Bob_Belville

I noticed. But I'm not sure what the engineering authority is for that. That's Don's question. Are the mounts designed for load in that plane?

Uh Huh. There is at least a remote possibility that the fellows pulling the strings of your "engineers" are actually lawyers whose pronouncements are based on CYA, not strength of materials and structures. But hey, whatever suits you and your A&P.

If it's in your budget I would think this one would be worth prompt investigating. I did not notice a listing date, is it fresh? I suspect you know of our advice for a PPI and a careful investigation to what might not be mentioned in the ad. The only obvious, to me, missing equipment would be ADS-B compliance and the very nice byproduct of ADS-B -- TIS and NEXRAD which displays great on the GTN750. I own an old E and do not keep up with current market pricing but considering the nice paint and interior, the GTN750, and the fresh engine ISTM the value is there. (I would think 5 AMU is a reasonable budget for ADS-B. I like my GDL88 which might require a different xponder, not sure.) Happy hunting!

My $0.02 on the relative value of past elective surgery. I have an vintage short body Mooney with a lot (all?) possibly speed mods. These are nice and now are expensive, in some cases impossible, to do. But imnsho the panel and the engine are much more important considerations, particularly in a C model. Even an all-original, as to mods, C is fast and efficient compared to anything else in this price range except for a 200 HP Mooney and even then the difference is not very important for most trips (maybe 10-15% slower than a C or J at cruise if one can believe the proud C owners here) and is not important at all for local flying and $100 burger runs.

Ah, another man made global warming skeptic.

Interesting. The only screws holding my w'shield are those in the sheet metal trim piece covering the lower edge of the window. The detail can be seen in the pics above. The original upgrade was done in 1993. I do not know what was involved in that mod. I do know that the interior trim which was part of the old, 2 piece, more vertical w'shield does not fit the 201 w'shield very well. On the wish list...

Lake Aero STC SA3263NM part list # 310316-001 (The STC itself is at the hangar, and contrary to common misconception, I do not live there. But I'll check unless the details are on line somewhere.)

Byron's explanation is spot on as to what has to be done to fit a 1/4" thick windshield into a 3/6" slot. And, at least in my case, the depth that the window goes into the slot varied quite a lot around the perimeter - I'd guess from ~ 1/2 to ~1" - hence his 30-40 times to fit/skive/fit and exactly why I stuck with 3/16". I guess taking a pelican in the teeth has a higher probability than winning a billion dollar lottery but I decided to take that chance.

+1 for my E

Yeah, I made the same point to Phil a couple of years ago. It is Jimmy Garrison's worksheet and I suspect he must have something better since they are so active in the market. I pulled some of his markup from the M20J sheet and applied them to my E. I might entertain an offer for something less than $118k for a 50 year old short body. 1966 M20E $59,480 base value - zero time AF & engine 2960 TTAF -$5,600 ($1.80/hr) 5328 SMOH $0 ($13.hr) Adjust SFRM $0 ( it is a factory zero time but also 12 years old) sub total $53,880 Auto pilot - STEC 50 w Alt Hld $5,000 Prop - Scimitar $2,000 (worksheet has $1500 for a B series Hartzell) 2000 Stormscope - WX-900 $2,000 (reconditioned 2012) 201 windshield $2,000 201 panel/glareshield $2,000 (complete new panel 2012 better than 201!) 201 cowl $2,000 One Piece Belly $1,000 O&N Bladders $1,000 speed brakes $2,000 2000 Other mods: 1) Oil cooler relocated 2) Mooney 201 Spinner & spinner bulkhead assys 3) Dorsal Fin Fairing 4) Tail Root Fairing Horizontal 5) Wheel well liner covers 6) Wing Root Leading Edge Fairing 7) Relocated Cleveland wheel brake assys 8) Hinge cover on Aileron, Elevator, & Rudder assy 9) Aileron lower gap seals 10) Flap gap seals $5,000 ? 5000 sub total $77,880 (paid $54,500 2/2012) since 2/2012: Aspen PFD 1000 $8,220 (cost $13,700 2012) 8220 GPS - GTN 750 $14,000 (cost $18,000 2012) JPI 930 $5,340 (cost $8900 2012) 5340 GDL 88 - ADS-B in & out -traffic, weather $3,000 (cost $4,320, 2013) 3000 GPS 696 $1,000 (panel mount and sync to 750) 1000 CYA100 AOA $500 New 3/16" solar grey windows all around w door vent window $2,000 Powerflow $2,500 (cost $5000 2012) 2500 Fine wire plugs $200 200 leather interior $4,000 excellent - new 2012 total $118,640 29260

Doug(?) has the plane been tied down, or hangared, in the Houston area? How many hours flown last year?

