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Found 108 results

  1. Hey friends, You didn't know we were friends yet, but here we are. We're all members of the "Owned by a Mooney" club. (Flaps hanging because I shot this picture from a J-3. It was my second-most-mismatched formation flight ever) My connection with this M20C goes back a while. I was a mechanically-inclined airport kid, well on the way to earning my A&P when I ran off and joined the circus. A flying circus, if you will. I crewed for Chris Smisson on the airshow circuit through high school and much of college, and in addition to his fast-movers, he had an M20C. Johnson Bar, hand pump flaps. All the latest and greatest gizmos that 1992 had to offer: A BF Goodrich strike finder, Apollo LORAN, even a widget that deciphered morse code to identify the VOR and the radial you were on. It was a great go-somewhere bird. He sold a small percentage of the Mooney to a friend, Kelly, so the insurance company would be a little more understanding. When Chris died in 2003, the friend bought the remaining share of the bird. Both of these men were like family. Without their patience and generosity, I'd probably be running a grader for the county road department. There weren't a lot of tickets out of my little hometown for kids without means, but they helped me chase a dream. Fast forward two decades. The friend wants to sell the Mooney and make room for other flying machines. He's spent years making ridiculous offers to me whenever he wanted to sell an airplane. He tried to sell me one airplane for $1 years ago but I was making chump change flying RJs for a day job. I couldn't afford insurance on it, much less any real maintenance. I had to say no. This time, the offer was reasonable, and I'm doing a little better flying A320s for my day job and spinning words into stories for some busywork on the side. I'm becoming the caretaker of a bird that's been in my family of flying friends since 1980. I took my bride for a flight, fully respecting her veto power. "If this just had a headrest, I'd be asleep in no time. Buy this airplane," she said. So, here we go. Hi Guys. My name is Jeremy, and I'm newly owned by a Mooney.
  2. Currently have a 1/3 interest available in my other plane 1963 M20C (pictures are in my album on here) for anyone that maybe interested. I think it will be a great deal for someone looking to fly on a budget. Here is the basic details of the partnership. Upfront cost $12k for plane, $500 deposit for maintenance and owners account and around $500 for 1/3 of the insurance. Monthly cost $200 to cover hanger exp, next basic annual (due April), and next insurance pmt plus $20 and hour (dry) for any extra items that come up in annual and future upgrades/rebuilds.
  3. My gear horn decided it doesn't need to wait until 12" to come on anymore. It varies, but is usually 14-15", although a couple of times it started buzzing around 16", which is totally unacceptable. Where is the stinking microswitch located??? I've taken apart the throttle quadrant but didn't see it. Today I looked all along the carb and no dice behind it, either. Where is it hiding? For what it's worth, my C is all electric, 1970. Thanks, ya'll.
  4. I just purchased a Mooney m20c and discovered after we picked it up that there was a fuel smell in the cabin. We didn't notice it until after we landed and refueled on the way home. I paid for a pre-buy inspection at a shop near where I purchased the airplane, 800 miles from my home, and specifically asked for them to check carefully for fuel leaks. The report didn't mention any fuel leaks. The previous owner never mention them either. Unfortunately I own the issue at this point. I had my local AP, experienced with Mooneys, do a quick inspection and the photos below show what he found in less than 30 minutes. All of the leaking appears to be at the right wing root and into the cabin. He cannot get me scheduled for several weeks to reseal the tank , so my question is, is it safe to fly it in the meantime? I need to get 10 hours of dual for my insurance requirements and hate to wait to begin enjoying my new toy.
  5. I've embarked on a panel-redo, and I've hit a snag and need some advice. My 67C had a shotgun panel that featured an EGT gauge and 4-cyl selector right in the middle of the panel. I plan to finish my IR this year, and want a six-pack instrument arrangement. The a/c has a Radair 4-cyl EGT with a single gauge and a selector switch. The panel mount rotary switch is 2-inches in diameter, about 2-1/4" dia. with wires attached. It is in the middle of the photo resting atop the TC. The single-channel EGT gauge itself is just below the AH. Re-designing the panel to have a six-pack arrangement, with CDI and Dynon 2 EFIS between the six-pack and radio stack, the 2-1/4" EGT gauge must go to the left side below the key/master sw. There is no place left for that huge selector switch because of its 2" diameter. The switch is made by Shallco. I also include a diagram of the new layout. Any suggestions? Does anyone have a smaller switch idea? I assume that the red/yellow wires on the EGT are the dissimilar thermocouple wires and I need to be careful about cold junction error when selecting a switch. I have been scouring the interwebs looking for smaller switches, but have not had any luck. It seems that this calls for a 2-pole, 2-deck, 4 position switch. Son #1 has access to a water-jet cutter and he is going to be cutting the new panel next week. :-)
  6. Good evening! I have finally found a Mooney I want to purchase and have a purchase agreement. Does anyone know of a good Mooney mechanic to complete a pre-buy inspection near Fort Valley, Georgia?
