231BB

My M20K has been a solid and reliable performer with reasonable maintenance expense over 18 years of ownership. I love the flight envelope options afforded by the turbocharger, and I would never buy a NA Mooney after experiencing the benefits of flying in the mid-teens.

This is my M20K with a total panel rework, resulting in a much cleaner look with room to spare.

Good point on meteorites. It's like stalactites vs stalagmites, I can never get them straight. I should have remembered the Gloster Meteor, that sounds sexier than the Gloster Meteorite.

On the low end of the scale, a TCM Cylinder Kit runs about $1370 and include rings, piston, valves, gaskets http://www.aeroinstock.com/products/346--thru-360-Series/5843/0/product_cat/index.html Add labor and a few additional parts. Once the baffling, intake and exhaust pipes and fuel lines are removed, it's not much more time to replace one cylinder vs 3 on side, or 6 all together.

http://en.wikipedia.org/wiki/Thermal_expansion α = 1 V

OK last entry on the subject: Lever cold = Tight Lever hot = Loose (as in off, in my hand, not connected to shaft) Landed. Tightened set screw with Allen wrench purchased in local hardware store (GA stimulating local economy). Alive today. Non issue. End of story. Hmm, jetdriven, 1493 posts I see in <1 yr.

Quote: Magnum "Zuverlässigkeitsüberprüfung"

In my aircraft the lever is cast metal. Didn't ignore it, it just didn't reveal itself as an issue until it got scorching hot from the heater. I didn't want to jimmie over to the other tank in flight, reasoning that the greater danger was in trying to change tanks with a slipping lever and having the fuel selector shaft get stuck in mid position between right and left. Over the Sierras, small things take on a little more importance. It was a non-event, but it's just curious how things decide to fail. M20K/KCCR

For once California is cheaper! I pay $365 30 mins from San Francisco, CA. Although the weather is very mild and generally dry in this area, I wouldn't want to leave the airplane out. Things rot faster outdoors, I don't care how good a cover is. I also do a fair amount of work/pampering myself on the aircraft, as well as owner assisted annuals. This saves me a BUNDLE, has allowed me to know my aircraft better, and encourages me to perform PMT (milspeak for "preventive maintence technology"). Plus it's a great "Man-Cave". If you can afford it, I would say absolutely yes. M20K/KCCR

Contact: http://www.qualityaa.com/aircraft-alternator-drive-couplings I have a remanufactured coupler that cost about $600+(as of Jan 2011) Reman'd Alt. couplers had some problems in years past with failures occuring after about $200 hours (this happened to me!). Supposedly, a new rubber compound has solved this problem. New Continental OEM couplers run about $1700+, making it an unrealistic option. Good luck! M20K/KCCR

The fuel selector on my K model got pretty hot one morning in mid winter flying into Truckee airport near Lake Tahoe. I had the heater full on; it was very cold at altitude. As I was about to change fuel tanks, the lever came off. The set screw was just a little loose, and the heat caused sufficient expansion of the lever's collar to allow it to slip on the fuel valve shaft. So there you go, it can cause problems. And BTW, one night over the Sierras a meteorite narrowly (< 100 ft) missed my right wing. Granted, this would not have been as bad as an asteroid. M20/KCCR

Getting back to the original post, if you live in LA you should seriously consider a turbo. Unless you plan to fly over the Pacific, most of your flights will involve transitions over mountainous terrain. Flying a turbo in the mid to high 'teens will make mole hills out of mountains. In terms of maintainence, I agree with posters who state the importance of engine management and temperature monitoring for longevity. Power settings, mixture, cooling, and temperatures play a huge role. Several K models on my home field, operated by "enlightened" pilots, have reach TBO's without an intervening TOH. I also agree with no need to idle 5 mins on a turbo'd airplane prior to shut-down, unless you normally land with a MP >30";) This is car-think transferred to aircraft. The normal descent to landing, especially in a Mooney, requires a sustained period of low power settings. The turbo is not spooled up during this time, as exhaust gets bypassed through the wastegate. Temps begin to increase after landing, enroute to your tie-down. Learn about your powerplant by performing a few owner assisted annuals if you can. Study turbo systems and internal combustion theory. The engines are a little more complex, but like anything else, if you deal with it everyday it will become second nature. Needless to say, I'm a very happy 231 owner, and with today's prices on K models, I can't think of a good reason to fly a normally aspirated Mooney out West. Happy flying! M20K/KCCR

Vref, It's great to hear about Mooney's flying in Europe. I would enjoy reading your comments on flying in Europe, +/-'s, typical expenses, and how the public perceives General Aviation. Congratulations on getting your J flying! 1982 M20K KCCR

Honeywell TP rocker switches (check Digikey.com), engraving for particular application: http://aircraftengravers.net/aircraft/rocker_switches.htm OF : '82 M20K