CharlesHuddleston

100%. Although now, is you go with an Aspen 2000 MAX system, you don't need a 3rd display to successfully get rid of the vacuum and acts as back-up. I had initially planned on the AV30 acting as the back-up AI, but alas, was told by my avionics shop that it was 'informational only' and not certified as an AI. that led to the G5.

https://www.dropbox.com/sh/0l9zdd46ise5tux/AABjP_Ii2XyxpgLFciGOif6da?dl=0 Dropbox of pics of logs and AD compliance. As of tonight, hobbs time shows 317.5 hrs SMOH on prop and engine.

Interior pics from a couple days ago!

Never took off. The TBO on the engines that are coming to market were still not high enough to make it cost-effective. They were hoping to get the hours up once they had some more time under their belt. I still believe it would be a great mating! M20 airframe and a 200-300 hp turboprop… ahh, one can still dream.

Took those pics after the install! Need to take some more, but I've too busy flying rather than taking pics to sell! I assure you, they both work.

Asking $140,000.00 1982 Mooney M20K SN 25-0654 Hello all! A big thank you to this community! I LOVE my Mooney, but alas, we are moving up to a C-340A as our mission has grown. Back story then the details. I purchased N1157L from the US Marshal's Service in 2018 without log books. Since then, have got her airworthy. Props were overhauled, engine overhauled, panel updated, and the interior refurbished. Roughly 325 hrs since prop overhaul (2108), Roughly 325 hrs since Engine overhaul (2018). The only thing she needs to be a beauty queen is a paint job. Equipped as listed below: TSIO-360LB WITH Intercooler and Merlyn BlackMagic wastegate McCauley 2 blade prop Aspen 2000 MAX dual screen system with SV and newer battery back-up system (Installed 2020, battery upgrade 5/2022) Garmin G5 Back-up Display Davtron Electronic clock uAvionix AV20S Mini-Display/AOA PSE PMA8000BT Audio Panel with BOSE Lemo plugs x 4 (front & back) GNS530W main GPS/Nav/Com GNS430 secondary GPS/Nav/Com King KAP-150 Autopilot (GPSS via the Aspen) - flies approaches great! Garmin GTX 330ES transponder with ADSB-out JPI 830 Engine Monitor with Fuel Flow, and TIT Separate JPI TIT Display and Intercooler Displays Flap Gap Seals One Piece Belly skin Precise Flight Electric Speed Brakes Monroy Extended-range tanks (Total 115gals) LED Nav/Position lights & Landing Lights Plumbed for O2, but no tank currently installed LASAR steering Pin upgrade & Tie-down/jack point kit. Upgraded DonMuncey Visors Recent updates: Tx/Pito-Static check completed in May 2022, New nose tire last year, new mains 2 weeks ago during annual. Will also update post with compressions from annual this month. Will update listing with pics of interior as well. Damage hx: Nov 2018, runway excursion, required reskinning of one panel on left wing and led into the engine overhaul due to prop strike inspection. We have flown to Florida multiple times, to Bahamas on at least 4 occasions and to Turks & Caicos once. Flies great. With the O2 tank out, I plan 900# useful load. Look our trips up on FlightAware! Based in middle Tennessee at KSRB Sparta-Upper Cumberland regional airport, feel free to come in to look it over, take a test flight, review the 4 year old logs(!!) and just admire beautiful middle Tennessee! Call or text: (931) 434-1915 or email: drh@edenonbroad.com -Charlie Huddleston

Throwing this out there, but I got my replacement visors from the great @DonMuncy. Maybe you can reach out to him and see if he is still making them? They are also a good bit cheaper than Rosen brand. Not sure if his would fit your model, but mine mount very similar to Rosen pain linked above.

Corrected original post. That is pretty important info when selling... TT: 3,800 hrs (unverified), TSMOH: Roughly 350hrs and climbing. We've owned it for 5 years now.

