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So what . . lol? 61.113 describes the privileges and limitations of a Private Pilot Certificate. You don't get to exercise those privileges without a valid medical, including Basic Med(ical). Instead of going through the Special Issuance process, which he never received, you can't just find a doctor that doesn't know your medical history and lie on the medical history portion of the Basic Med app and now have a valid medical. The relevant cause of flying without being instrument current, although stupid, is superseded by the fact that he wasn't legal to even exercise his privileges to fly in severe clear VFR weather. I am the last person in the world that thinks that insurance shouldn't cover common mistakes that are made that result in an accident - that's the whole purpose of having it. However I don't think it's too much to ask that the insured actually be a pilot who is legal to fly the airplane. Do you think the insurance should still be valid if someone lies and says they have a Private Pilot Certificate, but actually doesn't?

So the pilot of the Cirrus that spun in at Love Field in 2016 was at 25 months since her last flight review so just one month out of currency. One could make the argument that her unfortunate lack of airmanship might have been corrected prior to the accident had she received a proper FR in the weeks leading up to the accident flight. It's no stretch to attribute that accident to task saturation and poor airmanship, the very reason we get a flight review is to identify and rectify deficiencies in our performance. Legally out of currency and a fatal accident attributed to poor airmanship. Should her insurance have denied to cover that loss? The same case could be made for the Mooney accident. Much easier to make the case that his lack of instrument currency was causal when compared to the medical issues. I'm sympathetic to your view point, but I think that the professionals in the industry have repeatedly encountered this situation and found it preferable to err on the side of paying claims in spite of bad boy/bad girl acts. In the case of this Mooney accident, you appear to be implying that there was intentional and deliberate fraud with regard to this pilot's policy renewal. I don't think we have enough information to be sure of that but it's certainly a strong possibility. In such a case, I think it's prudent to pay the liability claims but the pilot and their heirs do not collect.

Is there any evidence the lack of medical was the cause of the crash? The NTSB didn't think so. Is your contention he should be denied insurance despite the fact that the rule he broke was completely unrelated to the cause of the crash? If so, why stop there? What if he was fleeing from robbing a store but was otherwise legal? Should he be denied coverage because of that? After all, the crime is unrelated to the crash but he did just break the law, not just an FAA regulation. Or, is it just 'anything' you decide is related to aviation? So, if you knowingly fly one day out of 90 currency and crash should you be denied coverage? How about if you knowingly fly 1 pound over gross and crash due to running out of gas? Heck, there is a reg about carrying sufficient fuel so why isn't that a deliberate violation... I mean, you must have been cognizant fuel was low but deliberately and knowingly continued on anyway. Deny that coverage, right? Flying to your annual a few days after your old annual expired because of a weather delay? This guy, even per the NTSB, didn't crash because of lack of a valid medical but from spatial disorientation. Why do you feel he should be denied coverage for something unrelated to the crash? A better argument would be that he was out of instrument currency. So, we are back to who is the arbiter of how far out is too far out before coverage is denied? I'm comfortable with the insurance companies making that call. I guess I'm just tired of all the holier than thou Monday morning QBs looking for any reason to deny insurance coverage so their precious premiums don't go up. The worst are the ones that want to deny coverage for gear ups! But the moral high ground argument (oh, he broke the 'rule' so DENY, DENY, DENY!! I'm so righteous.) are tiresome, as well. Ever knowingly drive over the speed limit? Think your auto insurance should be denied if you crash while speeding? How about someone injured by your illegal actions, be they in an auto or an airplane? Should they be denied compensation from your insurance because you broke a rule or law? How about your example: you let someone drive that isn't licensed and they injure someone in a crash and you don't have assets to cover since the insurance denies coverage? Does that seem just? Change it up a bit: your unlicensed hypothetical driver is in an accident that is NOT his fault; he's sitting at a signal and is rear ended at a stoplight by an uninsured driver. You okay with your insurance denying coverage? How about if someone else in your car is injured? Still okay with coverage denied? Be careful on that high horse; the fall may hurt more than you might think.

Huge difference between making a mistake, which we all do, and flying illegally, with no medical, which I hope none of us do. That's not a mistake, that's intentional. Should they cover someone without a license? If I knowingly let an unlicensed driver drive my car, should my (and maybe your) carrier cover me? Personally I don't think so, but everyone has their own viewpoint.

