Frank B.

Thank you. My trade deal fell through. The seller lost some log books for his trade in. I feel it’s a very rare aircraft for the person looking for a long term airplane and don’t need a turbocharger. I could arrange a phone call, for any serious buyer, with the msn who took possession / ownership of this airplane when it was three years old and owned it until such time as Dustin and myself bought the aircraft and took possession of it. Thanks, Frank

I actually have a “tentative contract” on the plane. The contract is based on his trade in being “as represented” when it gets here. These days I don’t count any deal closed / sold until the funds are in my account. Frank

Art, it’s a real and legit ad. I am the real owner. It’s a M20J, not a 310 Cessna. Look at the FAA website. Not FlightAware. ADS-B did not exist back then. This aircraft has obviously NOT flown 40 hours a year. It flew a lot of hours for a few years, then was put away in a climate controlled hangar. I purchased it for a friend / associate Dustin P. He decided not to do the restoration so I got the aircraft back. I had the engine overhauled and the prop done. The rest of the work was done in my shop by my A&P/IA. Come look at the airplane. It’s like NOS. Very CLEAN, very NICE, but unfortunately still has the older avionics. It’s a ONE OF A KIND super nice, very low time, M20J. I personally think the market has crashed. Maybe asking prices have came down by 7%, but sales have all but stopped. I figure most people that would see this airplane for what it is and have a serious interest in it are like me and will take advantage of the lower market to BUY BUY BUY BARGAINS BARGAINS BARGAINS ! This aircraft is totally and legitimately, in my opinion, one of the cleanest nicest low time 201’s in existence. Its rarity should command that special buyer that is looking for his forever airplane. Install the transponder that comes with the airplane and fly it like it is or take advantage of the super affordable Dynon Certified Avionics and build the glass dream panel. Thanks, Frank

Use the FAA Website to check aircraft registrations. ADS-B did NOT exist back then. N1156P has always been with this aircraft since day 1, brand new. Thanks, Frank

Since we all know that ADS-B didn’t exist 18 years ago, we can discount that. Use the FAA Website to search registrations, not FlightAware. Dustin bought the airplane, with my assistance, and due to a few major changes in his life he decided that aircraft ownership was not currently in his cards, so I got the airplane back and done the engine and prop. You can reach out to Dustin on this site and verify this. Cody Stallings at Stallings aircraft can confirm that he done the prop for me. As for the N number being to a 310, boy I can’t help you with that one, maybe try using the FAA Aircraft Registry instead of FlightAware and you will see that it’s a dealer registry, to me, Bullard Aviation Services, Inc. 85 Hangar Way #10 Ormond Beach, FL 32174. Federal Dealers License # D008442. https://registry.faa.gov/aircraftinquiry/Search/NNumberResult This N number has been assigned to this aircraft since day 1 and I have know this airplane since at least the mid 80’s. Thanks, Frank

I added some engine photos to this post. I am hesitant to break it in because no matter how I break it in it’s going to be wrong in someone else’s opinion. I would surely hope that someone could appreciate breaking in a new engine the way that they want it broken in. I would also hope that a recently overhauled engine by a big name engine shop would make it home. I would hate to take this thing back apart and part it out, and I will only do that as a last resort, but it’s looking like I can sell the fuselage, engine and prop all separately for substantially more that it’s going to bring as a flying airplane. If someone has a serious offer / interest in the aircraft, and brings money to the table, we can put 10, 20, 30 or every how many hours they want to put on it locally before they take delivery of the aircraft.

