, Genave 303 MB, KR-86, 406 Mhz ELT, Bladder Fuel Tanks, Standby VAC, Pulselight, Rosen Visors, Cabin Cover, New battery. Annual due 12/2019. • Contact David Meehan - DM AIRCRAFT SALES, Broker - located Kennebunk, ME United States • Telephone: 207 809-4354 • Posted October 11, 2019 1962 MOONEY M20C • $39,000 • FOR SALE • Flap gap seals, 201 windshield, Narco HSI, KNS80, Escort II nav/com, KY 197 com, KR86 ADF. • Contact Mike Heffner, Owner - located Livermore, CA United States • Telephone: 925-833-7854 • Posted October 12, 2019

Given that you don't care much about the avionics, your $42K is probably pretty reasonable. However, the devil is in the details. Aside from no preference for avionics, what are you "hoping for" for $42K besides a sound airframe and engine? Do you plan on keeping the plane in a hangar, or tied down in S. FL?

There are a gazillion Mooneys out there. Virtually all of them are for sale .... at the right price. So? How about listing all the things that you want in a Mooney and how much you're willing to pay? It also helps if we know where you fly out of and what your experience is... Give a little info, get a little info!

Land uphill at Fallwell, unless you're in a soap box derby:

Piece of cake in a Mooneymite!

I've operated off grass for 21 years. Grass is unpredictable because there are so many variables at play. The length of the grass is a huge factor, but the type of grass also affects performance. One thing for sure: braking action on wet grass can be nil. The good news is you probably won't flat spot your tires on grass.

If you watch the whole video, they have an add-on which allows the nose gear to swivel.....something for everyone, at a price.

14 CFR 1.1 Flight time means: (1) Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing; or (2) For a glider without self-launch capability, pilot time that commences when the glider is towed for the purpose of flight and ends when the glider comes to rest after landing. This is very different from what constitutes flight time on an engine. Generally, only airborne time counts toward TBO, but there are exceptions to this.

I am surprised that no one has really made the distinction between flight time and duty time and the inter-relationship. Think about this: you wake up at 0700, start flying at 8. In one hour you get to your destination and do 8 hard hours of negotiations on a business deal. Then you fly one hour home. That's only 2 hours flight time, but you may be totally worn out and unfit to fly. About the last person in the world who should be making decisions about fitness to fly is a fatigued pilot. You have to determine the rules when you are not fatigued. Rules that include total duty time, not just flight time. Here's the guidance for part 135; part 121 is similar, but different: § 135.267 Flight time limitations and rest requirements: Unscheduled one- and two-pilot crews. (a) No certificate holder may assign any flight crewmember, and no flight crewmember may accept an assignment, for flight time as a member of a one- or two-pilot crew if that crewmember's total flight time in all commercial flying will exceed - (1) 500 hours in any calendar quarter. (2) 800 hours in any two consecutive calendar quarters. (3) 1,400 hours in any calendar year. (b) Except as provided in paragraph (c) of this section, during any 24 consecutive hours the total flight time of the assigned flight when added to any other commercial flying by that flight crewmember may not exceed - (1) 8 hours for a flight crew consisting of one pilot; or (2) 10 hours for a flight crew consisting of two pilots qualified under this part for the operation being conducted. (c) A flight crewmember's flight time may exceed the flight time limits of paragraph (b) of this section if the assigned flight time occurs during a regularly assigned duty period of no more than 14 hours and - (1) If this duty period is immediately preceded by and followed by a required rest period of at least 10 consecutive hours of rest; (2) If flight time is assigned during this period, that total flight time when added to any other commercial flying by the flight crewmember may not exceed - (i) 8 hours for a flight crew consisting of one pilot; or (ii) 10 hours for a flight crew consisting of two pilots; and (3) If the combined duty and rest periods equal 24 hours. (d) Each assignment under paragraph (b) of this section must provide for at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. (e) When a flight crewmember has exceeded the daily flight time limitations in this section, because of circumstances beyond the control of the certificate holder or flight crewmember (such as adverse weather conditions), that flight crewmember must have a rest period before being assigned or accepting an assignment for flight time of at least - (1) 11 consecutive hours of rest if the flight time limitation is exceeded by not more than 30 minutes; (2) 12 consecutive hours of rest if the flight time limitation is exceeded by more than 30 minutes, but not more than 60 minutes; and (3) 16 consecutive hours of rest if the flight time limitation is exceeded by more than 60 minutes. (f) The certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each in each calendar quarter.

No. All four wheels castor. Think about it. There are a ton of variations on this dolly; some do not require lifting the wheel. Google "car dolly", or something like that.

And I agree with you generally. My truss was "at limits" when I bought it 21 years ago. It still is. We check it every year. However, at this point I am questioning the 1/32 "limit". Where did it come from, is it accurate? Ultimate question: At what depth/severity does the dent become too much?

Well, there are sometimes "gaps" in what the manufacturer tells us. The Boeinig MAX is a good example. Did you see where Boeing operators just got surprised by the "Pickle Fork AD"? Really, these things evolve from the users.....

Tha FAA's Aircraft Inspection and Repair manual has a large section on repair of dented tubing. Is the 1/32" dent limit a Mooney limitation specific to the nose truss, or is it derived from the FAA's guidance? Is it in fact a "limitation", or is it "guidance"? https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_43.13-1B_w-chg1.pdf