Red Leader

...and perhaps the glare shield, if it is still available!

I'll take all the switches!

Update, I got my plane back from the shop a couple of days ago and took it for a quick flight. The replacement VSI (thanks Dominikos!) worked perfectly and there were no other indications of issues with the pitot/static instruments. My landing gear issue has been resolved and my aircraft is ready for a trip to the Mooney Summit in Tampa next week!

I think we got off topic a bit (it happens in forums such as these, so no foul). I have a M20K and am trying to decide if an M20M would be a worthwhile upgrade. I have found a plane on Trade-a-Plane that I am seriously considering. I haven't contacted the owner yet as I am waiting for the insurance quote to come back from Assured Partners Aerospace but if it is reasonable, I will be calling. Guys, please look at the plane - it is a 1994 Mooney Bravo, N9133F and tell me what you think.

My wife wants to come with me to the Mooney Summit in Tampa but never having been to the Mooney anything before, I don't know what to expect. I am excited about the classes and aviation discussions we are going to have over those couple of days, but my Mrs. isn't really into airplanes - she reads a book when travelling and isn't wild about going for a casual flight. I am concerned she will be bored. Should I bring her? Are there activities in which the ladies (who aren't interested in attending the talks) could be happy engaging in?

How do the M20K Rocket and M20M compare? Are the engines the same? Horsepower? Fuel Burn? Performance? Still leaning toward the Bravo.

I have considered a Rocket but I don't know if they are still in business anymore. Are there parts or support still available? I would hate to be saddled with an airplane that has the longevity of the M20L (the engine AD makes it an expensive paperweight and there are no STC's to convert it to something else). I would prefer something current and supported. I am concerned that as my M20K ages, parts will be more expensive and harder to come by. That is why I am considering a Bravo and requesting advice from the experts who own them.

That is true with any airplane. It was previously mentioned that it may be better to stick with the devil you know...

Well, I am both the pilot and the finance administrator. Although I do have money to spend, I don't have it to burn (so why do I fly if I don't need do, I keep asking myself). Will it be my forever plane? Not including ultralights, I have had four airplanes in the last three years, so probably not. I like my 231 for its best combination of speed and efficiency. If I move up to a Bravo, I will be changing the previous ratio - gain some speed but lose (more than) some efficiency. Both the aircraft I have and the one I am wanting are turbocharged, so with the exception of engine size, I do not see much difference in maintenance costs (or am I kidding myself?). The beautiful instrumentation in the M pictured by Donkaye looks highly upgraded. Although I want some similar upgrades, I doubt I would be willing to part with the money it cost him to do something that comprehensive to my bird. From my research, I could likely sell my K for about 150k (no pun intended) and get into the Bravo aircraft for a range starting at 200k. The 50k difference is worth it to me for newer instrumentation and other performance and interior upgrades I have previously mentioned. Increased maintenance costs are concerning. Increased fuel burn, although expected for the improved speeds, is a bit off-putting but not a deal breaker. Once the M20M purchase price exceeds 250k, I feel the expense would be too great to justify upgrading. This price level limit is why I am not considering an Acclaim. Also, I have been spoiled by the Turbo engine and (although my other plane isn't) am not interested in buying a non-turbo'd Mooney like the Ovation.

Good points so far, keep 'em coming! To answer some questions, I just had the interior re-done and someone recently said it looks like the inside of her boss's Bentley (it really does). As far as de-squawking, it is about as good as it gets. I wanted a newer engine monitor and perhaps some instrumentation upgrades, but all my local shops are returning quotes that seem stratospheric. I have an engine with about 1300 hours on it with the jugs and turbocharger replaced about 250 hours ago. It just completed an annual with almost no issues. Compressions are "freakin' fantastic" (a quote from the shop owner) - all 78-80/80. It burns just about no oil and I am eagerly awaiting the results of my oil analysis. BTW, it is a 1981 model. I do like my K but to upgrade it as much as I want would cost more than just buying an M. I am not happy with the increased fuel burn of the M but know that the speed improvement would be about 30-40kts over what I have. Moreover, I get a larger storage area and folding seats (which I really want). My current plane has a brand-new paint job and really shines, so that, and the new interior, make me inclined to keep it. I haven't had it long enough to have maintenance issues (less than a year) and from what I read, the maintenance with the Bravo isn't that much different than my K. Still wrestling with this decision. Thoughts?