To reiterate @Shadrach, and others, what do you buy insurance for? To cover YOUR MISTAKES! Do you really want to pay for a policy that is going to deny YOU coverage because YOU broke a rule? Be VERY careful for what you wish for when saying, "You would think" insurers should deny coverage for legally errant pilots. Ask yourself how many accident reports you have read where the pilot was innocent of any and all transgressions.

Hey folks, I was wondering if there is anyone in the Central Texas area who would be willing to take an aspiring Mooney owner up for a ride. I am saving up to buy a plane within the next year or two, and the M20 is my top choice right now. I would like to have a little bit of hands-on experience with the M20 before continuing to plan for buying one. If anyone is willing to fly together, I can come to you as long as your plane is based within 100NM or so from Austin and I'd happily cover the gas. I am a low time (~100hrs) PPL, so probably not quite enough experience to actually own or even fly an M20 quite yet. How much experience did you all have before buying your planes? Did you have much time in the Mooney, specifically, before you bought yours?

Thanks for the responses! And yes, I understand how this process normally works. The owner of the rental was just reluctant to let me transition train using his plane, so I thought I would see about another option. Thanks @carusoam for the information provided. I will approach the owner with an offer to cover the extra cost to insurance and maybe that is all that is needed.

Hole in nose gear well to belly. From there, through the opening for the trim chain. Or the cloth coverage of the Johnson bar hole cover. Maybe the air vents.

I made all of my aluminum armrests and they look very similar to what you posted. Start with a piece of aluminum bigger than you need and make that long bend first. I think I bent mine over the edge of my work bench; I may have used a sheet metal break; can't remember. You need something with the radius to bend it over. Then cut it to size; smooth the edges, round the corners, pop rivet the nut plates, add the foam padding, then cover with upholstery. It's a time consuming job but it can be done nicely.

I would call Hector at AeroComfort and sweet talk him into letting you ship him your side panels (not heavy or expensive to ship in the grand scheme). He will cover them in Ultraleather and stitch the seams. It's the closest thing to a new Mooney interior you'll find. BEFORE: AFTER: This is from a ‘93 Bravo that I had him do. I took out the panels - he did them and I re-installed.

Mooney N58089 $175,000 OBO 1985 M20K 305 Rocket Serial 25-0872 Based at: KHEG (JAX area) and 6D6 (Hastings, MI) TSMOH: 602 TTAF: 2894 TTE: 2000 Prop: 602 Annual due: 11-2024 IFR Cert Due: 04-2025 Empty Wt: 2230.4 Empty Wt CG: 42.87 Useful Load: 969.6 Avionics: Garmin GI-275 Engine Monitor, Garmin GNX-375 GPS w/Transponder, PMA-8000 Audio Panel, Garmin GTR 200B VHF Com, Garmin G5 HSI, Garmin GNC 255 Nav/Com, King KAP 150 Autopilot w/297 Altitude Preselect. Full IFR panel makeover 9-2022, USB port included. Detailed Description: 1985 Mooney 305 Rocket. 2894 TT, Turbo Continental 520, Garmin GI-275 Engine Monitor replaces all engine instruments, Garmin GNX-375 GPS with Transponder, Monroy Long Range Tanks, Speed Brakes, Four Place Oxygen. Misc: All logbooks digitized, extras include instruments removed from panel upgrade in 2002, LED landing light installed 2021, nose gear landing pucks replaced 04-2024, Mike Busch books, customized aircraft cover & accessories, 2 lightspeed headsets, and various other aircraft consumables. Currently subscribed to the Savvy Aviation maintenance concierge program which is transferrable. Additionally, I have a Garmin database subscription that expires 10-2024, which may be transferrable. Extra SD card included for database updates (handy!) Note: I bought the plane 3 years ago and installed the new panel, as well as cleaned up some deferred maintenance items. The plane is a beautiful, fast cross-country IFR platform that burns approx. 18 gal/hr at cruise of over 180kts. It has a 100+ gallon fuel capacity, and 4+ hours range. Unfortunately, due to health issues in the family, and a change of mission, I need to sell it. Google drive link for all logbooks, pictures, etc. More pictures to come! https://drive.google.com/drive/folders/1oTd_xgbmIGT7MtCUBK49v5czTQ8zBwwZ?usp=drive_link