Here's a worksheet that will help you evaluate what folk value... (it hasn't been updated in a couple of years so it might not reflect overall prices. It should help with relative value of airframe, engine, panel, etc. http://www.vintagemooneygroup.com/M20FValuation.html

I went with 3/16" thickness all around. (Solar Grey from GLAP) That was thicker than the original rear windows and perhaps the door. 1/4" would have been really mean to fit into the slot. A lot of skiving of the edge would be necessary which would involve a lot of cut/test fit/cut/test fit. I'm glad we stuck to the 3/16" for the ws though 1/4" would not be a problem for the other 4 pieces. N.B., we used PR-1428-B2, a "slow" setting, 2 part "fuel tank access panel" sealant. DMax has been using this for windows for years and the Mooney factory confirmed that they use it for current production.

Js are different from C/Es. I have a J windshield in an E. We replaced the windshield a few weeks ago so I know it (too) well. The plexi goes up and back into a slot. Then a trim piece covers the whole bottom edge. The only screws are in the lower edge of the trim piece. (I'll spare you the details of removing screws and almost inaccessible nuts and old mastic, etc...)

Hank, Clarence or someone who knows Cs will have to chime in. On my E the switch is mounted on the throttle cable in the cabin, right behind the control panel. The pic is of my old and new cable (MacFarland did not mill the slot in the shielding initially and remade it). The limit switch rides in the milled slot and is tripped where it flex cable connects to the rigid rod. I'm not sure why your C would be different though it might be.

Great!

Mine was much too high as well, about 20" MAP. When we replaced the throttle cable a few weeks ago we mounted the limit switch closer to the panel which fixed the problem, trips @ ~ 14-15" MAP. I wished I'd done it sooner, it was just a matter of loosening the limit switch mount and sliding it so that the throttle cable (rod) has to be moved more to the closed position to trip the switch. I would not think it would take your A&P 15 minutes to adjust.

Heaven forbid you ever had to pull up the #4 IA on the I(whateveritis) mounted on the yoke.

David, I think this question has been asked and answered but this thread is 14 pages and growing so I'll ask again. My '66E has the LASAR mod relocating the oil cooler and adding a second landing light in its place. Will that cause any difficulty with the new cowl?

Yikes, Marauder has pics of blonds, brunettes, and redheads. Probably baldies and bearded. But his is certainly the fancier panel... I don't have a backup Aspen. (And my old panel is already over 3 years old and all I've added is the neat little AOA. Meanwhile B26's mistress has had several bangles bestowed on her.)

And Marauder loves this simple old layout. It's spartan but I get by.

I don't get the jack high enough to pin them. One of my old jacks does bleed down a little over several days so I do not leave the gear up when I leave the plane overnight even though the jack would bottom out in a safe position.

When I had a prop strike in MA a couple of years ago New England Prop near you in CN did a good and timely job.

Thanks! I note that at stall/landing speeds (70 & 80 mph on the chart), full flaps, the difference is 1 mph, less than the allowed ASI error. It does indicate that at cruise speeds IAS is 3 or 4 mph high. I assume my GTN 750 uses IAS to calculate TAS so it would read correspondingly high.

Ross, thanks for the charts. That first one is not included in our older model owners (sic) manuals and is the only one that compares IAS and CAS. The stall speeds in the bottom left chart are IAS per the footnote. Not CAS. The top left chart starts at 65 mph, above the full flap stall speed. And it appears that at 65 MPH, full flaps, zero bank, the IAS is between CAS no power and CAS power! And finally, the footnote in the top chart, an ASI has an acceptable (im)precision of +/- 2.5 mph which is a greater than the difference between CAS and IAS! I conclude that for the speeds in the landing range the subtlety of IAS vs CAS can be ignored. But it well might be worthwhile to do some stall work and compare your particular plane to the book speeds at gross and light, w&w/o flaps, w&w/o power. Those comparisons will be more useful. Or just install an AOA.