First of all, I still love my 1982 Mooney M20K, and will be sad when she goes... Having said that, our mission has changed drastically, and we are moving up to a 340A. Already signed the paperwork for the purchase, so will have to make room in the hanger. When I purchased N1157L, I bought it from the US Marshal's service without any logs. Since that time, have re-finished the interior, upgraded the panel to Aspen 2000 MAX system, and completely overhauled the engine. The only thing left that I would do is re-paint. There is minor damage history since my possession, leading to re-skin on a wing section. I just need help/advice on how we go about selling. First off, I will list it here for sale in the classified forum. I have gained a TON of knowledge from your fellow Mooney drivers, and want to continue to support the 'home team.' EDIT: Total time (per hobbs) Just under 3,800 but can't verify; TSMOH about 350 hrs, but still flying. I purchased it in late 2017. My questions: 1. Should we try to use a broker (I don't think I will need one, but I have 0 experience with this part)? 2. How much value do people consider 'lost' on the lack of old log books? 3. Would it be worth while to paint prior to selling (I don't think I would re-coup the cost, but might move quicker...)? 4. How accurate is AOPA's vREF system, or do I just use that as a 'rough guide'? Bottom line is no-one is going to pay more than it is worth to them. Appreciate everyone's feedback!

I've never thought to break it down into that much detail. I'm afraid of what I might see! Having said that, I agree with @JoeM above... and I don't ask! If it's a justification for your bride, tell her about all the destinations that would be accessible within a 3, 4, or 5 hour flight radius of where you are!

I love this site. Just learned something that will apply to my engine. Printed it out, and will give it to my AP at the end of the month during my annual. Not sure this has been addressed yet!

Gotta ask... do your speed brakes have an on/off selector in your airplane? I just have one button/switch. Push once to deploy, once more to retract. Guess they are always powered by the bus/breaker.

I must say, on our 1982 K, I never have never had the need (knock on wood) to touch the low boost. On the occasion that I did bump it accidentally, it almost stalled the engine. Having said that, I do not use it with swapping tanks, ever. I also will swap tanks (if needed) when I begin to descend. Love, love, love my K.

I did something similar with our K, but it hadn't been sitting quite that long. It was a seizure by the US Marshal's service, and sat outside in Ft. Lauderdale for about 1.5 yrs before I got it. Got about a 100 hrs or son on the engine before a full overhaul, but then again, I had NO clue on the times, as I got NO logs! I've been able to do a lot of the other things you mentioned myself, and in stages. Could I have spent the same amount on a flying plane and not had to mess with it??? Almost certainly. But, like you, I have loved doing a lot of the work myself. I even did the leather seat upholstery myself. Love, love, love it. But, I wasn't in it to resell it either! Take all the advice listed above into account, get a good look at the plane, and then do what you feel is right. Your heart tells you you want it, but don't ignore your gut if you get a bad feeling once you look it over!!! Do keep us all posted!

Adding to old thread: I was looking to move my speed brake switch to the yoke as well, and found the switch housing difficult if not impossible to find. Lasar sells them, but it is still listed as out of stock. Had the yoke off to paint, and so turned to "owner produced part" method, and a desktop CNC, along with a pice of HDPE. Ive got to say, it turned out pretty good.

So, can I have your wife call my wife??!! I got the panel done last year, so trying to get her on board for the paint this year!!!

Oh, for me, this is absolutely more of the long-term play. I have loved the process as much as the simple ownership and ability to fly when I want to (weather and wife permitting!). I know everyone has very different opinions regarding maintenance and operations, but for me, the more I am involved with the maintenance, upgrades, and restoration, the more aware of the plane's 'personality' I am. I am more in tune when something 'feels' off or sounds different. Plus, I have always loved mechanical work and working with my hands. Doesn't mean its right for everyone, but its right for me!