Take it off and clean it real good by scrubbing it with a tooth brush and comet cleanser until it rinses off clean, inside and out. Then get some 1oz fiberglass cloth and cut it into patches a little bigger than the hole. Apply a thin coat of black RTV around the hole, on the outside and stick on a piece of fiberglass. Then apply a little RTV over the patch and work it into the cloth till it is saturated. Massage it until it fits the shape of the boot folds and doesn’t protrude into the boot. Now apply another piece of fiberglass and cover with RTV. Let it cure overnight. If there are any fringes of fiberglass, trim them with a surgical scissors. Then add another thin layer of RTV to make it look good. All RTV work should be done with rubber gloves on. The RTV layers should be as thin as possible while saturating the fiberglass. The RTV will only bond to the boot if the boot is clean and dry.

If the trim position indicator moves when you turn the wheel, the chain and forward gearbox are working. You can easily check the chain by removing the plastic chain cover in the cockpit (three small Phillips screws). If the trim indicator moves with the wheel, then something is disconnected somewhere along the trim shaft. Installing a GFC 500 trim servo requires disconnecting the trim shaft and it’s possible something didn’t get back together correctly. If it’s not the chain or gearbox, check the integrity of all the u-joints along the shaft in the belly and tail. If you can find a problem and fix it, set the trim indicator to takeoff with the wheel and turn the trim shaft so that trim assist bungees hold the elevator in alignment with the stabilizer before connecting everything up.

Time for me to move on from Ovation ownership to the next chapter. Cockpit and exterior pics are shown before the below list below was completed. More up-to-date pics as soon as I receive them. Aircraft is presently in San Marcos, TX while this work is being completed. ETA to complete is roughly 2-3 weeks. PM me to discuss. Price negotiable. -Steve N21625 (1999/2000) Full Specification Sheet - Offered at $359,500 ENGINE/PROP No damage history – No corrosion – Hangared – One previous owner 1296 TTAF – Complete logs since new Engine – 8 hours since factory new (test/break-in runs only) 310HP Continental IO550-N8B, 2700RPM 2200-hour TBO Iridium fine wire spark plugs installed Prop governor overhauled to new specs New 20A backup alternator New exhaust system (muffler proactively rebuilt by Acorn) New Mooney factory metal baffles New Mooney factory silicone baffle seals Real Gasket Corporation rocker cover gaskets to replace Continental factory gaskets Prop – Hartzell PHC-J3YF-1RF /F7498 (Acclaim Type-S prop STC) Inspected, lubricated & re-sealed by Jordon Propeller 3/2024 AVIONICS 5. Garmin G3X Touch with synthetic vision Garmin GTN 750xi WAAS with GA 36 antenna (2nd GA 36 antenna installed, and cockpit cabled for future GTN 650Xi installation) Garmin GFC 500 autopilot (3-servo installation) Garmin G5 backup ADI Garmin GDL 69 XM weather + dedicated antenna Garmin GMA 35 audio panel Garmin GSB 15 dual USB chargers – 3.0A ports (qty. 4 – 2 in the front, 2 behind rear seats) Garmin GTX 345 panel-mount transponder Mode-S Extended Squitter (ES) ADSB In/Out TIS traffic L3 WX500 Stormscope JPI EDM930 engine monitor CIES digital fuel senders Artex ME406 ELT (antenna relocated to embedded position under vertical stabilizer) Bose/LEMO plugs at all four seat locations AIRFRAME TKS known ice-equipped (windscreen, prop, heated stall warn, ice light, 20A standby alternator) PreciseFlight speed brakes 102-gal certified usable fuel New 51-USG filler necks installed + cockpit fuel selector placard All Whelen (WAT) LED lighting: OR650E wingtip white anti-collision + NAV (ACL synced with “b.”) OR500 tail white anti-collision + position (ACL synced with “a.”) Model #908525D lower red anti-collision beacon Parmetheus Gen3 landing lights Model #78013 baggage light A508-24 wingtip trailing-edge lights Reiff TurboXP full engine heater + oil cooler heater strip option 115cf Scott 4-place oxygen system – current Kevlar bottle good for 10+ years (15-year life) Two Concorde RG24-15M batteries (#1 new in 3/2024) Landing Gear no-back spring replaced (3/2024) New Michelin tires and Airstop tubes (3/2024) New static wicks (3/2024) New landing gear shock discs (1/2024) New brake linings (1/2024) SafeFlight Stall Warning tab replaced with factory-new (3/2024) Medeco high-security locks on both main and baggage doors New GLAP wing landing and taxi light lenses installed (3/2024) Fuel cap O-rings replaced with blue fluorosilicone (replace on-condition) Paint 7/10, Interior 8.5/10 Useful Load – 1007 lbs. Fresh annual signed off by Brian Kendrick – 4/2024 Fresh 91.411 / 91.413 certs completed – 4/2024 ADDITIONAL CATCH-UP MX AND WORK PERFORMED BY BRIAN KENDRICK RECENTLY CB panel removed and electrical systems inspected Two breakers replaced with new All CB collars reinstalled to correct CBs Emergency buss operation adjusted to confirm correct operation GEAR DOWN light intensity adjusted to display correctly with all-LED lighting installation (previously an issue with nearly all Mooney aircraft having a combination of LED/non-LED lighting installed) New, tougher XPDR IDENT switch installed Low boost pump FF set to between 7 – 9 GPH Brakes down bled and reservoir refilled All charlie weights removed New paper induction air filter installed (3/2024) Added 1GPH to takeoff fuel flow Replaced oxygen control inner cable Relocated StormScope antenna to proper location at belly of aircraft Landing gear rigged and preloads set appropriately