  7. Just bought an M20C that had fuel bladders installed, and I'm finding that one of the fuel gauges (R tank) are not showing changes during a fuel burn. Are the original type of fuel senders reused with this STC, or have they've been changed out with something more modern. Of course any sort of mod is possible, but just wondering if its a common practice to reuse the original fuel sender once bladders are installed.
  8. Dear Fellow Aviators and Mooney Fans, Hope you are all having a great day! I have been dreaming about owning a Mooney / Vans type of fast GA aircraft since I first saw them at an airshow when I was a CAP cadet back in the 90s. I just moved back to the states from an overseas assignment, I am working on my PPL, have about 55 hours in C152's. I also have a jet maintenance background from the USAF and a large defence contractor. I currently work as a Tech Rep for a military jet and am looking to get my A&P this year. I am currently in middle/south Georgia. I am originally from Washington state. I have a house back in WA that should sell in the next few months freeing up some cash to buy a Mooney. I will have a budget around $30-$35k. So here are my questions and things I am looking for: 1. Recomendations for A&P's near middle Georgia with Mooney experience that could help with pre-purchase inspections. 2. Any Vintage Mooney airplanes for sale or brokers that sell them you could trust in my area. 3. Anyone with a Mooney near my area that would be willing to take me up and feel a Mooney to see if it's what I truly want (I would pay for some fuel etc)..? 4. Any pointers to existing resources in a Mooney buying search on a budget. Thank you very much for any links, help advice in advance. Best regards, --- Motorcycle and Aviation Enthusiast, Student Pilot, Mil Jet Tech Rep
  9. The dohicky that holds the Johnson bar in the panel is getting really sticky. It was all I could do to get the J-bar seated flying last night. The whoodanger (really, I don't know what to call it other than the Johnson bar holder, which sounds more like a lady of rentable virtue) is quite new, it was replaced last year. I'm getting concerned, its getting harder and harder to seat the J-bar and lock the gear down. Any ideas?
  10. Hello all, I'd like to pick your brains on a problem which has been driving me slightly miffed in recent weeks. I own my C model since 2009 and since then, usually start up was never a problem at all. Our procedure as set was always the same: - Electrical fuel pump on, till pressure shows, then off. - Priming 6-8 times with the throttle (cold engine) or 2-4 times (warm engine) - Engage starter and the engine would run. Since this year, start up has become a real pain. I've had to leave the airplane two times unable to start it, had to request mechanic assistance (ext power) twice more and I keep getting feedbacks from the other pilots. The engine turns, most of the time fires shortly but when you disengage the starter,it stops. In subsequent tries,it either never ever fires again or again just once or twice. What we found is that during the start up one has to pump vigorously with the throttle, which sometimes leads to a start. 2nd and 3rd start after the engine has run is unproblematic, even though even then pumping the throttle is required. In two unsucessfull attempts, the engine definitly was drowned, with fuel leaking on the front tyre. Two of the pilots report they have NO problems at all and think we are too stupid simply. Well, it's possible,but we follow the exactly same procedure (one of them filmed it) and have no success. As I said, the previous years we never had any problem whatsoever. Maintenance has looked at it and found nothing wrong, even though they also were unable to start the engine at least once. They report, plugs and magnetoes are fine, carburettor as well. My feel is the engine does not get enough fuel the first start, then finding a good mix for starting in following attempts is difficult. Any idea on where to start looking would be appreciated. We have a major problem with this, as our airport has departure slots and we can't afford dicking around with the engine for hours every time we want to go flying. I also feel this is not how a standard O360 A1D should behave. Thanks a lot.
  11. While being mindful of the limitations a Mooney has with off airport, backcountry flying, I’m looking for recommendations for spots in Southern California which could be appropriate for such ambitions. So far we’ve landed at El Mirage and Cinder Cones, dry lake beds, in Mojave. Both experiences were marvelous and we’ve enjoyed frequenting both locations. Looking for new spots, based out of KVNY!
  12. So it seems like every time I fly something else breaks. Today it was my panel lighting. The dimmer switch functions as an on/off and dimmer rheostat. They were fine a couple weeks ago but tonight the switch just turns the lights on and off but no dimming. Pretty sure the switch isn't original as the panel was modded years ago with post lights. Any idea of a particular part number, replacement switch or a way to troubleshoot the current rheostat?
