dtoelke
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Yes, I believe most of them do. The company I used for my loan (US Aircraft Finance) offered financing for immediate upgrades when I bought mine.
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I believe that is how he is pitching it now
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I wish everyone thought that way haha! Unfortunately a lot of buyers don't want to deal with the installation themselves and would prefer to purchase pre-configured. This sentiment by itself is understandable but I do think the market overweights the value avionics upgrades, and underweights core conditional items (which are far more important for cost of ownership). There are a lot of planes out there in fair to poor condition otherwise that get valued higher because of the avionics. IMO it's kinda like putting a bow tie on a bag of poop, but I'm not the buyer .
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Exactly. Which is why we ended up recently lowering the price. That way, the buyer can upgrade the panel and total cost be the same or less than a pre-outfitted Mooney, plus the perks of getting to choose the layout yourself.
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Almost was sold two months ago. One of the two partners buying the plane backed out after the pre-buy for unrelated reasons :/. I spent a lot of time flying the plane around California and was glad to have the turbo, but it's also a matter of personal preference. Re: the market, as I understand it's not so bad trying to sell a K, but selling one (or any plane for that matter) without a modern panel can be pretty tough.
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Aircraft is now being sold by All American Aircraft. Asking price is $85,000.
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An M20K with that time has a price in the $60K range, not the $90K range.
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Do you have any comparison aircraft? Â If someone is selling in the $60K range for any K model I know I wouldn't buy it unless the engine time was very high. Â You get what you pay for. Â There is a reason it's being sold so low.
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Hey folks, After a lot of thought and discussion with others, I've decided to put my 231 up for sale. Unfortunately I'm at a point in my life where I can't fly enough to justify ownership. It's been an absolute joy but I'll be glad to see it go to someone who can afford the time. The details: 1979 Mooney M20K 231 - fresh annual (April 2017), 3128 TT, two total owners (I'm the 2nd), complete logs, and hangared in Southern California for its entire life until last October (now hangared at HYI near Austin, TX) Airframe: Brand new fuel tank reseal by Houston Tank Specialists (Nov 2016), 2006 paint (factory colors), 2006 windows and windshield, wingtip and tail strobes, PreciseFlight speedbrakes Engine: 405 hrs SMOH, 405 hrs SPOH, Turboplus intercooler, PreciseFlight standby vac system, installed new in 2015: turbo, GAMI's, Merlyn wastegate Avionics: EDM830 w/fuel flow, Collins AMR 350 audio panel, TDR 950 transponder, (2) VHF 251 comms, (2) VIR 351 navs, Apollo GX55 GPS, Collins DME, Century 41 autopilot w/altitude hold, sigtronics 2pl intercom, electric trim Extras: Custom sun shades, also will consider selling Stratus 2, RAM iPad mount, and two Bose headsets with the plane The plane flies great and the engine monitor indications always read healthy. Last two annuals were performed at a Mooney service center in Southern California. I've attached pictures to this post (note: I took the pictures when I dropped the plane off for the annual, so it's a bit dirty and I am not a professional photographer by any measure!) I'm asking $85,000. If you are interested please contact All American Aircraft at (830) 261-4147. Best, -Don N231BZ-vref.pdf
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I will be living and working in the Barton Hills area. Will follow up on the airports mentioned above. Thanks!
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Is anyone familiar with the airports/hangar situation in the Austin, TX area? There's a good chance I will be moving there from Los Angeles in the next two months and I'd like to get a jump on finding a new home for my bird. Any help would be greatly appreciated! -Don
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I sent my DG in for an overhaul and when I got it back and installed, the autopilot tracks a couple of degrees left of the heading bug. Everything else appears to be functioning properly and the error is consistent. Anybody experienced this issue before? Does something in the DG or AP need to be calibrated after an O/H?
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Thanks guys! I called both and think Executive Autopilots is going to be a better bet for me since they have a full test bench for the century 41. The help is much appreciated.
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When it's functioning properly everything will engage on the ground. Is that what you mean? (i.e. it doesn't need to be flying to have the ailerons and elevator "attempt" to correct pitch and roll)
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I forgot to mention, I'm based out of Bakersfield. Obviously the closer the better, but anywhere between LA and SF would probably work.
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Can anybody recommend an avionics shop in the Southern California area that is well-versed in Century autopilots. I've been having issues with my Century 41. The pitch control works fine but the roll control only works occasionally, usually kicking in 30-60 mins into the flight (yet weirdly it works quite well for the rest of the flight, only to not work on the next flight). I'm trying to wrap up my IFR training and would like have this functioning for my checkride. Thanks guys!
