Geoff

Tragic. I have been into AF in my turbo 231 but only after receiving local instruction. It is truly a tricky place to fly and you have to be very conservative with your decision making.

Link post failed. http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1982-MOONEY-M20K-231/1266393.htm

Ok, if you are interested to discuss further or want details on my aircraft you can go here ... http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1982-MOONEY-M20K-231/1266393

Chris, Have you found a partner or bought a plane yet? I own a 1982 M20K and might be interested in talking with you about it. I have an unusual circumstance at the moment as I live in London and my aircraft is in San Antonio but would entertain a partner as my parents live in Georgetown. -Geoff

If you are considering the twin route don't forget about the Aerostar!

Thanks all for the shout outs. I'm living in central London and my M20K is still in the states. I'm looking to get an introduction to the aviation community here and see what can be done while I'm lucky enough to enjoy England. Alun and podair, if you guys are ever in the London area drop me a line (0)20 2922 6444.

Well gang, I just relocated to London and am putting the 231 on the market. I still want to keep a toe in the GA world so I am looking for any introductions to pilots in the London area. Cheers, Geoff

What fly-in?

The quick and dirty is the 252 has a better engine/electric installation which results in marginally higher speed, lower pilot workload and potentially reduced operating expense.

I am aware that there are downsides as far as airframe value for resale but for those of us with older airframes >30 years this is propbably not that big a deal as the cost of many engine rebuilds are getting close to the airframe values (ex avionics). The upsides could be much greater flexibilty and cheaper costs with maintenance and avionics. Has anyone looked into this? Will the FAA allow it?

I regularly fly my 231 into Santa Fe, and Taos. I have also flown into Angel Fire in the the summer. I would echo flyguy241's comments. Santa Fe is great with plenty of runways to choose, Taos is fine but can be windy. I flew with a local instructor to do my Biannual and he said it was tough to maintain IFR currency since summer IFR = thunderstorms and winter IFR = ICE. Angel Fire can be a bit tricky due to the potentially high DA, the downdrafts off the west side of the pass, and the relatively close quarters in the valley. Getting in is sometimes easier than getting out. If you have not done much mountain flying and have never been to Angel Fire before I would suggest that in anything but the best weather conditions you should exercise discretion. Good luck and enjoy the scenery...

Sorry to be the bearer of bad news but a new alternator coupler will run you $1800-$2500 stateside. I needed one two years ago and was lucky to find an overhauled unit for $900. Ask your mechanic if you have the flexibility to go with an overhauled unit.

Up to Don Maxwells for the annual.

From Barnstormers...No affiliation MOONEY CONTROL SURFACES • FOR SALE • Ailerons, Flaps, Elevators, removed from salvage airplanes, call your needs. • Contact Glenn Crabtree - CRABTREE AIRCRAFT COMPANY, INC. located Guthrie, OK USA • Telephone: 405-282-4250 405-306-7243 • Fax: 405-282-3130 • Posted May 20, 2011 • Show all Ads posted by this Advertiser • Recommend This Ad to a Friend • Email Advertiser • Save to Watchlist • Report This Ad • Finance

San Marcos KHYI is a little further north than KBAZ and has shade hangers available from Randy Kerner 512.557.1059

Parker, Talk to the guys at Lone Star Aero, I took this from their website... M20K 252 Encore from MB to SB engine Converts “MB” to “SB” by changing fuel pump, turbo charger controller and prop governor, changes control surface, counter weights and remarked gauges, and installs dual piston brake pads. Increases gross weight to 3,130 lbs, BHP changes to 220@2,600 RPM.

Old chinese proverb..... Man with one map knows where he is. Man with two maps is never sure.

HA! I think they both have about the same probability of happening!!

Jose, Agree, but that was 1985 when the price of AVGAS was $2 and there was no threat to supply. I'm just saying the tech is there and certified if anyone had the balls to pick it up as a starting place and improve on it. Apparently, the engine installation suffered weight and drag due to the Germans insisting on a fan cooling arragement. Fixing this installation error would add performance and reduce weight. Porsche also makes turbo engines which would further enhance performance adding back the weight and heat penalty of course...

PFM 3200 were certified to run on MOGAS .... heavy, but at least it is certified, unlike the Deltahawk or any of the current NL fuel alternatives. Interesting that they never tried marketing through Cessna, Piper, Beechcraft and Mooney. Volumes are small in aviation already, why limit yourself to only one brand? PFM 3200 Engine Details Model Name Porsche Aviation Engine PFM 3200 (Models N01, N02 and N03) T03 certified Turbocharged Version Part number prefix 933 Number Built About 80 Build Dates 1981-1990 (Approx.) Mooney PFM 3200 N03 engine used in Mooney M20L Description The engine was developed by Porsche in 1981. Development based on the engine used in the Porsche "911" sports car Operation Single control lever Automatic mixture and pitch control Cylinders 6-cylinder boxer engine 2 overhead camshafts, gear driven Displacement 3164cc Performance N01 Max Power 209 hp (156 kW) at 5300 rpm Max Economy 167 hp (125 kW) at 5000 rpm N03 Max Power 217 hp (162 kW) at 5300 rpm Max Economy 174 hp (130 kW) at 5000 rpm Bore 95.5 mm Stroke 74.4 mm Compression N01 9.2:1, N03 10.5:1, T03 8.5:1. Fuel System Bosch K-Jetronic Automatic correction mixture for "best power" and "best economy" Two electric fuel pumps plus emergency fuel pump Ignition Two ignition systems Electronic control and trigger. Magneti Marelli. Spark Plugs Bosch WB 4 DTC Lubrication Dry sump lubrication Oil tank capacity 6.7l, oil capacity 12.7l. Power Supply Two generators, mechanically driven independently 24 V, 35 V, 55 V or 70 A Gearbox Magnesium casing Torsional vibration dampers between the crank shaft and gears 0.442:1 reduction Fuel AVGAS 100 LL (or MOGAS DIN 51600 S for PFM3200N01) Oil Mobil 1. Aviation oil not approved System weight 200 Kg including injection, ignition system, exhaust system, oil cooler and tank 172 Kg basic engine weight Dimensions 973 mm / 854 mm / 610 mm (without exhaust) Length: Width: Height Exhaust System Exhaust pipes (exhaust gas collector) Silencers and heated air heat exchanger Remark Very quiet and economical flight engine even as a turbo version. 75.4dB on takeoff. Certification FAA Type Certificate (TC) No. E23NE issued August 30 1985 TC Applicant Dr Ing.h.c.F. Porsche Aktiengesellschaft, Weissach Germany

I bet it would be hard to convince Porsche or now VW to get back in the aviation engine business. If it could be done with the current crop of 997 engines running MOGAS. Mooney could have a potential solution for UL AVGAS and start selling some planes. Does anyone know if the original PFM was MOGAS capable? There I go dreaming again.

http://www.trade-a-plane.com/detail/Single+Engine+Piston/1983/Mooney/M20J+201/1295023.html WOW is this Timothy Leary's airplane??

Just to be clear the panel dimmer box PN 800344-503 is not the same as the rocker switches also being discussed in this thread.