  13. gsxrpilot

    Bad Landing

    One of my worst landings ever. I don't know the exact numbers on the wind, but it was strong and very gusty. Another guy in an Arrow went around twice and left.
  14. After finishing the written, I recently started training for the IR in my '68 C. This thread serves to address learning snags along the way, particularly those specific to my model. As an initial step, I adapted the "IFR by the Numbers" table in the MAPA Proficiency Course for the C model to my own format: I've found a good experienced instructor who has taught in the proficiency course before, so Mooney ignorance is not a barrier. However the old J-bar birds may present some distinct challenges, and I want to refine my model-specific knowledge and modify procedures based on the real world experience of people here. Two initial issues to address from my lesson yesterday: (1) Configuring for a precision approach descent as in the MAPA guide (2300, 18", gear/flaps up) leaves me WAY faster than the 120mph on the chart to stay on glideslope - more like 140mph. Then I had to chop power and level off to get to the 120mph gear speed, which still put me irretrievably above glideslope. What approach settings do others use, and how do they slow to gear speed around the FAF (assuming they need to keep speed up prior to that)? (2) Going missed with the J-bar has its own issue - I have to get the speed down to <90mph or the gear retract is going to be physically undoable. What procedures do folks use related to getting the gear up when going missed? So far I've left the gear down when going around vfr to keep things simple, so I don't have any hardwired habits to help me. Also any other tips and/or deviations from the above numbers that people find handy in the J-bar C model or similar birds?
  15. August 2016 I was delivering my Mooney M20c to my mechanic, Bobby Norman, at the Parr airport (42I) in Zanesville Ohio. I had interaction with Bobby years ago, and he came highly recommended by a number of local Mooney owners. I had thought the field was about 2300 feet (wrong, more on that later) so coming in over the trees I pulled the power to idle, put it in a forward slip and came down. 75mph over the numbers, flared and BANG!. Hardest landing I'd ever done in anything. At the top of the bounce I had a choice, and decided to ride it out. I was uncomfortable trying to go around at a short strip in that predicament. The aircraft bounced a couple more times and stopped, and I taxied back. I had struck the prop in that landing, quite badly. The prop was bent asymmetrically, and the craskshaft busted. I hit hard enough that the force went through the gear into the Johnson bar, wrecking the mechanism that holds it in place (Bobby only figured that part out when he started taxiing. He said it was quite exciting). It took 9 months for the tear down, prop repair, and everything else. The engine repairs were done by a very reputable shop, and the aircraft is now back in service. I just did the first oil change after the teardown. I would have overhauled the engine at this juncture, but it only had 700 hours, and I didn't have the money. What I did wrong: The first thing is entirely insidious. I should have checked the length of the field, since it is now a very comfortable 3k feet. Why didn't I? Because the last time I was there it was 2300 feet! Hardest thing in the world is to override personal experience, but sometimes we really have to. Of course, the other big thing was pulling the power over the trees. Once I got into the runway environment the aircraft didn't have the energy to overcome the sink. Why pull power? Normally in this situation I maintain 12-13" manifold pressure, and use a forward slip. Indeed, most of my landings done this way are well within 2K feet. So why did I change? Worry about a field that I thought (incorrectly) was short. Even if it was 2300, I could have landed the Mooney in it just following my normal procedures. Talk about rubbing salt in the wound. What I did right: riding it out and letting it settle turned out to be the perfect move. I had an asymmetric prop, a badly damaged engine, and I was at a somewhat short and very narrow strip surrounded by hills and mountains. I don't know what would have happened had I put in the power, but it wouldn't have been good. Sometimes its just better not to add extra energy to a bad situation. Perhaps if you don't you'll prang the airplane, but if you do you get to be the one pranged. I recall a fatal TBM accident nearly identical to mine, the aircraft landed hard and struck the prop. The only difference is that guy put in the power at the top of the bounce, and now he's dead. I can't put into words what this did to me. If you noticed me gone for an extended period, its because I couldn't show my face after this. I think one thing might give you an idea, today is the first day I'm thinking I'll actually stick with this aviation thing. I've sort of been on the fence thinking about bailing for the last year. With any luck this will help someone not make the mistake I did. At least it had one silver lining. Hopefully I'll never say I landed worse.
