Aerodon

Maybe the 20A breaker feeds the radio breakers above? Replace it with a breaker/switch and then you have an avionics master? Aerodon

It's quite possible that the EDM700 has an inline fuse to the busbar? I have replacement units that you can try for a quick change. Aerodon

We installed a GTX335 with its internal GPS and the built in encoder in our C172. I find the flight aware tracking much better that the various 978Mhz units. Installing an extra GPS antenna was a pain in the butt, but the internal wiring is easier. If I did it again I would look for a combined VHF/GPS antenna, but the hole patterns are 'wrong' for a Mooney. Mooney panels are short of space, so I am a big fan of remote mounted units - transponder, audio panel, DME etc. Don

Sounds like someone has bypassed the vacuum servo underneath the centre wing and replaced with a manual pull system? I've only seen the vacuum system, electric motor and integrated electric systems. Aerodon

Steve, I have the manual somewhere, and also looked up the lighted annunciator / switch on digikey once. You can also have a simple annunciator light and a pushbutton on the control wheel. Aerodon

Not the best picture, everything is hidden. I use yellow painters tape to provisionally locate each EGT and make sure i am not 'painting myself into a corner' with slip joints, baffles etc. A right angle drill with a short bit works well, otherwise you might have to take the exhaust off. Distance from cylinder is not super critical, I worry more about getting a nicely mounted probe. Half an inch is not going to make much of a difference in EGT and you are looking for trends and peak rather than absolute values. Aerodon

Yeah, I would get it welded, not difficult. Then plan ahead for all cylinders. I like drilling the holes on the inside, biting back at about 30-45 degrees. Makes it much easier to route the wires along with the CHT wires. And protected the probes from mechanical damage. Aerodon

I found a flat glare shield and am halfway through removing the hump. Aerodon

Trust me, I have bought planes like this. If you can't get your head around paying for an engine in the next year, then don't do it. And if it's not priced accordingly, don't do it. An unused engine like this is a can of worms. Hoses need replacing. Lifters corrode. Cams corrode. Cranks corrode. Turbos don't like standing. Mags need regular maintenance etc. Injection systems clog up. Seals fail, diaphragms fail. A PPI (pre purchase inspection) can only tell you so much. You will get airborne and then things will start to fail, You'll be spending $2k here, $5k there, $25 k everywhere and still have an 'old engine'. I'm not saying don't buy it - get a PPI done on th airframe for corrosion, fuel tanks, accident history, AD's etc. Enough inspection on the engine to be assured it gets through an annual. Value the plane with a time expired engine, any hours you get will be a bonus. Be prepared for big $$ on the engine overhaul and budget 9 months of downtime and about $10-20k on the installation. And then the avionics budget - radios don't like standing either, capacitors dry out, corrosion destroys boards etc. There is a reason people buy planes like this - you get a nice looking plane, new prop, new engine, new avionics and then fly it for the next 10 years and still have something valuable to sell. If you are not a 'project person' with the knowledge of how to deal with maintenance and avionics shops, this is not the plane for you. There have been similar planes discussed here in the $50-100k range. And their buyers have shared their progress and pictures getting them back to pristine condition. I'm doing the same on my 252. But we start from a wholesale price, assuming engine core value and eyes wide open on avionics costs. If you think that a good PPI is going to eliminate the risk, I think you are mistaken. We have also sadly watched other buyers go through the process of discovering corrosion so bad that their airless are writen off despite a PPI. And engines with less than 500 hrs needing another overhaul. Aerodon

Scott, I found a wiring diagram for the KA124, it looks the same as the KMA24 (44 pin edge connector). So that is pretty likely compatible with the bottom connector on a PS7000. If you are lucky, th only thing that needs to be done is replace the pilots audio with stereo wiring. Then you add the new connector (another 44 pin edge connector) for all the music and stereo headsets - probably another 20 pins or so. Probably about the same amount of work as adding a standalone stereo intercom (I like PMA3000's) The problem we are all facing in many areas of the economy - when you have more work than you know what to do with, start on the $120k avionics upgrades where you can make $20k margin on ordering the avionics. And get the customer to pre-pay for the avionics. Completely eliminate the scrappy jobs - the ones that take up just as much hangar space and prevent you from doing the former. I think the hardest part is finding someone to help, not the technical issues. Don