I am toying with the idea of selling my M20K (with all the performance updates) and replacing it with a Mooney TLS/Bravo. I have done lots of research and have determined that there are differences in panel height, fuel burn and (most importantly) speed. My K is plenty fast (about 165kts at 65% at 12,500) and at about a 12gal/hr burn rate - very efficient but I have a desire to go faster. I would go from a mid-body to a long body and (finally) get folding rear seats. Is the Bravo such a better machine that it would make sense for me to get one? My mission is strictly personal. The wife and I like to go different places and I recently flew my 231 across the country where it performed beautifully. I guess I am asking if it would be worth the switch? I can afford it, should I?

KCCO

Not true. I was at an airport a couple of months ago near Atlanta that had no fences or gates (at least on the east side) and a straight road in from the interstate.

As an engineer, I am confident I could resolve the issue but I have not worked on airplane avionics before and am uncomfortable on doing the work in this case. I have talked with a couple of closer shops - they are very proud of their work and it is reflected in the prices they charge (yeesh). Not to mention, they claim to be severely backed-up.

I recommended the same to them but was informed that this test was performed and their results were inconclusive (WTF?). The shop performing my annual has a good reputation but admittedly is not an avionics service center. This will require I take it somewhere else. Does anyone have a recommendation for shops in my area?

That is a lot of information and very helpful - thanks! I don't think I made clear the exact nature of the gear malfunction. Yes, they did the swing test after cleaning my pitot tube (and somehow made my VSI read 1100fpm) but I was informed that the breaker only pops when the gear horn is disconnected from the horn end and the gear cycled. It does not pop when disconnected from the switch end. By the diagrams you provided (again, thank you!), there are other lines connected at the gear horn so it seems possible that one of those other devices may be causing the fault. If the horn line is disconnected at the switch end, my breaker might not pop but those other items will also be disconnected. I don't have the entire schematic available at this time so I don't know what the other devices might be. I am concerned the disconnection of the horn from the switch might disable or adversely affect other systems of the aircraft. Thoughts?

You mean there is a Porsche-powered Mooney at KTPF? Do you think the guys at Atlas would let us look it over when we come for the Mooney Summit?

No, no recert at this time (that'll be next year). I visited the shop last week and was informed that my VSI was showing a climb of 1100 feet while sitting on the ground. I informed them it wasn't that way when I brought it in, but the shop owner just brushed that off. The only work done that could affect that (I think) was the clearing of my pitot tube. I am unsure how to confront the owner about this issue - I have arranged to have a replacement VSI shipped and it isn't expensive, so I may just let it go.

I didn't check that. Would the cover position, somehow, change the operation of the landing gear system?

I have not flown the airplane since the VSI damage occurred as it is still on jacks, so there is no way for me to accurately test the ASI (that I know of), is there? My VSI is unlighted.

I don't know if they cleaned out the pitot system, they said the nest was in the pitot tube.

Could you send me pictures of the front and back? How much do you want for it?

Guys, I went by the shop to check the progress on my annual and was told that everything was great so far with two exceptions. First, my VSI is broken - it now reads climbing at 1000fpm sitting on the ground. Second is my gear - they did the gear swing and now it pops the breaker every time. To aid you in resolving my dilemma, the shop owner informed me my pitot tube was clogged with dirt-dobber stuff, which they cleaned out. I did not see this a couple of weeks ago (so it must be a recent event) and did not ask how they cleaned it. Could cleaning the Pitot tube damage the VSI? If so, could that also do something to the gear interlock system to make the breaker pop every time (It had done that previously but only two times in the last year)? They claim a thorough electrical search suggests an issue with my gear override switch - when the warning horn is disconnected from the switch, the breaker does not pop. If disconnected from the horn, it still pops (WTF?). Any ideas would be helpful. Also, I now need a 7000 C - 31 VSI, if anyone has one in good shape. Thanks!

You must consider the price difference. A nice 252 will be many tens-of-thousands of dollars more than a comparable 231. On my most recent trip, I was cruising between 11,500 and 13,500 at about 29" MP averaging about 11.5gph LOP at 165kts. With a 903lb useful load, my 231 is a good travelling machine. I also have the Merlyn and Intercooler, so my performance is not far off the 252. What was said earlier is true, most 231's have upgrade mods to improve their performance (like mine) so the minor difference in cruise speed and the greater attention to instruments may not be enough to justify the additional expense of a newer version (read 252). If you have plenty of disposable income, this is a decision that can be difficult to make - consulting other pilots on this platform is the right way to start. If cost is an issue, consider a 231 that already has the upgrades performed. The speed of our Mooneys is why we all love them some much! Of course, the new interior makes mine go much faster!

Still have the VSI? PM me.