highlowfastslow

The plane just sold. Hopefully a pic of the six seater coming soon!

I am listing my 1965 M20E, N48176, for sale. I have owned 48176 since mid-2016 and put over 700 hours on the airplane (115+ tach hours/year). This has been an awesome cross-country machine for my wife and I, but our family is growing and we need to upgrade to a six-seater, otherwise I would keep this plane for much longer. 48176 has many great upgrades, including a genuine 201 cowl, 201-windshield, manual speed brakes, 201-style wingtips and various gap seals and fairings. This is a very solid and economical IFR platform. I had dual G5s put in along with a 430W that provides GPSS coupled to the STEC-30. The STEC also provides altitude hold so you can fly completely hands off once at cruise altitude. Note that this M20E had the electric gear option installed at the factory, not the J-Bar, but has hydraulic flaps. 48176 has a strong maintenance record and was MSC annualled/maintained at Byerly Aviation (based in Peoria, IL) for five out of the six annuals that I owned it. The airplane shows well. It was painted in 2007, but was hangered since then. There are some minor knicks in the paint, but the airframe overall is in great shape. The interior is average and some of the plastics could use upgrading if the next owner desires. There is no major damage history (no gear-up in its lifetime), but some minor repairs were done over the years. One of the skins on the vertical stabilizer was replaced years before my ownership. During my ownership, a barrel blew into the left flap while tied down in Hyannis and the flap was rebuilt by Williams Airmotive in 2017. Otherwise there is no other known damage history. Note that we are still flying so hours may change. Buyer can take delivery starting August 1st. I am listing N48176 on Monneyspace first in the hopes that a fellow Mooney enthusiast will be the next owner. Please message me directly if you are interested. Here are the specs: 1965 Mooney M20E N48176 Serial # 650 Airframe: 5,809 hours since new Engine: 415 hours SMOH – Lycoming IO-360-A1A (Overhauled by Jewel Aviation in Kennett, MO September, 2019) Propeller: 909 SNEW in 2008 – Hartzell 2-blade (HC-C2YR-1BF/F7666A-2) – no recurring eddy inspection Max Gross Weight: 2,575 lbs Empty Weight: 1,712 lbs Useful Load: 862.6 lbs Fuel Capacity: 52 gallons Empty CG: 45.5 inches General and Inspections: · Hangared in Gary, IN (KGYY) · More pictures and recent logbook scans available here: https://www.dropbox.com/sh/xvgnd4610w7vgv2/AAC6bCKKIOpfo83LzUvmZoz5a?dl=0 · MSC maintained by Byerly Aviation in Peoria, IL since 2016 · Annual inspection due 4/2023 · IFR Certification due 4/2023 · ELT battery due 5/2023 · All ADs in compliance · Compressions at 4/2022 annual: 78/78/76/72 · No major damage history or gear-ups. Minor history due to hangar rash includes replacement of upper vertical fin skin (March, 2004) and removal and repair of left flap by Williams Airmotive (Feb 2017), both completed IAW manuals Avionics: · Garmin 430W #1 WAAS GPS/Nav/Comm · King KX155 #2 Nav/Comm · Garmin G5 AI · Garmin G5 HSI with GAD 29B and GMU 11 · Stec-30 with altitude hold and GPSS · Stratus ESG Transponder with Stratus 2S ADS-B In/Out · GMA340 audio panel · JPI EDM 711 engine analyzer (with fuel flow) · Narco ELT 10 · Garmin 396 GPS · Aerospace Logic FL-100-R, VA-100, and OL-100 digital fuel, oil temperature, oil pressure, voltmeter and ammeter gauges Upgrades: · Genuine 201-cowl · 201-windshield · 201-wingtips · Manual speed brakes · Gap seals and fairings · GAMI injectors · REIF pre-heater · Front shoulder harnesses · B&C starter · Custom yokes · Upgraded engine controls · Music jack · Cowl pugs, pitot tube cover and travel cover included Recent Maintenance: · LH Magneto inspection (4/2022) · R&R landing gear emergency drive coupling and spline (4/2022) · SB-208B Inspection (4/2022) · R&R aux fuel pump (7/2021) · New battery (4/2021) · R&R transponder antenna (4/2021) · RH magneto inspection (4/2021) · Replaced screen of JPI-711 (4/2021) · New right main tire (4/2021) · Overhauled fuel servo and divider (4/2020) · Prop resealed (11/2019) · New left main tire (5/2019) · New LASAR nose landing gear truss (12/2018) · New voltage regulator and overhauled alternator (6/2018) · Overhauled prop governor (5/2018) · New landing gear pucks on all gears (5/2017) Exterior: · Painted February 2007 by Hawk Aircraft Painting (hangared since) · Matterhorn White and Diamond Black with Gray stripes · 7 or 8/10 Interior: · Black vinyl seats and gray side panels · 6 or 7/10