It's with mixed emotions that I list my Bravo ... but I had an opportunity to upgrade that I simply couldn't pass up. I have invested in this plane over the past two years to make everything perfect and planned to keep this for many years to come. The past two annuals at Cole Aviation and Top Gun, respectively, have been open checkbook make everything perfect affairs. I'll keep flying this in the near term, so times are subject to change. Come see it at the Santa Maria MAPA PPP program 4/5-7! I'll be flying it there. Also, for those seriously interested, I believe the W&B for the TKS was recorded incorrectly and there's actually another ~40lbs to gain if re-weighed, but I haven't gotten around to that. If interested reach out and I can explain more. A couple pictures I've included are before some recent updates listed below (LED lights, GMA350, & USB Ports) - I'll update with a new one ASAP. 1997 Mooney M20M Bravo w/ FIKI N2137E Serial #27-0230 Price: $289,000 USD Airframe: 2417 TT Engine: 710 Since Factory Rebuild – Lycoming TIO-540-AF1B (0 Time Engine 2/1/2017) Propeller: 710 SMOH – McCauley B3D32C417D (Factory new 4/1997) Max Gross Takeoff Weight: 3368 pounds Basic Empty Weight: 2487 pounds Useful Load: 881 pounds Usable Fuel Capacity: 89 gallons Empty CG: 44.75 inches General: Aircraft located in Modesto, CA (KMOD) Last two annuals at Cole Aviation and Top Gun – Top MSC Maintained! No Damage History, Always US-based FIKI TKS all fully functioning & exercised monthly Annual inspection due 2/2025 IFR certification due 12/2025 ELT battery due 3/2030 Oxygen Hydrostatic due 8/2024, Replace 9/2029 All FAA AD’s in compliance 1/2024 compressions were 75/74/75/77/78/76 Tempest Fine Wire spark plugs (complete set of 12) GAMI Injectors – runs LOP without issue, 0.3gph GAMI spread Full LEDs – lights up the night sky & landing looks like daylight! Avionics: Aspen Evolution 2500 Pro PFD/MFD – EFD1000 Pro PFD, EFD1000 MFD, & EFD500 MFD – w/ PFD redundancy Garmin GNS430W #1 WAAS GPS/NAV/COM Garmin GNS430W #2 WAAS GPS/NAV/COM Garmin Flight Stream 210 Garmin GTX 345 ADS-B in/out transponder (displays ADS-B traffic and weather) Insight G2 EIS system with full color EGT/CHT/TIT graphs Garmin GMA350c audio panel – with Bluetooth KFC150 Autopilot with Altitude Preselect (GPSS provided by Aspen) 2x Guardian USB-C panel mounted chargers Garmin Aera 760 – hardwired to yoke with SiriusXM Weather & Radio Receiver Back-up altimeter (used for KFC150) and heading indicator Ameri-King AK-450 ELT Additional Equipment: Removable WingViewTint Kit on front pilot/copilot windows & regularly tinted rear windows Bose powered ports & traditional GA jacks at all 4 stations BatteryMINDer quick connect kit installed to both batteries with access through TKS fill door Tanis engine pre-heat system, including oil pan Customized cowl plugs & pitot tube cover included with sale Bruce’s Custom Cover for aircraft fuselage included with sale Bruce’s insulated nose cover also included with sale – great for preheating on the ramp Miscellaneous Recent Maintenance: Brakes lines all flushed & refilled – 1/2024 New WAT LED Recognition Lights with MaxPulse – 1/2024 New AeroLED LED Beacon – 1/2024 New Air Filter – 1/2024 New Tanis CHT/Preheat combo probes that go into factory wells (more accurate) – 1/2024 New TIT Probe – 1/2024 Bob Fields Inflatable door seal installed with field approval – 1/2024 12x New Tempest Fine Wire spark plugs – 10/2022 TurboGAMIjectors installed & balanced – 10/2022 New GeeBee Engine Baffles – 10/2022 New WAT G3 Taxi/Landing Lights (& New Lenses) & Orion 650E Nav/Strobe/Tail Lights – 10/2022 New brake linings – 10/2022 New silicone fuel cap O-rings & Marsh Brothers AeroTough “self-lubricating” washers – 10/2022 Overhauled electric fuel boost pump – 10/2022 Right Mag overhauled – 10/2022 Full Ceramic Speed ceramic coating – 8/2022 New Concorde battery #2 – 7/2022 Left Mag overhauled – 8/2021 New nose & main gear shock discs – 12/2019 Speed brakes overhauled – 7/2019 Left tank resealed by Weep No More – 1/2019 – Still Under Warranty! Exterior: Matterhorn White with Metallic Blue. Silver and Maroon accents. 8/10 condition. Interior: Full modern Mooney interior Grey leather interior with grey carpet – 8/10 condition Includes two sheepskin covers for front seats – new 1/2023 Split, removable rear seats Modern fiberglass interior panels covered with ultraleather 3-point inertia wheel seat belts

