1980Mooney

There is an Engineering Drawing that allows removal. You won't find it in the Service Bulletins. @Andy95W posted it a couple years ago but the link no longer works. Maybe he can post it again. Don't forget to revise the Weight and Balance when you remove it. It is over 2 lbs on the nose.

Look at it this way - You are mentally at the point that you want to sell. It is not the oil usage - it is because you are losing interest in flying/ownership. And you are questioning whether to put more money into the plane. If it was just an oil usage issue you would be mentally committed to find the best way to spend the money to get it flying reliably long term the way you want it. Anything you do will take longer than anyone suggests or thinks here. If you are wanting to sell, then committing to IRAN or OH will add months of delay - possibly many months depending on where you are, logistics and what they find - and that is months of insurance cost and hangar expense (and possibly avionics data costs). And then depending on your location, logistics and timing of license/BFR/currency etc. and how you are going to sell it, you might have to spend more time/money on yourself in order to be current when you are actually able to retrieve your plane and put it on the market. If you spend "$25-50k" (depending on what is found), plus all your other out of pocket expenses getting it to/from the shop, variable expenses above, etc., do you think that you will be able to jack up the price an equal amount? It sounds like you have a pretty nice plane with a great panel. You said mechanically everything else is in good shape. Any "new" Mooney buyer is buying a "project" regardless. These are 60 year old planes after all. Something is always going wrong no matter how well maintained. @KSMooniac made a reference being leery of buying a plane with a "fresh annual". I guess I would be more leery of a Seller saying it had a fresh "IRAN" costing "$25-50K" (and wanting a higher price). That can be more subjective - and the "Seller" may have opted to not spend as much money as the shop suggested. - i.e. cut some corners that would have been nice to do at the time. I would think "nice this was done but not increasing price at which I would buy much". I like @KSMooniac latest comment to essentially do the minimum expense/time to get your oil consumption under control. And then get it on the market.

Looking back at your old posts - was that back in 2020 or more recent and reflective of the current situation?

Probably the simplest thing to do is get it serviced. @Ludwig Ludwig& Associates in Addison, TX. took over the servicing of all International Avionics Inc. (IAI) products earlier this year. The old IAI website is still up but the phones don't seem to work any more. International Avionics Inc. | Manufacture, Sell, Repair Contact info for Ludwig is in the post below and phone is 972-616-0101

Here is how used to look before it was exported. I suspect that it was all removed in an unapproved conversion from the TSIOL-550 to just a IO-550 similar to what Mod Works did or maybe they jury rigged it to a TSIO-550 by removing the liquid cooled jugs .. either way a "South of the Border STC...". It would still have the Rocket Engineering designed engine mount....a real "FrankenMooney". N158MP - 1988 Mooney M20L - For Sale by AircraftMerchants

After six (6) pages I hope this has been put to rest. I agree completely with @donkaye, MCFI's instructional advice. And as @PT20J says it keeps it simple (stupid..."KISS"). I was also taught that way and have been doing it from day one consistently for the past 26 years.

I just noticed that he got as slow as 56 knots in his first 180 turn - and it was a tight as the second - probably a 30 degree bank or more. I bet his stall horn was going off. He was probably fixated on the oil door that was up or flopping in the wind. He is lucky.

