AF M20J

Reduced to $5000 (retail is nearly $7000)

Reduced to $5800

I purchased the entire GI-275 sensor and EIS kit for my M20J three years ago. My mechanics refused to install it because they didn't want to deal with replacing an avionics component (they are not avionics certified). Now, I am selling my plane, and thus, won't have the 275 kit installed in any case. I'm offering the kit for $5000 (Retail is nearly $7000). I'm currently located in Central Florida (just outside of Orlando), so if you're local, this would make everything easier, but I'm willing to talk with anyone who's interested. Please see attached for full list of included components (new, unopened) along with all 8830's. I've included the original invoice, but note that the prices aren't current, and have increased since then (so please don't call PCA and ask for this price!) Please ask a question here, or contact me via MS and I will provide my full contact information for further interactions. Thanks Included: Garmin GI-275 EIS Lycoming Sensor Kit (4 cylinder) Fuel Flow OAT Probe Tach Sender Manifold Pressure Sensor Oil Temp Probe USB Outlet(s) [certified] Garmin-GI-275-EIS-Invoice.pdf

Great shot, I love it. Thanks for sharing.

@Sue Bon Your avatar shows a great sectional livery on a tail, is that your plane? I love the livery! Also, is it a wrap, or paint?

My experience was that it cost me about 2x as much to own/operate in EU as it does in US. Regarding ACG Air-Craft, I realize that there is only one drawback that I could think of (reverting to previous topic): If they work on your plane for a while, it will sit outside in the damp German weather. My plane sat out for a very long time, with no chance to be hangared because the local hangar was full at that time. The service is great, I appreciate how they operate and they let me participate, but my plane experienced some heavy weathering due to Germany's humid/rainy climate.

True! I guess the easiest way to put this, is that there are no charges for IFR flights in the US. No landing fees either, unless you're using jet-level services. On a typical cross-country flight (Coast to Coast), I'll plan on about $100 for parking fees and facilities costs. The rest goes to fuel + lodging + meals. I can fuel up at any time, arrive at any time and leave at any time from nearly any airport here. Not so in Europe... remember operating hours PPR, Customs, local flight patterns, etc. Brutal flight planning involved. Again, I agree, it is worth it. Especially, when flying to places like Vannes, Croatia, or any cool area in Europe (there are so many!).

IIRC, it was over $100 for the stickers. (obviously just printed stickers, nothing fancy...) It may have been more... tbh, the memory was bad enough that I don't want to go back and look ;P

Interesting angle. Never heard of this before, would you be willing to elaborate just a bit more? Thanks a lot, I really appreciate your input!

Not yet, great idea, I'll get on that!

@GeeBee, unfortunately not. Another contact pointed out Continental Motors outside Mobile, AL, but they just stopped doing EASA inspections last week as well. If anyone else has any suggestions, I'd be really appreciative.

Just contacted them, thanks @GeeBee UPDATE: Unfortunately, they no longer provide EASA inspections.

Thanks @neilpilot I started here, and called a number of orgs, but repeatedly encountered the issue that they are primarily certified for parts mfg and overhaul. I'll keep digging in, thanks a lot!

Hello fellow Mooneyites! I have a J which is now in Florida after I flew it across the pond last fall and I'm searching (now urgently) for a US-Based EASA airworthiness shop that can inspect it for the annual. Do any of you know anyone who might be able to help? I've called all the major shops I can think of, but no-one does this anymore is what I've heard... I'm hopeful that's not the case! Thanks for any and all tips/help, it will be greatly appreciated.

Right on all counts (as usual), Mr. Kaye I would gladly fly with you any time, any where. I'm so grateful you made the trip to elevate my competence, thank you! I've learned so much from MooneySpace by reading. Thanks to everyone who makes this a phenomenal resource!

Instruction from @donkaye is the best I've received. I credit his instruction with saving my life several times. Highest recommendation I can give.