I started to reply to your audio panel question and then got distracted. Old installations are always a mess, and the audio panel is the centre of the universe in the panel, so it is worth doing right. If you are moving things around, you may as well start again. There are guys around that will wire a complete stack for you for under $2k, including wiring. Retired people, moonlighting techs etc. without the shop overhead. It's probably a days work to take out all the old avionics and side panels, and another days work to install a 'panel ready' stack. I would do some layouts, and work out what you really want for the next few years and then do it. Aerodon

yeah, dumb move.

Yes, Mooney 252.

Kees, I have a complete 14V KFC200 autopilot that I will be removing from my 1980 Seneca for a GFC500 upgrade. (May as well do it now while I am installing a complete new stack). What parts do you need? The serves and controller are probably the same. The 'computer' came in different dash numbers, and a board for the flight director. I would try keeping yours going until a GFC500/600 becomes available? Don

I have a spare TSIO360MB core with 1750tt - lets get it overhauled and ready for when your engine really needs changing. Aerodon supercub180@gmail.com

macfarlanes make nice throttle and mixture cable bolts, washers etc. Aerodon

Depends what model Mooney and what is installed already. If it's a basic EDM700, and there's not a lot of panel space, I would just add options - FF, OAT, OT, MP, RPM etc. all the way up to an EDM800. I can help with transducers, trades etc. This will be 'plug and play' with an EDM730/830, but two things are harder with this a) panel space, b) the EDM830 has a ferrite filter and heavier gauge power and ground wiring. Then with almost any Mooney - if you have doubts or problems with any of the OEM gauges or transducers, think seriously about going straight to an EDM900 or 930. Aerodon

Mine is similarly equipped, with dual alternators, weighed at the factory as 2046. Aerodon

WEIGHTS Gross Weight: 2,900 LBS Empty Weight: 2,049 LBS Useful Load: 897 LBS Fuel Capacity: 75 GAL 252's really need the Encore conversion

I doubted you, all the ones I have seen have dual alternators. But this one has the space for the second 70A circuit breaker. I have the rear end of a TSIO360MB engine with the dual drive alternator if the buyer is really interested. Aerodon

https://www.controller.com/listing/for-sale/226229497/1988-mooney-m20k-252tse-piston-single-aircraft?fbclid=IwAR3Vdy1eGG6pcNJoCvihQIobmlYHqC5JV82QLExoXWsqUzxUvecncr6gBEA

I eventually went with the aft mounted tail and strobe lights. I have a couple of the AeroLEDS thad didn't fit, and I have the old wingtips, might have one halogen that works. Aerodon supercub180@gmail.com

My 231 had 3 of one kind and one of another. All in the parts manual or maintenance manual showing the sequence and orientation of components. Putting it in - I don't think you are going to find detailed process? Aerodon

My guess is there is some government or corporate customer that doesn't blink at those costs. Things like this that make me appreciate the laws being developed around 'right to repair'. Gaining ground in Europe, and will come to North America. Aerodon

I have found a 'desktop' type appraisal is good enough for an insurance company, after all, they are accepting your number on the insurance value anyway. Yes they have limits, but i have found that with a little information on avionics and engine times, they will adjust quite easily. Vref is free if you are an AOPA member, I find them a bit on the high side for 'real market values' but a good basis for insurance numbers. It always make sense to try over insure by so that a) in a write-off, you get fairly compensated, b) in the event of major damage, you don't end up with a check and relinquishing your plane. I have seen guys have to go through this process (underinsured) and it's not fun. Aerodon