Mooney Newbie...

[south]

Looking at a 76 M20C, currently own a piper cherokee and understand the ups and downs of ownership...total newbie to Mooney's, what are some gotcha's to look for on this model.

Here is the details of one I am currently considering and my notes.

LYCOMING

Engine Model

O-360-A1D

Engine Time

844 (30 hours/year since SMOH...so corrosion potential)

SMOH by Bolduc Aviation in 1995

Factory New Prop 438 in 2005 . 2-Bladed Hartzell . HUB AD COMPLIED WITH

Avionics

Avionics/Radios

Garmin 340 Audio Panel with 4-Place Intercom Garmin GNS 530W GPS/Nav/Com #1 Garmin GI-106A VOR/ILS/LOC Nav Indicator #1 with Glide Slope King KX-170B Nav/Com #2 King KI-208 VOR/LOC Nav Indicator #2 Garmin GTX-330ES Transponder with encoder Sentry Mini with ADSB In/Out (ADSB Out?)

No Reoccurring Hub AD

No Reoccurring Ignition AD - Electroair Keyless Ignition in 2021

100 Hr Lubrication AD at annual (What is this?)

500 Hr Control Shaft AD at annual (What is this?)

Fuel tanks re-sealed in 2008 - NO LEAKS

Wingtip Strobes MD-93 USB Chargers / Clock Stratus USB Charger on baggage wall

Music Input Jack

New Turn Coordinator

New Directional Gyro

New Engine Driven Fuel Pump

New Cooling Fan for Avionics

Electric Gear

Swift Fuel STC

Electric Flaps

Electronic EGT

Heated Pitot

LED Landing Light

Hangared since New

 

Appreciate any input.

Thanks

[Utah20Gflyer]

You may have a AD on the electric landing gear motor as well.  Most have a regular inspection requirement.  
 

The other 2 ADs you are referencing aren’t necessarily associated with the annual but are required every 100/500 hours regardless of your annual, so if you fly 200 hours a year you would have to do  the gear lube/inspection halfway between your annuals and then again at the annual.  The gear lube and inspection isn’t really a big deal and is likely a good idea anyway to keep the parts from wearing out.

the control shaft inspection involves removing the yoke and checking the control shaft for cracks, also not a big deal.  
 

sounds like a nicely equipped plane!
 

The biggest issue to be wary of Is internal engine corrosion but of course that is a difficult thing to determine through normal prebuy inspections.  If it hasn’t had a recent oil change I would definitely pull the oil filter and check for any metal.  In general look for corrosion in the appropriate areas like the roll cage and the wing spar.     The more corrosion free the airframe the less I would worry about the engine.  

best of luck!

[carusoam]

Pre-purchase inspection like any other used machine…

Spend the budget on a mechanic that is familiar with all things Mooney….

The cool thing about Mooneys…. The AD list is pretty short… and mostly taken care of before your arrival…

 

PP thoughts only, not a mechanic…

Best regards,

-a-

[Boilermonkey]

Sounds great.  M20Cs are a wonderful platform for IFR, so you might consider an AP.  Aside from that I wouldn't change a thing.  If you're serious about buying, I would consider doing an annual instead of a pre-buy.  Depending on how recent that was, ask the owner to pay for a portion of the costs...or just any issues that come up.  Then you've got a new airplane and a clean slate that has an A&P IA signature that means something.

As a part of that I would borescope the engine and have an oil analysis.  If nothing else you get a baseline.  Also confirm the oil consumption.

A few $ks now can save many more down the line.

[eman1200]

mooney.

[Hank]

@south, M20-Cs are great planes! I'm only a little biased . . . .

Just specify to your friends that it's "Mooney" not "Moonie"! 

[JWJR]

The best advice is find a prebuy mechanic familiar with Mooney aircraft. Below is a list of things to learn more about ( homework) so when you converse with your mechanic your better informed. Do not let the list scare you. I started with a 140 then an Arrow and now a 75 C. The Mooney has been by far the most reliable and enjoyable of the three I’ve owned.

1. Corrosion on tube structures- remove front seats and then the pilot side panel for thorough inspection of tubular structure- planes left outside would leak rain water past window seal and soak the insulation around the tubes

2. Spar corrosion. Under rear seats. Soda beverage spills in back seats can result in corrosion of the spar over time. Very rare but it has happened.

3. Fuel tanks. Yours were redone but check under wing for stains and close up the cabin for 24 hours and upon return open the door and smell. Also you can look at condition of sealant when tanks are low on fuel with gas cap off. Keeping tanks full prevents the tank sealant from drying out during the hottest months of the year.

4. Landing gear actuator. Determine the make you have ( Dukes- ITT - Eaton) and research SB’s or AD’s for gears and or back spring clutch. 20:1. 40:1 Time your gear retraction time. 3 is 20:1. 6 seconds is 40:1. If your actuator fails you cannot use the wind down procedure to lower the gear. It’s just for electrical or gear motor failure.

5. inspect nose gear tubes for denting from tight turns while using a tug. Not a major gotcha however repair can result in some down time for sure.

6. Lycoming Engine-Cut open the canister filter and remove /check the oil screen. Oil screen can be difficult the first time however it’s every bit as important as the canister-
Borescope cylinders for valve condition and cylinder wall condition


Sent from my iPhone using Tapatalk

[south]

Thanks all.

I just went through major overhaul on my PA28 180 (in flight engine failure...thru a rod through the case...2100 SMOH) and only have 23 hours on new engine.  I almost have the plane where I want it, just needs an engine heater and some shoulder harnesses...I have put some TLC into it, but would love the extra 30kts in cruise...

