TheAv8r

Good question. And thank you! The PC system has been taken out of the plane, it has an AP. Where the override button used to be has been replaced with the PTT, I took a pic for you while I was out at the airport today:

He did the headliner, which also involved painting the vents, installing a new speaker grate and a new overhead lens for the dome light. I don’t have any pictures of just the headliner but it looks awesome, as high quality as the side panels for sure. He did not do the glareshield, that was done by an amazingly talented friend of mine. It’s very well done!

Thank you! They did an amazing job. It took a little less than 4 weeks start-to-finish, and that was with Labor Day. If Labor Day hadn't been there, we would have been a day past 3 weeks. Hector quoted me 3-5 weeks when I took it in, so he was right on the money. I've seen a few with the bicycle grip, it looks kind of tacky to me, but it lends some grip and covering without spending the $1k and downtime, so to each their own on that trade-off .

Ah sorry Hank! Here you go:. Hector normally adds a lot of padding to the yokes when he leather wraps them, but I didn't like how that looked, it made them look bloated and lose the nice crispness of the contours. I really like how these came out. My only nitpick was the Mooney logo in the center is too big for the space, Hector said this is as small as they can go without losing the detail of the head on the stitching. If I had known that, I would have not done the stitching. Minor, minor detail though

We just completed "Phase 2" of a 3-Phase modernization of our 1965 M20E. The first phase was redoing the panel last year which included a JPI 930 install, CIES senders, all new circuit breakers, new Garmin GMA 345, new Garmin GTX 225, IRANing the 430W, new engine controls, all new switches, a new, powdercoated and laser-cut 1-piece panel, new headset plugs, new antennas and digital coax, and a few other odds and ends. Phase 2 is the interior, and we chose to go with AeroComfort due to their stellar Mooney reputation and first-hand experience with one of their planes and oh man am I glad we did. As most here know, Hector is absolutely fantastic to work with, and the whole project was on-time and on-budget. We did a full interior with them and dropped the plane off at SAT to let them do the install. Along the way, we installed Alpha Aviation inertia reel seatbelts, replaced all the insulation & soundproofing with new, and had a custom leather wrap done on the yokes Hector recreated from a picture. I'll let the pictures do the talking... PICTURES BEFORE / AFTER COMPARISON

Ask the shop that did the cylinder overhaul or installed it, usually there's a warranty involved and that warranty will be voided if the break-in procedure they specify is not followed (which can include oil additives). Getting the specifics from them will ensure if something does happen you're covered.

Nah, probably less than 1/3 of an inch. Not even noticeable to the eye. Not doing anything else to the panel, I have everything I need.

Thank you sir! Spent lots of time in Illustrator dialing in the details . Haha so I actually thought about flush-mounting them, but my avionics guy talked me out of it because of how the center stack was slightly upraised and the gear lights are upraised, he thought it would look weird with them being flush mounted. After he said it, I agreed. Honestly no regrets there!

I have G5s and a 930 with CIES senders, here's how I laid them out in my M20E, this may be more work then you're looking to do if you'll be selling it soon, but this layout works really well for me, VFR & IFR. I'm glad I didn't put the 930 on the lefthand personally as it would have made everything feel really cramped.

Bumping this, what's on the list in the main thread (including Tach, cluster gauge, etc.) is still available. Feel free to make me an offer.

Just checking on this since it's been a couple months, are you still only wanting to sell the door or are you open to selling the door handle?

Likely somewhere around 2200-2300lbs.

In my '65 E, from 7-9k, I get: 65% power - 142kts TAS at 20deg LOP around 8gph 75% power - 152-155kts TAS at 120deg ROP around 11gph You do have a 3-bladed prop which will give you climb but sacrifice cruise, so that may be where the numbers are a tad slower. On climb, my oil temperatures will get a little hot (especially right now with Texas summers) but not redline, like 200-210deg. It runs around 190-200 in cruise.

I've got 250+ hrs in Cheetahs & Tigers. Think of the free castering nosewheel like taxiing a shopping cart. Those front 2 wheels on the cart just turn the way they're going to turn and the cart starts going that way unless you manually pull it straight again. Same concept. You can jam hard rudder in and it's not going to do much, you'd have to get enough power in to get enough airflow over the elevators for the rudder to become effective. Even on the takeoff roll this took a second, sometimes you had to jab a little bit of brake in to keep the nosewheel centered until you got enough airspeed. When taxiing, it wouldn't be enough, and even then, you're just adding energy to the airplane you have no way of dissipating.

Yes, it does. You lose brakes, it becomes much harder to steer. That said... first step when you lose brakes? Kill the engine. The wing damage definitely shows it was chopped up by a running prop, so why was the engine still running?

I see your line of thinking with waiting until the overhaul to install the engine monitor, but just playing that out... what if your engine doesn't need an overhaul until 2500 hrs? 3000hrs? Do you really want to wait 1000hrs to have the engine monitor? Then there's the wasted money on buying and hooking up the Aerospace Logic displays to the CIES senders vs. doing what you really want. I would also bet that the money to hook up your existing engine monitor to a new engine is not considerable - mostly installing the probes, and most of the primary probes would have to be installed to your existing equipment when you'd swap the engines out regardless, so the only "new" work would be the EGT probes more than likely. I'd say just get it taken care of now, do the CIES senders, a primary engine monitor and enjoy it for the next few years. Plus, being able to have better insight into your engine... maybe you'll get even more life out of it before you have to overhaul.

@Sheriff23 Yes, I went from 2 Navs down to 1 Nav on my panel upgrade (KX-155 to a Garmin GTR 225). Logic was, in the last 3 years, flying 150hrs a year, I had not actually used my Nav 2. I asked a bunch of my flying buddies when the last time they used Nav 2 was... none of them could recall it. So I ripped it out and saved myself a couple grand on the GTR 225 vs the 255. No regrets, have yet to need a Nav 2

There's one up for $57.5k and another for $65k... multiple options at different price points. If neither of those are in your budget, I'd suggest an M20E is not in your budget . Right now, a good one is running around $80k.

There are a bunch of them for sale on Trade-A-Plane right now. https://www.trade-a-plane.com/filtered/search?s-type=aircraft&s-keyword-search=Mooney+M20E&s-original-search=Mooney M20E This one caught my eye: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20E+SUPER+21&listing_id=2419402&s-type=aircraft Great, well-equipped panel, brand new engine that was a factory rebuild from Lycon, GAMIs, pre-heat... $130k is a pretty decent price for everything it has.

It reminds me of an old Dean Martin song: When the valve breaks and dies and is not a pizza pie, that's an overrrhaauuulll...

I have a similar setup on my M20E. Panel picture reference for inspiration if you need any ideas .

BK Aircraft at KAXH - https://www.bkaircraftservices.com/

I've got the one-piece windshield, not the 201 sadly.

Would it fit a '65 E model you think? Been looking for a visor solution since mine doesn't have the attachment point for the Rosens.

+1 to what everyone else is saying, this is about the best condition a hangar find can be in, new engine in 2019, looks . Check the airframe thoroughly for corrosion, get it annualed and have them borescope all the cylinders to check for any kind of corrosion, pre-oil the engine and run it through, then start it up and fly it. Fly it hard the first few months, 10-15hrs per month. Do an oil change at 10hrs and see if it's making any metal (new engine breaking in so you'll expect some). Once you transition it off mineral oil, do another oil change 10hrs after. Add Camguard when you transition to normal oil, it'll help clean-up any surface corrosion.