New guy here! I currently fly a 78 Piper Warrior II but with the first grandchild on the way am looking to speed things up. Currently 69 and I already have an insurance quote. I've found a 68 Mooney M20F (N561RK) in Hartford, CT that caught my eye. The brother of the pilot is selling due to the unexpected death of the pilot and the plane has been in probate for some time. It's now ready to "go". It has been kept outside (tie down) with a Bruce's cover. Last annual in January, and zero flight time in the last year and a half. So, planning a prebuy and a trip to look at her. Talked with the AI who did the last annual, but that shop did not normally handle the maintenance. I've been told that Mooneys do two things, fly fast and leak. Tanks a fuel bladders, but somewhat worried about it being outside, but the Bruce cover seems to protect the windows from leaks. Paint looks recoverable (painted in 1991). Anyone in the area interested in giving a first hand opinion of the plane? Also anyone know of a good Mooney instructor for the test flight and for my required 10 hours of dual? FYI Avemco is my insurer. Other thoughts? I've done a TON of reading and research on Mooneys, but owners are the best source of up to date suggestions.

Anyone know if the old thermometer probe stuck through the windscreen can be removed if I have two digital OAT gages (EDM730 and AV30). What paper trail would allow you to remove it? On one hand it keeps my cover on; on the other hand it keeps my cover on. I’d definitely like it removed if I install a new windscreen. Thanks.

@Shadrach @Ragsf15e My 'system' looks like the IX labelled area I've outlined below and calls out air-box item 19, not like the area labeled "I" which calls out item 1 and looks like Shadrach's 'system'. This seems to match the IPC for my '70F (and '69F) The "I" configuration seems to apply to C models. Perhaps the '67F matches "I" as well, but the IPC I have used doesn't cover before 1968.