Holy Smokes Guys & Gals, what’s up here? I seriously thought when I priced it at $125K, that it was a steal and would sell instantly! Complete strip and paint, new engine, all new or overhauled accessories, new hoses, new engine mounts, new Good Year FC III tires all the way around, all new wheel bearings, both the engine and prop done by famous shops? Zero fuel leaks! Stop looking at the bond market … it will rebound eventually …. But there aren’t many 1980 / 81 1800 TTSN M20J’s left out there. Install some Dynon Glass and make this your forever airplane. I am open to SERIOUS offers ! Thanks, Frank

I have what I think could be someone’s forever airplane. 1981 M20J, N1156P, with 1,810 TTAF, O Since major overhaul on the engine and the prop. Engine done by Flightline / Certified and the prop done by Stalling Aircraft Propeller. New engine mounts, new battery, fresh 500 hour on the mag, new style wingtips from factory and they have new lens. All new brakes and wheel bearings. Two previous owners since new and NDH ever. I have personally known this airplane since 1986. Paint: NEW Complete strip and paint in 2024. This airplane has a vintage paint scheme that is era appropriate for the plane. Midnight Blue, White with silver metallic stripes. Glass: The glass is all in excellent condition, shows like new with no checking or crazing, and the windshield was replaced at the same time the aircraft was painted last year. Interior: Very Nice - Very Ugly … Original red plaid, that’s in really good condition. It is the OEM interior that came in the airplane day one from Mooney. Avionics: Very original - Legacy, antique, how ever you want to say it, but it does have a nice century auto pilot. It does NOT have ADSB. Annual, current and recent (note no ADSB & pitot static - transponder checks need to be accomplished). Fuel tanks - Absolutely zero leaks. No stains, no runs, no drips. The RH tank had a slight seep professional repaired before the paint work was done. I will answer all serious emails and arrange showings to accommodate, or you are welcome to call me. How many TRUE 1,800 hour TTSN, NDH, M20J’s are out there today. This may well be the lowest time 1981 M20J on the market today. ALWAYS HANGARED SINCE NEW ! A full price offer includes a used, but in the box, Lynx L3 Transponder with built in WAAS. (The one with the screen) Price: $135K Thanks, Frank www.BullardAviation.com N1156P *** UPDATE *** #1 A couple of people that know Mooney’s a lot better than I do have pointed out to me that this airplane is a 1982 year model and not a 1981. To clarify, the AW date was 7/20/81, so it does have some distinguishable 1982 features that make it look like a 1982 that I guess that were not on the 1981, don’t ask me what they are because I don’t know, and if you look it up in some of the price reference books by SN, they do show it as a 1982. But, the FAA calls it a 1981 with a late July 1981 AW date. Hopefully this clears up the confusion. #2 When the engine was installed yes, it got all new or rebuilt accessories. New Lord engine mounts, a new silicone hose kit with fire sleeve, new spark plugs, and the engine mount was powder coated black. The previous owner rebuilt the master cylinders and replaced all of the brake hoses behind the panel before he would let me fly it away. We did not paint the firewall because it is perfect. It’s VERY clean with zero corrosion and looks like new. I figured why paint an OEM firewall that is still in perfect condition. #3 I added interior photos. Just like I said, really dated, but in good condition. Recover the inlays in the side panels, re-cover the seats, and throw in a SCS Interiors carpet kit, and you are good to go with a perfect interior. “I do not have any headrests for this aircraft”. The previous owner who bought it from the original owner when it was approximately three years old said that he did not get any headrests with it.

Juan Browne on the Blancolirio YouTube channel published a video that according to Juan shows the tail wheel unlocked as the plane was rolling out just after touch down. I guess this time they were above the DMMS vs below DMMS for ground handling with the tail wheel in the unlocked position. Frank

I helped someone install one of these recently. I really liked the seal. Recommendation, keep the brush part as short as possible. I have seen others installed that were 2 inches plus long and they didn’t do nearly as well as the shorter ones.

Great, thanks. I will wait to hear back from you.