FAA ASIAS reports runway overrun on landing. Pilot sounds calm on Tower LiveATC but obviously struggled with trying to land twice. Not clear if there was any damage but plane did not fly again - not a simple "close door and take off again". Wind was not a factor - Tower said "09 at 3 knots". He told the Tower his "oil door popped open" and he asked for a "tear drop" back to the 3L 4,000 ft runway that he took off from on 21R. With baro at 30.04 it looks like the got to about 500 ft AGL in the turn. The problem was that when he turned Final and was about 1,100 ft from the threshold (over Dresden Rd) he was at about 300 ft. AGL doing 87 knots and descending at -1,088 fpm. 10 seconds later he was over the runway (about 400 ft past the threshold) and was still at about 200 ft AGL doing 79 knots and descending at -960 fpm. He was unable to land on 3L and asked for another "teardrop" back to 21R. Tower asked him if he wanted to declare an Emergency. He responded "No". Tower told him 16 was also available but he said he wanted to stay on 21R. Note that 21L was 6,000 ft long. He did not ask for it. In the 2nd teardrop he got to about 500 ft. AGL but got rather slow - mostly at 66 knots but as low as 63 knots. I calculated that he was in a 32 degree bank on about a 630 ft. radius turn But then he came screaming in on Final - at about 500 ft from the threshold, he was actually accelerating to 90 knots while at about 100 ft. AGL and increasing his descent to -640 fpm. It looks like he was forcing it into the runway. There are several topics on the "impossible turn...the impossible 180" with an engine out. This is a case of two (2) 180's with the engine running perfectly. Something as simple as an oil door open can create a helmet fire. Runway excursion Incident Mooney M20E N2674W, Tuesday 23 September 2025 N2674W Flight Tracking and History - FlightAware https://globe.adsbexchange.com/?icao=a29bf7&lat=33.879&lon=-84.292&zoom=14.5&showTrace=2025-09-24&trackLabels&timestamp=1758673097 ATC Audio Archives | LiveATC.net Go to KPDK Tower #1 on the 23 at 00:00Z-03:00Z. Starts about 15 minutes in with take-off.

Agree with @Andy95W there are almost no facts about the installation. The AOPA article provides a few tidbits but nothing comprehensive. Since it is 378 cu inch then it is a LS2 and marine application (per the author). Weight for the engine is over 400 lbs. Add gear reduction drive, radiator, coolant, a beefed up engine mount, prop and I bet it is near or over 500 lbs on the nose of a Skyhawk. I assume he added weight to the tail. Reliability aside, this is likely a big issue.

Aircraft ownership is just a way to lose money…some planes faster than others. I have been paying $580/mo. for a hangar for about 15 years. That is about $7k per year and before that it was $6k per year. I have paid the City easily $130k just to keep my plane out of the weather over 20 years. And I am bracing for a rent increase. Everyone brags about their fabulous new GFC500 autopilots and flat panels after spending about $80k. New interiors, $20k+ on paint, $15k on tank seals. And that doesn’t begin to touch the engine or prop…depending on what you are flying another $60k?…maybe a $100k…more like $130k if you have a Bravo. Oh and insurance! I just laugh when owners say “I’ve never lost money on selling a plane” …

Quick search of AviationDB shows 2 owners since 1999 (as far back as it goes). The current owner in MN bought it in 2008 and is currently 85 yrs. old. So, granted with the passing of the years it may been flown less and less (I can understand that myself....) but still may be a great plane at the price.

@Glen Davis If you are going to work on the brakes yourself here are a couple good videos.....not Mooney but still good

You learn something every day. I didn't know that they sold caps for the brake bleed nipple. In over 25 years I have never had them on my Mooney and I don't recall ever seeing them on any plane. I think they just crack and fall off or if you are taxiing through grass maybe they get knocked off.

When you look at the Mooney Illustrated Parts Catalog (IPC) for the M20J you will see that Mooney specified a Cessna part number for the bleeder valve - 37-206 Here is the cross-reference Brake Bleed Valves For Cleveland & Mccauley Wheels | Aircraft Spruce ®

Here is Cleveland brake assembly 30-56A which is what is on your plane. You can clearly see the bleeder valve.

You might start by looking at the Illustrated Parts Manual. You will see diagrams in 32-10-01 for the landing gear and brake assembly (page 422 in the download - for the later models like yours) There are no o-rings on the nipples of any brake caliper - aircraft or auto. It is a metal to metal seal. Now don't go tightening that small nipple down until you snap it off. Are you sure that you don't have a leak from the piston o-ring or the hose which will to be running down and dripping off the nipple which just happens to be the lowest point on the brake caliper? These leaks can be hard to pinpoint unless you pull the fairing off and look closely. You may need to clean it off and observe over time.