Indeed, it has an in-wing radar system, that I think is ineffective due to the absolutely tiny aperture... It does work, but again, not in a way that is useful to me. It is definitely *not* a strikefinder. I also have a strikefinder. The Radar system has an ancient monitor which was surprisingly light, given the tech involved. The radar antenna was not. IIRC, only 6 J's from '81 were delivered with the option (can't recall the source of that info though)

Flying in Europe is a slow game. It is incredibly cool to be just about anywhere in Europe within 4 hours, from Croatia to Sweden to France and Poland. The downside is that everything is ticky-tacky. There are a million rules for everything, airspace is choked to death and the system is incredibly legalistic, theory-driven and downright expensive. Flying in the US is indescribably different. Easy, fun, and so open. Don't want to talk with anyone today? Don't. Want to zip over to wherever? Go for it. Not so in Europe. Every trip is planned like an IFR flight, with full details, times, communication and so on. Sweden, Norway and the northern regions where there are still wilds, are different. There, they, like us, care more about the aviator than the regulator. So, I can highly recommend these two fantastic countries for the American pilot to have fun in. The rest... just work, more work and nothing but the work. The destinations make it worthwhile though. Oh, and speaking of maintenance: I took my 'J in for an annual at last minute b/c I was pressed for time one year. $7500 for the annual. They replaced the gear harness (for no reason, it had just been replaced) and slapped stickers everywhere "Do not push, etc." and then a regular annual. Seven. Thousand. Five. Hundred. Dollars. yeah. ACG isn't like that. They're German, so it isn't as cheap as the US, but I trust everything they do. Great guys in the hangar, they're Mooney experts, can source parts and generally like flying. They have flown in the US and appreciate what aviation can, and should be. I do recommend flying in Europe if you have too much money and time and don't know where to put it all... Get either a fold-up bike (Quiggle) or an E-Scooter (what I do) and you can fly just about anywhere and have fun.

Hello everyone! Did anyone ever find use for the in-wing radar systems? I found it to be pretty useless in general, and am wondering if anyone had experience otherwise....

For anyone following this thread, or who may join it later, I highly recommend ACG in Germany as well. Justus and Rene are both great in my experience. They are really reasonable about everything and will set you straight about what needs to be done, should be done and what is optional, unlike many European CAMOs. They have been super flexible with me, and helped me any time with just about anything (and I've asked for a *a lot* of help over the years). If you don't have the fastest response, or you receive a one-liner response, just know that they're generally not too verbose in email. A phone call usually makes things crystal clear and a visit is priceless. I highly recommend them for reasonable annuals and general mx.

Saw you there today @Hyett6420 Nice looking bird.

Thanks @carusoam, I'll post some pics, where should I paste them? Well, the oil burp happened again. Chatted with a mechanic (back in a good location) and he said it might be aligned piston rings, which can happen sometimes. Double ditto on the Engine Monitor. It is at the top of the list for the next upgrade. Thread drift, but a lot of mechanics in Europe don't agree with running LOP. I only have one temp probe (digital EGT/OAT/CHT) but am experimenting.

OK thank all of you for your time and input, amazingly awesome and responsive community. I need to tune in more often... Update: I topped off the oil (which was at 3.5qt - so I brought it to 5.5) then pulled the cowlings, cleaned everything off, which was all pretty oily in there (liquid oil too, not cakey old stuff) took her out and had two people watching while I cranked her over (first without starting): no oil then fired it up, warmed it up and ran it up: no oil So, I flew it for an hour, and the oil pressure remained a constant 80ish (nice and high in the green) the whole way. Didn't have time to take off the cowling (yet) but will fly again tomorrow and report back with any apparent leaks/spray marks. So, at the moment, it seems like it was a "random" occurrence (is there really such a thing in mechanics?) I'll report back if/when I have more...

Thank you for the recommended actions. When I'm able, I'll go through them and report back with findings. Thanks

Hi all, I have a 1981 J with an original A3B6D engine overhauled 700 hours ago. After the latest annual, I'm seeing substantial oil loss in flight. I'm having to add at least 1qt every flight. On my last flight, it dropped to 3.5qts remaining after starting with 5+. The flight was only 40 minutes on a cool day at low altitude and 65% power. On this flight about 25 minutes in I saw the oil pressure decrease to about 55-60. Everything looked fine on run-up (pressure, temp) so I was pretty uneasy about that in-flight. After landing, I checked the belly and it has clean oil all down it. It wasn't a ton of oil, but it also wasn't dirty, and I only really caught it when I was cleaning it with cleaner and a rag. Also, there was a fair amount of oil deposited onto the hangar floor the next day after flying. About a 6" diameter wet spot. This isn't usual for my plane. I looked in the engine compartment to see anything abnormal, but didn't see anything outrageous. I don't have an engine monitor, only a single digital temp gauge for CHT and EGT. The oil pressure is the classic analog gauge. OK, now for the wrinkle: I'm overseas in a remote spot and can't easily pop over to a Mooney mechanic. I'll have to troubleshoot before the next flight, which I'll use to get closer to an A&P. Any ideas of what the cause might be? I'll gladly post pictures as requested. Thanks for your help.