Not trying to be mean or anything, but basically... Yes, that's unreasonable. It's not that you or your hopes are bad or anything, but your expectations are different enough from most people's that it obviously takes special effort to meet your expectations. Most people are OK with a few new scratches each time. I'm expect there are shops that can perform with the level of attention to quality you are expecting but I think those are going to be hard to find. You didn't ask, but I'll give you some ideas anyway that might help.... Make up some protective covers for the parts you think might get scratched. Old comforters sewn together. Maybe suction cups to hold them so they don't slip off? Or sew on some anti-slip material? Then when you drop the plane off, you can cover all the surfaces with your protector stuff, and with that already installed, you'll be much less likely to have an incident. Be very clear about your expectations about the paint before you drop it off, and offer a meaningful premium for them if they achieve your standards. Maybe $1,000 gift certificate to a local restaurant, or X catered lunch meals for Y people? (Basically taking the whole shop out for lunch a few times)

New quadrant cover. $99 [lus 10 for shipping also tail pipe hangar same price 423 231 3491

This is one reason I am not planning on painting my airplane. Right now it doesn't matter if anybody scratches it a little bit, and life is just much easier that way. That said, even in A&P school we were often reminded to not put tools on the airplane surfaces, cover stuff up if you need to be on it, etc., etc. Some shops and mechanics are just better at it than others.

I did this exact project almost three years ago, in my hangar. My hangar, oddly enough, had linoleum tiles in the middle and carpet under the tail and wings. I hated it because the tile was old and had absorbed a lot of oil over the years. It looked like crap. I decided to scrape the old tile and put down a product called Rustoleum Rock Solid. Gray and tan are easy to find but I wanted white so I used the Marble color product. I just mixed it into a solid white instead making marble swirls during application. It ended up being a much bigger job than I anticipated. I bought a hand grinder from Harbor Freight to grind away the glue from the concrete. This created a bunch of dust and got everything dirty in my hangar. It was also slow and tedious. I then rented a larger grinder from Home Depot to save time. That was about $150 for a few hours. I pressure washed the concrete with a concrete cleaner as there were some oil stains. Long story short, I applied the Rock Solid product and it has lasted quite nicely for about 2.5 years now. I like the white as it makes finding dropped screws and camlocs easy to find. I would not recommend using those flakes that it comes with. It looks a lot cleaner without them. Just be careful and don’t slip. I’d also recommend buying extra product and putting it on a bit thick. Don’t think you’ll cover the area specified on the box.

Last comment from @larryb was 5 years ago but, if he was following this topic, I would say I don't think speed brakes are specifically named on the Mooney 100-hour and annual inspection guide, but it does ask "All Applicable (ICA) Instructions for Continued Airworthiness complied with?" Seems like that should cover it -- especially when an MSC is doing the annual. https://www.mooney.com/wp-content/uploads/2020/12/100-HOURANNUAL-Inspection-Guide.pdf

I’m usually hangared, but my airplane cover protects the vents when outside, otherwise I would worry about wasps, etc using them as a home.

I had the Electroair EIS installed just over 2 years ago in my 1990 Bravo. I had been experiencing an occasional stumble over the past year and thought it was fuel related, based on my A&P’s troubleshooting. I had my fuel servo, engine fuel pump, and fuel splitter all overhauled by Western Skyways. I still experienced an occasional stumble on climb out at full power, until my EIS quit working, no ignition at all—thankfully on the ground when the problem was discovered. After my A&P troubleshot with help of the EIS tech, the teeth on the small wheel were “eating” into the timing sensor and I needed a new Mag Timing Housing (MTH) replacement. I flew the airplane yesterday for the first time with the newly installed MTH, it ran the best it has run in two years until…it was sweet until 30 minutes into the flight when the engine had some hard misfires. I turned off the EIS after 3-4 sec. and the engine smoothed out. Safely on the ground, I turned off the mag with the EIS turned back on, the engine quit. The MTH cover was removed, the large timing wheel spun freely and the small gear wheel’s teeth are damaged. The “new” MTH is shot. I called the EIS tech with the problem today and I’m waiting to hear back.