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Hi my name is Connor, I'm 17 and got my PPL in January. My family has been looking at planes and came down to a Mooney because of the range and fuel efficiency. We were looking at another mooney m20f but was recently sold. So if anyone knows a good M20F with good hours and under 50k please let me know??

Hi my family is currently in the home stretch of buying our 1969 M20F. I was wondering what are some simple mods wether they are appearance or performance that are simple and low cost to improve the plane??

Hi my family is currently in the home stretch of buying our 1969 M20F. I was wondering what are some simple mods wether they are appearance or performance that are simple and low cost to improve the plane??

Following on from a post of mine on another thread I wondered if anyone can point me in the direction of where to go to look for the required specification for equipment for our aircraft. Is there an online resource or is there someone at the factory that we can contact to get the info?

My M-20F is in for Annual Inspection, and the flexible intake boot (black, metallisized rubber) needs replacement. Engine is LYC IO360-A1A. Mooney quote for new is $298.50. Any ideas for cheaper replacement? thanks, raymond

Well Folks, I had a phone call yesterday morning, and the fella on the other end of the line offered my money for my unused M20F. I took it. "Time Machine" has gone to a commercial operator up in the Yukon.. Last year I only flew 30 hours on the bird. I did the company books up and found average cost per hour for maintenance, hanger, fuel & insurance was $320. That doesn't include long term stuff like engine overhaul. The bird was owned by my company and hard to justify. I was not using it for the intended purpose... Basically, it was a bird without a mission. I really enjoyed the 3 years of Mooney Flying but I am going to take a year off airplane ownership. Good Luck and Fly Safe, Paul K

My first try at a GoPro video. I went did a few circuits at the airport up the road (Bhisho - FABE) and the clip is mostly of departing my local field, Wings Park (www.wingspark.co.za) and of returning. http://youtu.be/cTAaBk8Nym4

My M20F is due for the 100 HR HUB eddy current inspection. Can anyone recommend a place an easy leg from the Washington DC area that can do this? Any recomendations are much appreciated.

Could someone explain, in technical terms what exactly is happening here? When I top off my M20F the visible fuel quantity is always a few gallons lower after a few hours.. Especially in the right wing. I know the fuel is settling but it takes it so long? Any gouge is appreciated!

Hi all! Brand new to the forum and the world of general aviation. Getting my PPL has been a dream since I was 15, but time and money limitations have always gotten in the way. I'm now 29, with a decent engineering job, and looking to move ahead. I recently was fortunate enough to fly the right-seat for almost 8 hours with a friend in his Piper Arrow, and it was excellent. We did 3 takeoffs and landings at 3 airports across 2 states, including an IFR approach, so quite a full day. However, I'm still completely green, and have not begun my training yet. So I apologize in advance if my questions seem elementary and lacking in the proper technical jargon. I'll get up to speed, I promise! Firstly, the PPL instruction itself. I'm in Richmond, VA, and the two FBO options in my area seem to be Hanover County Airport (KOFP) and New Kent Airport (W96). Hanover is closest, and would probably be my home airfield once I got my certificate, hopefully renting a hangar. They offer a "one size fits all" price for a PPL, but it seems to be a bit above what I've seen elsewhere for average costs ($8200 in a Tecnam or $9950 in a C172): http://www.flyhova.com/Flight%20Packages%20OFP.htm Any thoughts? Any concerns with using a Tecnam vs. a Cessna? I am not sure about the relative size of the fleets and their availability, but that will be one of my questions when I go to visit (hopefully this week or next, depending on work). New Kent seems to be slightly less expensive ($129/hr wet vs $143 for a C172, with a C152 as an alternative option at $99 wet), though the fleet is only three aircraft: http://www.newkentaviation.com/rates.html My average cost estimates came from: http://www.pilotcareer.info/Private_Pilot_Costs.html Do all of the above seem reasonable? Any recommendations with using a FBO school like above vs. trying to find a CFI on my own? I DO NOT want to get rushed/rubber stamped through, I'm genuinely looking to learn as much of the ins and outs as possible, which is why I wonder if finding someone with a huge passion and enthusiasm for flying, that just happens to have a CFI, could be a better route than a school. On the other hand, the training at a school is less subject to the idiosyncracies of any one person........so I don't know. The main reason I'm asking these questions here, is I think a Mooney M20F or J would fit my long term goals very well. The performance and efficiency of the aircraft vs. it's competitors in class is a strong draw, as is the reasonable running costs and long-running design. Reading about the background and the design of the aircraft, alot of it spoke to me as an engineer. My budget is ~$60K, and the majority of use would be trips of 200-300nm, with perhaps 4 trips/year of 600-1200nm, visiting friends in the midwest. Would an M20 be at all feasible as a first aircraft? Could I legally even fly one without a Complex rating? I would like to progress on from a PPL to an Instrument and Complex endorsement, so would be interested in hearing others' thoughts on when purchasing the plane and switching over to it as the primary trainer would be advisable. I doubt anyone would recommend starting from hour zero in one, but what about after the first 20-30 hours in something like a Cessna? Lastly, anyone local to the area? Any chance I could buy you lunch one weekend in exchange for talking Mooneys in person, checking the fit, maybe even go up for an hour or so? I know that's alot for a first post, but sincere thanks for any help or guidance you can offer a newbie. Cliff