 

[jaylw314]

1 hour ago, south said:

Thanks all.

I just went through major overhaul on my PA28 180 (in flight engine failure...thru a rod through the case...2100 SMOH) and only have 23 hours on new engine.  I almost have the plane where I want it, just needs an engine heater and some shoulder harnesses...I have put some TLC into it, but would love the extra 30kts in cruise...

 

It's not just the extra 30 knots, it's doing it with the same fuel.  That gets you extra range (or more reserve on every landing).

[Hank]

16 minutes ago, jaylw314 said:

It's not just the extra 30 knots, it's doing it with less fuel.  That gets you extra range (or more reserve on every landing).

FTFY! It's true, top. My C trues out at 145-148 KTAS and 9 gph block time, sometimes even less fuel depending upon altitude and wind aloft.

[Jerry 5TJ]

1 minute ago, Hank said:

My C trues out at 145-248 KTAS and 9 gph

Impressive indeed!   My P46T will “true out” at 248 knots but it takes 30 GPH to do so.  

[Hank]

8 minutes ago, Jerry 5TJ said:

Impressive indeed!   My P46T will “true out” at 248 knots but it takes 30 GPH to do so.  

Fat.fingers on a small keyboard!

Should be 145-148.

[jaylw314]

13 hours ago, Hank said:

FTFY! It's true, top. My C trues out at 145-148 KTAS and 9 gph block time, sometimes even less fuel depending upon altitude and wind aloft.

I was trying not to be smug!  Thanks for outing me! 

[carusoam]

Sure….

Now the only things needed for South to get his plane up to where he needs it…

1) Fix the tail…

2) Add laminar flow wing…

3) Decide if 180hp is enough for his forever-plane…

4) While considering the options that a TN’d 310 hp long body would do better…

5) Or stay with the goofy tail, and add that Rocket engineering turbine STC similar to what Jerry has… 

How fast do you want to go?

Is +30kias good? How about +130kias?

Go MS!

Best regards,

-a-

[carusoam]

14 hours ago, south said:

Thanks all.

I just went through major overhaul on my PA28 180 (in flight engine failure...thru a rod through the case...2100 SMOH) and only have 23 hours on new engine.  I almost have the plane where I want it, just needs an engine heater and some shoulder harnesses...I have put some TLC into it, but would love the extra 30kts in cruise...

 

Do tell…

Where did you land after the engine failure?

Did you get a windscreen full of oil to go with that?

Best regards,

-a-

[south]

Saw the oil pressure starting to drop so I diverted to the nearest airport (about 15 miles away)...about 6 miles out the connecting rod let go.  The rod came through the top of the engine, but didnt penetrate the cowling.  and actually only lost about 1.5 quarts of oil.  Was able to glide to the airport, which was great, as there were very few options in the mountains of SW Virginia.

[Mooney Dog]

11 minutes ago, south said:

Saw the oil pressure starting to drop so I diverted to the nearest airport (about 15 miles away)...about 6 miles out the connecting rod let go.  The rod came through the top of the engine, but didnt penetrate the cowling.  and actually only lost about 1.5 quarts of oil.  Was able to glide to the airport, which was great, as there were very few options in the mountains of SW Virginia.

Ouch. Glad you got it down safely. Was this on the same C you where talking about before? Did you have a prebuy done? 

[Hank]

8 minutes ago, Mooney Dog said:

Ouch. Glad you got it down safely. Was this on the same C you where talking about before? Did you have a prebuy done? 

Looks like that was on his PA-28 with the same engine as a C.

Good job making the field! I used to fly over WV and VA SW, truly not a lot of options. Altitude is your friend--I preferred 7500 or higher.

[south]

It was in my current PA28 180.  Was at 7000 on ifr plan.  Once I saw oil pressure I TOLD ATC I was going to 7500 just in case it wasnt instrumentation.  Very blessed that it worked out the way it did...although I was 6 hours from my airplane and the nearest mechanic was over an hour away...only took 5 months to get engine pulled, shipped, OH'd, shipped back and rehung.

Thanks for all the advice, the Mooney in question is under contract, so its probably too late for that one, but I will one day own one.

Edited August 27, 2021 by south

[steingar]

Mooneys are airplanes.  They have the same expensive stuff as other airplanes, you own so you already know what that stuff is.  The Mooneys have one extra gotcha, which is the tanks.  If they haven't been bladdered or resealed at one of only a handful of places, they either leaking or going to do so.  It's either a pain or expensive, but you only deal with it once.  Don't forget to put the gear down.

[Mooney Dog]

On 8/26/2021 at 9:07 AM, Hank said:

Looks like that was on his PA-28 with the same engine as a C.

Good job making the field! I used to fly over WV and VA SW, truly not a lot of options. Altitude is your friend--I preferred 7500 or higher.

Whoops, wrong reply chain. 

 

6 hours ago, south said:

but I will one day own one.

Yes, come to the Mooney side of the force. 

 

5 hours ago, steingar said:

Mooneys are airplanes.

With the tail on backwards! 

[Hank]

4 minutes ago, Mooney Dog said:

Yes, come to the Mooney side of the force. 

With the tail on backwards! 

Our Mooneys have the tail turned the right way around. It's Cessna, Beech, Piper, et. al., that are wrong!

[Will.iam]

An erect tail is much better than a limp one so my wife says.  

[carusoam]

We just taught the dog something new…

Which way the tail goes….  

Best regards,

-a-

[steingar]

On 8/27/2021 at 2:57 PM, Mooney Dog said:

With the tail on backwards! 

Actually, Mooney tails are on correctly.  Everyone else is backwards.