If your issue is related to download size, I've been having the same one. If you click delete expired charts and then try again (ignore the size warning that pops up) it will then start downloading; that has worked for me the last two cycles.

I'm glad it wasn't just me this update cycle. All of the sudden Foreflight went from doing the typical update well within my memory to needing 64GB+ and saying there wasn't enough space. Deleting expired (you can delete all with one click) charts solved it, but to the point above, Foreflight should be doing this on its own. We'll see how the next update cycle goes.

I’ve had the same thing happen twice. Don’t know why it happened and only happened on my HSI. However, I was able to get it started by holding the power button and the knob down for several seconds. Maybe a software issue? Hoping it gets addressed in a future software update.

Reduced

Alan - I'll give you a call later this week Yes, in great condition and comes with tray. Need to confirm on connectors, but I believe so. I am out of town through 1/3, can check and will be able to ship then.

Bump and reduced. Get the sense there isn't much of a market for these...

Sorry Steve, the KT76C just sold. Well, that makes a face lift easy. Thank you.

Hi everyone - just completed a couple of upgrades to the panel and have some avionics for sale. Open to offers. KX-125 - $950 - SOLD KT-76C - $300 - SOLD KN-62A - $650 (screen is faded, but it works fine when lit up) - SOLD I also have a Sigma-Tek DG that is Stec compatible and a spinner dome for a J cowl in good condition for a (posted separately). Let me know if you're interested

Bump. Open to offers. Have some more avionics coming in the next week: KX-125, KN-62A, KT-76C. If you're interested let me know.

Removed for upgrade. Works perfectly. S-Tec autopilot compatible (52D54M). Part #1U262-004-15. $800 shipped / OBO

One thing that wasn’t mentioned yet is putting an original J cowl on a pre-J frame. No idea what it cost to do this on mine, but I doubt it’s worth considering anymore from a cost/benefit standpoint.

The whole red plate was loose, but i think it was because that nut was basically gone. The other terminals over the plate were all tight. No, nothing connected to it. Only connection was to the terminal below the burned terminal. The shop that sold me the alternator agreed to take it back and repair at no cost, but obviously annoying to have to incur more labor for a faulty alternator. Will for sure be checking this as well. If it means anything, it seemed like the amps were more stable at a low power setting on the ground with a light load. Here is a picture i found of identical alternator with an arrow to the lug that burned. There is a connection at the lug directly below, but there wasn't anything connected to the burned lug.

Interested in your thoughts on what’s going on with my alternator. I recently replaced my aging alternator with an overhauled unit, this is the InterAv. I also put in a new Plane Power voltage regulator. I got 3 hours on the plane this weekend. The volts held up between 13.9-14.3. It was fluctuating more than I’d like but not significantly more than in the past. The load meter, however, was showing pretty substantial variations in amps, to the tune of jumping from 10 to 30 with no change in load. On two occasions the volts went to battery voltage and amps to 0 for less than a minute, then came back. Last, there was a notable intermittent whine in the comms that was not there before. I don’t think it was a diode, though, as it didn’t vary with RPM and was intermittent (and this is a newly overhauled alternator). With the symptoms above I decided to pull the cowling and discovered the melted output lug in the pic below (I believe that’s what it is). This lug had no connections to it. The A&P I’m working with believes it’s a faulty alternator that is not grounding properly. I double checked the grounding wire and it looked secure, so could it be something internal to the alternator causing this? Anyone else see something like this before and have other ideas? The shop that sold me the alternator has agreed to take it back and repair it. My concern is whether it’s something other than the alternator itself causing this. I don’t want to unnecessarily fry another alternator if its not a fault of the alternator.

Unfortunately I couldn't find any paperwork other than the 337. It says: RETROFIT MOONEY M20J WING LANDING LIGHT ASSY STA. 133.00/118.25. INSTALLED MOONEY KIT PN 210417-502 USING SUPPLIED PARTS AND WIRED PER MANUFACTURER INSTRUCTIONS (33-40-00). Here are some close ups of the landing light as requested. pics. I should really remove the lens and clean it....