A couple of months ago my 69 m20f landing gear failed to retract during takeoff at normal speed. As I continued the climb out I noticed as I got faster the landing gear would just randomly go up on its own once the aircraft hit the speed it liked. Over the course of the next month the speed required to retract got faster and faster until it just would not retract at all. I figured it was the airspeed safety switch since mine was still original 1968 and the problem seemed to be connected to the amount of speed the aircraft was traveling at. So I ordered the latest and greatest replacement from mooney. Installed it with no issues. Went flying today, and still no luck with getting the gear to retract after about 45 mins of flight time I was just flying along when out of the blue the gear retracted. So I tried to cycle the gear and it went down, went to put it back up and no luck. So the gear stayed down for the rest of the flight. I should point out I have never had any problems with the gear going down only going up. I was thinking it is maybe landing gear relay getting stuck. Anyone got any thoughts? Has anyone installed the mooney landing gear relay retrofit kit 940085-501. My relay is the original 1968 model so I can see how it could be bad. Any help would be appreciated.

Hello All, I am thinking of buying a M20C/E/F but I would like to see/sit in one just to see if it would be a good fit for me. Would anyone in the area be available to have me look at your airplane? I am located at KSAC but would be willing to fly somewhere that's reasonably close to come take a look. Thanks!

What's the right price range on a 1967 M20F with the following specs? Total Time: Around 3,100 Engine Time: Around 500 Speed Brakes 201 Windscreen 201 Cowling Garmin 530 Garmin SL-30 Nav Com Garming GTX-330 Transponder Garmin GMA-340 Audio Panel STEC-30 GPS with Roll Steering STEC HSI EDM-830 Color engine Monitor Gami Injectors Powerflow Exhaust Three Blade McCauley Interior done about 4 years ago, high quality leather Average paint Fuel tanks just resealed by a Mooney Service Center

I am considering the purchase of a M20F with an extensive list of 201 modifications including 201 panel, cowl, windshield, windows, wingtips, root fairings among others. I have been supplied copies of the 337 forms. Unfortunately the mods were done on or before 1990 when the requirements for the 337 forms were not as strict. The 337's are pretty vague on how these modifications were installed and most have no reference to any STC or existing installation. I am concerned that I may have issues properly insuring this airplane with these issues in mind. I am also concerned, although to a lesser degree, that an IA may find basis to refuse inspection on the basis of the aircraft being operated outside of its type certificate because of these "in the grey" 337's. The plane has complete logs, no damage history, and is in compliance with all applicable AD's. Most of these mods were done by "the mod squad" with address in Missouri, I am not sure if its the same Mod Squad that is now in business exclusively in Florida. Does anyone have any thoughts on how best to go about finding some reassurance?

I live in the McKinney TX area near TKI and T31. Interested in partnering on Garmin 530 or 430 equipped normally-aspirated M20E,F or J. I typically fly 50 to 75 hours per year. IFR rated 1,000 hours +. Ideal partnership would be a total of 2 or 3 co-owners. Apologize if this is not the correct forum for this topic. I can be reached at markeallen@gmail.com. Thanks