Having purchased an '82 K without ANY logbooks due to a government seizure, I can give you my story and my take on it. I saw it as a way to get in to a very desirable airplane that I intended to keep and fly. I bought mine from the US Marshal's service (and can recount and document the circumstances surrounding its seizure, and thus loss of logs) should I ever want to sell. After getting it airworthy and an AD list confirmed for around $3500, I flew it for a year before slipping off a runway and suffering a prop strike and a small dent in the wing. Insurance helped, and I paid to turn it into a major overhaul. Have since upgraded the panel, and refurbished the interior to my liking. All this being said, with the avionics, overhaul, and interior, I likely could have picked up a fairly comparable plane at a similar cost. But again, to me, I was looking for something to get into in an inexpensive way, and then make my own. I also like to do a lot of "hands-on." And that is just what I have done. I now have a phenomenal, low time engine airplane with a great panel, that I intend to keep flying. That, and it has been a great business deduction!!!

We are in middle TN (KSRB), and always looking for a reason to fly. What airport are you taking your lessons at? You can also add more info to your profile that can help (location, etc...)

And I would say if you don't want to go for it, let me know, and I will give it a shot! I had looked at this similar topic when installing an Aspen 2000 MAX system. I do know that you can't just take any 'ole KFC and swap out the box, as there are 'chips' inside calibrated to the different airframe models (Mooney, Piper, Cessna, etc...) That and the voltage difference as mentioned above. If you don't want it, tell them you know someone who is.

I will agree whole-heartedly about the above-mentioned @DonMuncy's 'owner-produced' set. I recently got a set for my '82K and they are great. Certainly less expensive than Rosen, and leaps above the OEM design.

During our last annual, I went ahead and had the mechanic remove the vacuum system and cap the mounting location as our instruments are all solid state now. I was a little stumped to find this... I’ve been trying to do some research on my own, but would appreciate other’s input. Can I not just have him replace the intake manifold pipe coupler, and get rid of this whole tubing assembly/valve/and vacuum regulator as well? Tried to peer under the dash, and believe that the vacuum filer is connected to the large tubing going through the fire-wall. Thanks! IMG_1922.MOV

So I will add in my own personal experience here. I bought N1157L from the US Marshal's Service, without logbooks, roughly 2.5 yrs ago. It had sat for a little over a year in the government's possession. Having said that, the prior owner had installed almost every option available to the airframe for an '82 K model. It had the LB engine, intercooler, Merlyn waste-gate, electric speed brakes, long range tanks, gap seals, one piece belly, etc... I had just over 100hrs and only had my PPL. After spending around 10k to get it in the air and flight-worthy, I have since dropped a LOT of money into it to 1. overhaul the engine to 0-time (including the turbo, mags, etc). 2. Replace all the donuts 3. Upgrade the avionics to an Aspen MAX system, and have replaced the interior on my own. It is a joy to fly, and the only thing left for me to replace is the factory oxygen tank and re-paint. Having said that, I usually fly 10-13,000 feet, have traveled all over the southeastern US, and to the Bahamas twice. I would agree whole-heartedly with Carusoam's above statement that there are no bad Mooneys. Only newer, older, prettier, uglier, airworthy, and non-airworthy variants. For me, having a great instructor (who also happened to be one of my best friends growing up) has been a huge plus. Getting experience in the seat of a complex, high-performance plane is a must. Learning how to adjust your RPM, MP, and fuel flow for different settings at different altitudes is something that comes with time in the seat. The engine monitor is a MUST in order to treat the engine correctly and to get it to TBO (or beyond). Having said all this, we all know people with more time or experience, that we would NEVER let fly our planes. On the other hand, you can usually tell very quickly if someone is up to the task and has the experience/knowledge base to make it work. Read and re-read all the different topics here an on other web-sites, and try to learn from other's mistakes. Let their costs save you time and money. And in the end, you will find the right bird to fit your mission and flying style! It truly is a magic carpet! Good luck!!!

In my experience, with a standard installation, you will not have GPSS unless you have something wired between the 530 and the autopilot. If you have the standard Bendix-King instruments, there are a couple options to add GPSS in between the two such as a DAC GDC31, but this usually has a switch mounted on the panel to toggle between HDG mode and GPS mode. I looked into this a while back. You other option would be digital flight instruments (Aspen, G5, etc) that have built in converters to follow the GPS track.

Looking for the install manual for the XMD050-01!