My E came with the wing landing light. I like the look. The plastic cover on the light is also flush with leading edge of the wing so save for the screws i don't think drag is too bad. Love the clean lower cowling too. I'll take a look at the paperwork next week when i'm at the hangar to see if I have anything that could help.

which cylinder peaks first when you lean? Is it number 1 or another cylinder and how big is the difference or the GAMI spread?

You should check out Van Allen Airmotive in Allentown PA. Dave Van Allen opened up shop there a year or two ago and and does the full strip and re-seal professionally. When i was in there having a cylinder replaced another MS member (orionflt) was having a strip and seal done - said he did a great job. Not a short flight from NE, but you've got commercial flights right out of Allentown or it's a quick drive to Baltimore for cheap Southwest flights.

In my E I actually raise the flaps right after lift off as long as it's not a short field or obstacles off the departure end. I like accelerating to Vy as soon as I lift off so that means the flaps come up. Gear comes up, usually after the flaps, once no more usable runway. Short fields I'm gear up at positive rate, climb at Vx and then flaps up clear of obstacles. Sent from my iPhone using Tapatalk

I had them repair a damaged flap that was hit by a barrel. They did a fine job although they obviously sent the flap out to be reskinned and painted. I did have them check out a few other things and it got expensive pretty quickly. Wouldn't have an issue having them troubleshoot if you have any issues on the field. I fly to Hyannis from Chicago many times a year so maybe I'll see you over there.

While I'm waiting on a new cylinder to get put in, I thought I'd ask about the best procedure when breaking in one new cylinder. I did some searching and couldn't find consensus when just replacing one cylinder. Should I use mineral oil and run it like I'm breaking in a new engine? Or do I use AD oil and run it normally? I obviously don't want to put my other 3 cylinders at risk when breaking in the new cylinder.

We did! Great meeting you Brian - thank you for the offer to help us out and for taking a look at the cylinder. It took us a while to realize it was an option, but we ended up renting a car and driving to New Hampshire. Easy 6 hour drive then we'll head back to Chicago Tuesday. We'll be back sometime during the weekend of Aug 19th to pick up the plane so if you're around we'll see you then. Thanks again. We did. Dave was extremely helpful and and generous with his time on Saturday. Brian above also happened to be there and helped us out. You're probably spot on with your hunch. We boresxoped number 4 and saw a couple things: - a lot of oil - significant scoring on the wall of the cylinder The cylinder will have to be pulled and I'll have to get a new one based on how bad the scoring is. We're thinking one of the rings cracked, likely the oil control ring? What typically causes a ring to crack? Just age or are there other drivers? I assume it was replaced when the cylinders were all overhauled in 2010, but not positive Unfortunately I caught it too late to save the cylinder. Lesson learned, although I'm not sure how to spot that problem sooner. I never saw abnormal temperatures and the plug didn't start fouling until this last flight. Will cost me a couple of AMUs, but should have it back in the air in a couple weeks so all is good.

No worries Brad and thanks for the suggestion. I'm at KXLL now and will be getting a second opinion this afternoon. Feel good that whatever the cause can get taken care of here.

I'm not sure how many hours on the plug. The cylinder has about 235 hours it looks like. Cleaning of the plugs did help so that seems like the problem and what's leading to roughness. Now we just need to find out what's causing it... Yes, the mechanic did suggest the fouled plug on #4 was causing the roughness. He cleaned the plugs and that did help significantly. The update is that i'm now in Queen City, PA and going to meet with Dave this afternoon. After doing several run ups and a full power run down the runway this morning, I decided it was safe to depart. It made 2700 rpm and readings were normal taking off and climbing. Kept a really close eye on #4 the whole flight. The roughness did return after a while and it manifested itself in a slight drop (20 degrees or so) with #4 EGT, but it then came back and roughness disappeared. Roughness would last no more than 3-4 seconds at a time. This happened every 5-10 minutes or so. On the hour long flight it went through another 3/4 of a quart so still burning a lot of oil. CHTs held steady at 270 the entire way and oil temps and pressure steady as well. Feel good about making the flight and optimistic that i can get the right answers here at Queen City. Thanks again for all the help everyone. Will update once we get some answers.