Hello, I am looking to purchased a used but serviceable or a rebuilt Bendix Flight Director Horizon. Bendix King PN: 4000184-8503 AIM PN: 504-0001-911 Type DH-841A Aviation Instrument Mfg Corp is the manufacturer but was sold through Bendix King and was part of the Bendix King FCS-810 auto pilot system. These units were most common in Beechcraft Bonanzas and Barons as well as, I believe, Piper Aztecs. The unit would look like the attached photo but may utilize different colors on the face. Thanks, Frank

Purchase made. Thanks

I probably buy 90% of the used parts and tools that I need through WTB ads. I reported the suspicious account and I believe he is already history.

I just got a scammer also, I believe. See Attched

Hello, I am looking to buy a dynamic propeller balancer. A Dynavibe Classic, or other brand will work. Does not need to be certified so no NIST certificate is required. Surely someone saw the Dynavibe at OSH, bought one and used it once or twice, and hasn’t had it out of the case since. Thanks, Frank

But how many Mooneys has Frank B. Owned and flown in the past. I still love a Mooney. You should see the M20J project we have going on in my hangar right now. It’s no longer mine, but belongs to another member here. Post some photos Dustin Payne.

I guess I totally missed what his question was!

It’s just an adjustment made by backing the screw out. You will get approximately 200 additional RPM FOR EVERY 360° revolution of the screw, assuming that the governor is controlling your max / takeoff RPM. But, the propeller governor should NOT be what’s controlling your maximum RPM at take off. If your low pitch stop is set correctly then WOT you will make just under full RPM. Then as you start your roll down the runway the RPM will come to the 2700. When the pitch stop is properly set the adjustment screw will be just barely touching, but not regulating the RPM at WOT, take off power setting.

Those PA46’s … other wise know as the “M Class” Malibu, Mirage or Meridian have always had an certain appeal to me from both ascetics and performance, but there is just something that I can’t seem to make jive in my mind about them. I always get that same feeling in them that I also get in a V tail Bonanza. I have never had or should I say experienced that same deep in my gut something’s wrong or when is something going to go wrong just anytime now feeling in any of the M20 series Mooney’s nor have I in the A36 Bonanza family. You notice I said A36, not 36.

I think that I finally found the Info.

Has anyone heard about a TFR violation that “supposedly” happened on Sunday 4/23/23 during the Blue Angels Airshow performance in Beaufort, SC? Someone told me that he read about the violation but I have looked and looked and I can’t find any info at all on it. It was supposedly a Mooney that descended from 6K to 4K passing through the TFR and later landing at 7FL6. I am just curious of the details and wondering if maybe the pilot was on an IFR flight plan and ATC messed up? Curious minds want to know. Even thousands, IFR Flight Plan? Thanks, Frank _________________ KOMN Hangar Investors, LLC

I don’t guess that I have but maybe an hour total time LOP in my flying time unless I was LOP back in the Cessna 150 days of training when we leaned until it started cutting out and turned it back in just a little.

Finding hangar space in the KDAB area is virtually impossible . One of the owners that bought in our complex is going to have a hangar for lease very soon but he is looking for a minimum of a one year lease and his lease rate is north of 11.00 per sq ft. He is mainly looking for a twin turbine tenant I think.

I don’t know how you do it, give up all of that speed or should I say trade all of the MPH for MPG. I get the added range thing, but I just can’t bring myself to do it. I guess if I covered my airspeed indicator(s) which we seem to have on just about every digital box in the airplane now … I might be able to do it. I just love the speed. If the air is smooth I am always searching for that altitude with a tailwind and running 72 to 75% power. I hear the pros and cons of engine health but I am not sure what to believe. My second Mooney back in the late 80’s was a K model with a new factory engine, no engine monitor, I believe it was a 1981 or 82 vintage airplane, and with virtually no training on how to properly operate or treat that GB series engine I still flew it somewhere north of 1,500 hours without one single valve issue or cylinder change. Back then, very often, my method of decent was the “slam dunk” approach because I could only maintain flight following to my home airport if I was at 4500 MSL or higher. Maybe the factory TCM cylinders were better back then, but I don’t think that the GB engines were ever noted for long cylinder life.