1980Mooney

You may be waiting a long time for a response. “jtager” last logged onto MooneySpace in mid 2021. May have given up on modifying his plane and sold it while prices were skyrocketing. You can click on anyone’s profile and see their activity unless they completely block it.

It’s pretty simple. You won’t find a TKS Ovation or a Bravo in your price range constraint.

Does that include a new autopilot? I don’t think the OP has one.

Containers of AVGAS at destination? It's usually in the tank at the pump.... Going to an airfield without fuel? Wouldn't most plan a fuel stop at a nearby field with fuel even if it required an additional intermediate stop? But rather than tanker it on your flight or make an intermediate fuel stop, this is a solution to "tanker" it by car/truck in a separate trip and store it for days/weeks/months in advance of each departure? I guess I don't understand the problem.

This was discussed in a recent topic. Modern glass panel, WAAS GPS, coupled glide slope autopilot - cheapest install is Dynon at $77,000. Be sure to increase your insurance hull value. Slippery slope....

This picture of N1167Y was taken on December 8 and posted on the Facebook Mooney Forum. Generally after a Mooney has a clean gear-up landing, they lift the plane and extend the gear. This sad K likely has damage to the landing gear and mechanism if they are just leaving it sitting on its belly.

Actually it is in the Lycoming docs. All current Lycoming Service, Maintenance and Operating manuals for Lycoming 360 and 390 Series engines say the same thing: "Refer to the section “Oil Level Check” in Chapter 12-10."

It is not just about "making it right". It is about explaining why the engine didn't come back with the same parts - parts that had no reason to be replaced. If this was a $200 oil change and it came back with a different dipstick you would say WTF is going on. This is likely a $30,000+ service - clear explanation amd documentation of unexpected (and potentially unwarranted) changes are in order.

If you are suggesting that the shop found that he had an incorrect dipstick and that they had to replace it with the proper one in order for the engine/plane to be airworthy, then They should have invoiced him for a new replacement part They should have logged the change in the Engine Log And they should have informed him that he had been using the incorrect dipstick and level for years.

I wonder what else this 'reputable shop' accidentally swapped with some other guy's engine..... Since you said "overhaul" I assume that this was not an engine "swap" and that you were not invoiced for a new or any kind of replacement dipstick. In that case, if I were you, my first call would be to the 'reputable shop' for an immediate explanation. Can they explain what happened? Were they aware of a screw up (lost, damaged) and tried to correct it without telling you? Did they lose yours and procure (find) a wrong replacement? Are they unable to explain and are completely clueless? Are they a shop that uses uncertified mechanics (i.e. automotive mechanics) under "supervision of an A&P") - more common now days to cut cost. Did they recently fire a mechanic? (i.e. the one that worked on your plane) What else did their mechanics screw up that you can't see? If they can't explain anything and everything to your satisfaction, then I personally would not have a good feeling flying behind this engine. I would also publicize the name of the shop so others can steer clear.

Have you inspected inside the pipe for internal corrosion? Just curious - are you running LOP or ROP?

You have it backwards and are arguing against your own logic. "and lower payouts after a good salvage sale." "Payouts" are to the Owner and are a function of Insured Hull Value.. Perhaps you mean "cost to insurer" - However the "good salvage value" is because the price of salvaged aircraft parts has been steadily increasing (not going down) which means higher cost for repairs and higher cost to Owners that don't have insurance coverage and higher cost to Insurance companies that are paying for repairs and as a result are passing it on to Owners by charging higher Insurance Premiums. There are no lower insurance premiums. And "salvage market" is a shrinking and consolidating market due to the shrinking fleet. BAS has purchased its oldest competitor, White Industries and all the used parts inventory of Mooney specialist LASAR. That means fewer options for us and less competition. And less competition means higher prices. Basic capitalist economics.

On Mooney's you are correct. However the Cessna R172XP, Cessna Skymaster 337 (both engines), all Cirrus SR-20 until 2017 and some Maule among others came from the factory with a 6 cylinder Continental IO-360.

I like @PT20J's advice "don't mess with them". Less is More. No lubricating and No cleaning. And no problem over 25+ years.

Apples to oranges. @T. Peterson above is quoting a trade for a 6 cylinder TSIO-360. That is 2 more cylinders and a turbocharger than yours.

"DeJa'Vu all over again" to quote Yogi Berra - was just discussed in this same Forum....

Final is out. https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194743/pdf Although the analysis did not highlight it, experience and proficiency is likely an issue. The pilot/owner purchased/registered the plane in January 2022 and the accident was 2.5 years later in July 2024. In the Accident Report, the pilot/owner reported that had flown the Mooney make and the J model a total of 42 hours. That is less than 17 hours per year. The pilot/owner reported that he had flown only 2 hours in the last 90 days. I suspect that we all wish we could fly more. I know I struggle to find time. For some both lack of time and resources can be an impediment. It is easy to get rusty. Analysis The pilot reported that while on final approach to the runway, after passing over some high terrain, he encountered turbulence, and the airplane began to sink “very fast.” The pilot increased engine power to arrest the sink rate, however, the airplane was too low resulting in a hard landing on the runway. After the hard landing, the pilot reported the airplane first went to the right, followed by a left turn and runway excursion into bushes. The airplane sustained substantial damage to the fuselage and the right aileron. The pilot reported there were no preimpact mechanical malfunctions or failures of the airplane that would have precluded normal operation Probable Cause The pilot’s failure to maintain an appropriate glide path during the landing approach in terrain induced turbulence, resulting in a hard landing and subsequent runway excursion. Findings Aircraft Descent/approach/glide path - Not attained/maintained Personnel issues Aircraft control - Pilot Environmental issues Terrain induced turbulence - Response/compensation

Per Powerflow ”The entire system is constructed of 321 grade stainless steel”

In your case it sounds like you experienced a partial J-bar gear-up. I suspect that your gear was mostly closed and everything closed (folded in) and J bar slammed down as you touched down. This was a K with electric gear. The incident report implies (may be in error) that the gear was in the process of extension when the plane touched down on the runway. That would forcefully fold the main gear in and the nose gear in while the Eaton gear motor was extending trying to push them out. Everything will be bent or broken - turnbuckles, the tubular rods, the gear motor, the mounting brackets.

Unfortunate. If it was a clean gear- up landing, that is usually a straightforward, albeit expensive, repair. If, as the Incident Report implies, the landing gear were in some degree of extension when he geared it into the runway, that will be much more expensive. Fairly new owner - registered April 25, 2024. Recent Ad shows that the Annual was completed March 2024 so the plane was definitely sold after March. Although FAA registration updates lagged during Covid they seem to be timely now. https://www.aircraft.com/aircraft/232373995/n1167y-1982-mooney-m20k-231 Database does not show that the new (incident) owner owned any other plane prior to this K. Owner may be newly minted or low time pilot - FAA Airman shows recent Private issuance date in May 2023. No Instrument. Some of his earlier flights seem to look like training/practice flights/approaches, etc. Example: https://www.flightaware.com/live/flight/N1167Y/history/20240928/0251Z/KEQA/KEQA Certificate: PRIVATE PILOT Date of Issue: 5/21/2023 Ratings: PRIVATE PILOT AIRPLANE SINGLE ENGINE LAND

Go to the web based FlightAware - not the App. There is a drop down menu in the upper left corner. Click “Flight Tracking”. Then from that drop down click on “Browse By Aircraft Type”. https://www.flightaware.com/live/aircrafttype/

You may find this useful

@231DF The electrical schematics are found in the Service Manual - Electrical starts on page 435.

I just uploaded the latest version of M20K Service and Maintenance Manual - May 2014 version.