The ASN in the post by @Mooney in Oz (from the ASIAS) says: ”nose landing gear collapse following a bounced landing at Manassas Regional Airport/Harry P. Davis Field (HEF)”

And Indy Air Sales is a longtime broker located in the Midwest with a respectable reputation. Logs are available to anyone that wants to email Indy with interest.

Here is an M20E with LASAR speed mods, 201 windshield and cowling and speed brakes and O&N fuel bladders and they are asking $49,500. Paint looks new, engine 1405 hours and airworthy, Dated avionics but still. Also Trade-A-Plane has 124 Mooney's for sale which I think is up. Mooney M20E - N5668Q - Aircraft For Sale - Indy Air Sales Mooney M20E - N5668Q - Aircraft For Sale - Indy Air Sales

Here is one that is and M20E with electric gear and modified with 201 cowling and windshield that is airworthy and they are asking $49,500. Mooney M20E - N5668Q - Aircraft For Sale - Indy Air Sales

They could own 100% of a Corporate shell of Mooney consisting of 100% of the intellectual property, the drawings, technical files, the type certificate, the machine tools and presses which can be sold. etc. if they could settle the Vendor/Supplier liabilities. These are all things that can be sold. Don't mean to imply that they want it back as a going concern. I was pointing out that it is actually a way for Meijing to "shed the 80%" owners who brought nothing to the table. I always suspected that this shadowy "US Financial LLC Wyoming" owners group were just looking to flip the company for a quick buck. They never brought anything, never invested anything, to Mooney. Just pointing out in Bankruptcy, that is a process to orderly dispose of both assets and liabilities. If Meijing holds debt in Mooney (i.e. they loaned money to Mooney at any point), then Meijing stands at the head of the line after Suppliers in their claims. As both a shareholder and holder of senior debt then they stand at the head of the line for reorganization of the equity/stock.. They can either take control in a Chapter 7 bankruptcy reorg or get paid out of asset sales after Vendors/Suppliers in a Chapter 11 bankruptcy liquidation. 80% owner US Financial LLC gets squat. This is exactly what VanGrunsven did at Vans. Rather than liquidate, the VanGrunsven family took 100% control rather than liquidate. The employee ESOP which owned the majority of the Vans stock got squat. I agree with your comment about LASAR.

You are correct that many high tolerance structural parts and most brackets are predrilled. But I don't think skins are predrilled. Here is a NOS Mooney factory wing skin for sale. Mooney RH Wing Skin P/N 220000-194 NOS (1022-669) – Safe Skies Aviation, LLC

Actually there are bigger problems: It appears that the 180 HP Austro 330 weighs about the same as the Rocket 305 HP TSIO-520 Installing the Austro in a M20E actually derates it at sea level from the original 200 HP Lycoming As you point out batteries and more lead will be needed in the tail to keep the M20E off its nose with the additional 250-300 lbs on the nose. UL will drop to about 500 lbs...maybe less Maybe a fairer comparison would be the Continental CD-300 used in the Diamond DA-50RG. It has a dry weight of 560 lbs...probably closer to 600 lbs installed.

Good point about CHT. Also on the list of "look for the obvious" first - with new jugs, the fuel injectors were removed from the old jugs and reinstalled on the new. Something as simple as dislodged debris could be reducing fuel to #4 causing it to run lean and hot. And - are you sure that they got the injectors installed on the correct cylinders? Shops do make mistakes...perhaps more nowadays.

That Austro 330 weighs over 400 lbs dry excluding radiator and intercooler. And you need a heavier engine mount and a huge bulbous cowling. I bet it weighs 250 lbs more on the nose than your M20E Lycoming and has less power at sea level. And the huge cowling might cost 5 knots in drag. Now that EcoDiesel you reference weighs over 500 lbs dry without radiator, intercooler or oil cooler. Packaged and cowled I bet it is close to 600 lbs on the nose -about 350 lbs more than your M20E Lycoming with about the same power. A real “lead sled” Aviation is a balancing act of compromise. And details matter.