  16. Ok. So I’ve run through much of the forums before I’m asking this question. It seems like a number things have changed recently in general aviation. I got my pilots license back when I was 18 y/o in 1999. I learned on a piper warrior. I really haven’t flown in the past 15 years. My log book has something like 100 hrs on it. Money got in the way. Now that I’m 37 I have some more disposable income and would like to get back into flying. I live in the northeast, close to Boston, MA. I’m a 15 min drive from Norwood, ma airport (KOWD). My mission is to fly my wife and I on weekend trips (as close as Martha’s vineyard or may be as far away as Montreal in Canada) with a couple times a year longer cross country flights. We don’t plan on having kids, so room for 2 adults mostly with the occasional couple in the back seat. I don’t want to rent because I like the freedom of owning (no minimum flying or adhering to a schedule). Here’s where I get stuck. I know the most “economical” route would be to buy a piper Cherokee (possibly 140/160/180), build some time and then get a mooney (m20c). BUT, if I was pretty sure I was going to buy a mooney … why not buy your second airplane first? What keeps jamming up my cogs is I recently got into simulator flying with x-plane and VR headsets with real rudder pedals. WOW. I know its not exactly like flying but because I already have my pilots license, I’m not “learning” any bad habits like other simmers who aren’t pilots and just fly. There is even a program called “pilot edge” that you login to and they have real-time ATC. It really is the future and it very cost effective instead of just flying around the pattern for $150/hr. They have very realistic models of Mooneys … I know, I know … you don’t learn everything in a sim but it really does cut down on learning as I can really narrow down my procedures, talking to ATC, etc Ok, after a long winded preamble … I’m looking to saving up some money in the next 2 years to buy a plane. Why not fly in the sim first, gain as much experience as I can and then instead of buying a time-builder … I can skip that step and go to a m20c? Its the plane I really want. Yes, yes … I know insurance will be higher the first year ($1,800 … higher??) . I think eventually I would get my instrument too because I live in the northeast and the weather can be unpredictable. I’m looking to spend some where between $45,000 to $55,000. I’d rather spend more money upfront and buy a better airplane then sink my money slowly into repairs. Something with good avionics and a 2 axis autopilot … I don’t see flying single pilot IFR without one … Ok … so … fly on the sim for 2 years and gain a couple hundred hrs with real time ATC and a virtual mooney .. and then when I’m ready, buy a m20c, find a good mooney flight instructor and get proficient. OR … tell me I’m crazy and I should still build hrs in my flight sim but get a Cherokee and build “real” hrs and then a few years after that get a mooney. Thoughts? It just seems like the future keeps creeping up on us .. VR will only get better as the years go by and training will be even more enhanced. Thanks, John
  17. Just purchased my 1965 M20C on Friday and had my first flight in it today (transitioning from a C172M). We went for 20 minutes in the pattern and on the second take off the fuel pressure went to 0 in/lbs and the engine started stuttering below 400'. She kept running and we continued to climb so we requested priority (we were currently cleared #2) and asked for the intersecting runway. Yes, we could have declared an emergency but there was no need since the controller was already working with us and we were continuing to climb. We made TPA so we requested the primary runway and made an uneventful landing. My second landing in her was with a hiccuping engine and was better than my first landing. You could say I was committed to that landing. She shows good fuel pressure at idle but if you run her up to over 2000rpms she reads 0 fuel pressure with or without the boost pump on and starts stumbling. I wish I'd thought to run her up on the other tank to see if there was a difference but I didn't think about that when we were testing her out after taxing back to my hangar. When I bought her on Friday my mechanic flew her to my home field for me since I bought it at a 2300' grass strip that was a little rough (my insurance requires 5 hours transition training for passengers so I decided not to fly it at all until I've finished that training). My mechanic had no problem with her, but he had her running on the right tank. The left tank was the fuller tank after I had fuel added yesterday so we used the left tank today. If we had more altitude or she had quit completely I would have switched tanks when she started stumbling, but in my mind a stumbling engine that still climbs is better than a quiet engine so I changed nothing and kept flying. The instructor (first time flying with him) was also telling me not to change anything and giving me instructions. Fuel strainer inspection/cleaning is considered Preventive Maintenance and allowed under Part 43 for an owner so I plan on taking a look at her tomorrow now that I've downloaded the parts catalog and the maintenance manual. According to the service manual a 1965 M20C has the strainer on the bottom side of the fuel selector in the nose gear wheel well. Looks like one bolt and it can be removed and inspected/cleaned according to the manual (Page 149 in the parts manual and 2-4 to 2-7 in the service manual). I'm glad we decided to do the first hour of my transition training at my home field before going anywhere else and I'm really glad that the problem didn't pop up on my mechanic while he was flying it back in between fields. It was only a 15 minute flight for him but putting it in a field would have been a bummer. When we get this sorted out I plan on requesting a VCOA for the first flight so we can stay above it in case it happens again. Am I on the right track on what probably caused this and what I should inspect first?
  18. Paul - M20C

    New to me M20C

    New to me M20C
  19. First, my name is Kevin and I am a 200hr private pilot that has basically only flown a Cessna 150 converted to tail dragger. Recently I made an offer on an M20E and lost out to a higher bid (A big thank you to Brian Nelson (orionflt) for his assistance and knowledge for that offer). Afterwards, I continued my search until I found a C model that met my needs. The only thing was that this aircraft was over 1,300nm away. I decided I would hire a local instructor (Bob Cabe) and fly it home the next day. Long story short, after 3 hrs and 14 take offs and landings on Saturday 3/24 I was checked out and ready to fly it home. I flew my father, who is a pilot also, down with me to San Antonio on Friday night so I could have a copilot for the trip home. Sunday 3/25 we were finally able to take off at 1pm. We made it 415nm and decided to stop for the night at Vicksburg MS (very nice place too). Yesterday, 3/26 we flew the last 918nm home. The trip home was great (averaged just over 135 knots and 9.8gph) minus a vacuum pump failure (took out the autopilot and I hand flew it the rest of the way) which I will address this weekend. Anyway, pictures are worth a thousand more words so here you go...
  20. Does anyone know if Brittain has bellows for a 1965 M20C retractable step. I read a few threads that are a couple years old that mentioned they were having problems with that particular part. I noticed today that I did not hear the unmistakeable "thunk" when I shut my motor off. Investigation revealed a 2-3 inch split on the bottom of the bellows by the pulley wheel. I did a quick repair with 3M electrical tape but it doesn't appear to be working and I can't find a volunteer to stick their head out the baggage door while flying to check on the step... I'll call Brittain on Monday but often times Mooneyspace can get the answer a bit faster...
  21. Hello everyone. We purchased a 1967 M20C Nov. 1,2017, and are getting to know it. The Davtron M800M clock that is mounted in the pilot's yoke is inop. I suspect that the second "M" in the model number is for "Mooney". I took out the two mounting screws to look behind. I has no backup battery and is connected by two wires to what I assume is 14VDC. The unit displays nothing. Looking online, the M800M in the M20C is different shaped than the M800 (no second M) currently being sold. The one in my yoke has two mounting screws and a protuberance in the vertical direction to match the shape of the yoke, while the ones presently for sale are just square, and have holes for four mounting screws. Does anyone here know who might fix this or have one for sale? I want to start doing IFR training in this beast, but need a functioning clock. Thanks. I look forward to receiving some guidance.
  22. First time caller, but I've been lurking for a bit. It looks like I will be entering a partnership on a 1963 M20C. If all goes well on the annual next week, I'm in. Super excited about it and I have learned quite a bit from this forum already. I am a 100 hour pilot with all of my time in Cessnas, primarily the 172. I'm only a few hours from my instrument checkride and I've been flying quite a bit in the last year. The person from whom I'm purchasing the share is a CFI and we are planning extensive transition training for me. I've been reading the recent threads on landings with great interest. What are the watch outs for me and what should we emphasize in the training? Thanks in advance for the thoughts!
  23. THANK YOU GARMIN. Starting to have some fun with the Virb that I won at AirVenture. The camera's altimeter is at times about 100ft off, but the picture is amazing. Win have to connect audio next!
  24. I am based at Hooks in the Houston area and have recently bought a second plane which has a RayJay turbo. I am very pleased with my purchase seems like she is going to be a really good bird. My problem is that the owner cannot locate any info on the turbo. I have never flown a turbo and do not want to "Burn it Up" first time out. The previous owner mostly flew it without turbo and so far that is what I have done as well. Here are the basics 1976 M20F and the RayJay Turbo also installed in 1976. The pilot who flew the plane down from Utah said it worked flawlessly on his flight. Any help and advice would be great. BTW - I currently have a 1/3 interest available in my other plane 1963 M20C (pictures are in my album on here) for anyone that maybe interested. I think it will be a great deal for someone looking to fly on a budget. Here is the basic details of the partnership. Upfront cost $12k for plane, $500 deposit for maintenance and owners account and around $500 for 1/3 of the insurance. Monthly cost $200 to cover hanger exp, next basic annual (due April), and next insurance pmt plus $20 and hour (dry) for any extra items that come up in annual and future upgrades/rebuilds.