bd32322

Thanks Gary

The aircraft is sold! Thank you mooneyspace

Unfortunately, no. I want to move up to a different kind of aircraft in two years. And the aircraft is going to go through a pre-buy soon for one of the gents on this forum.

prop overhauled jan 6 2009 time on prop 315.7 you can also PM me for my email address and phone if interested

Yes and it's come back from annual just today.

yes its available. Its in annual now.

Actually - sorry I think I just realized I need to get the mode-S xpndr for flight into Canada. Sorry about that

interested - PMed Does it come with tray and a 8130 form I believe its called? Looks like it works for both 14 and 28V systems?

Aargh. I have a 12 volt system. Can this convert between the two?

I want it. PMed and texted

no worries. Thanks!

donated last night. can i get the ads removed please? thanks Bodi

And here are the pics: The open engine pic is from 2014 when the new engine was being installed.

Hi Mooneyspacers, I have been absent from the board for a while trying to deal with 2 kids (3 years and 3 months). Unfortunately, the latest one has put a big damper in my flying plans and I would like to sell the plane and move up to a twin in about 3 years when the young ones will probably be more suited to flying in GA aircraft. Here are the details: N93201 bought from previous owner in 2010 Dec / 2011 Jan Overview Basic aeroplane that will get the job done and has the right amount of extra goodies to make flying safe and long cross countries comfortable . The aircraft is very mechanically sound and has been maintained to a high degree of care (have tried to fly my kids in it). Base Based at KFIT (Fitchburg, Massachusetts) Airframe Hours 2700 Engine: Lycoming IO360-A3B6D (overhauled by Zephyr Aircraft Engines on September, 2014). Engine was close to TBO. 80 SMOH (mostly been flying an hour at a time locally and somewhat regularly - cannot take family or kids on trips - scared of noise - sigh). Teflon hoses used at engine change Lightweight skytec starter Prop Hours Will update once I get logs from mechanic (aircraft in for annual) Paint Good condition - prolly 6 out of 10. Looks very good on the top. Has scratches on the belly from rocks etc thrown from the prop Original paint - still looks very good probably because it was always hangared I think Useful load Need to check the logs at my mechanic - but its about 900 lbs Performance Performance derived by averaging ground speed in the 4 directions of flight. I did this when I first bought the plane. 8500 feet and power settings according to the POH. Mixture set 100 ROP 75% - 160.75 KTAS (12.3 GPH) 65% - 153.7 KTAS (11.4 GPH) 55% - 143.2 KTAS (9.9 GPH) Full throttle and 2500 RPM (my hurry up cruise setting) - 157.5 KTAS (11.5 GPH). I haven't checked my LOP cruise data - but I get about 8.5 GPH fuel flows full throttle at 8500 feet. I accept whatever cruise speed I get. Interior Previous owner had the interior plastic redone in 2009. Cloth interior. No yellow plastic I would give it a 7 / 10 maybe. Maintenance Has periodically seen reputed Mooney shops. 2009 Don Maxwell - all rubber donuts changed 2015 - Henry Weber - thorough service performed - nothing deferred - no issues found Rest of the annuals were done by the mechanic on my field. Avionics GNS 430 (non-WAAS) GPS/COM/NAV JPI 700 engine analyzer (fuel flow coupled to GNS 430 for fuel and distance calculations, CHT, EGT, Oil temp) Stec 30 ALT - altitude hold Horizon digital tach KAP - 100 autopilot with heading, NAV and APR hold ADF (never used) KN64 DME KX155 Nav Com GI-106A NAV indicator with localizer and glide slope Second indicator with localizer and glide slope Replaced turn coordinator with electric attitude indicator (good backup for IFR) Condition of avionics DG overhauled in 2015 Autopilots work very nicely (heading and NAV, havent tested Approach mode recently) Alt hold works perfectly if you remember to test it on the ground first - otherwise it wont engage Other additions Reiff heater - oil sump heater + cylinder band heating (Standard system) - always used when starting in less than 50F temperatures DG overhauled 2015 All new tires - concerned about age of tires - tread was fine. Concorde battery Corrosion X treated Logs All logs are present and complete Damage History No major damage history. There is a hangar rash incident from previous to previous owner. A 1 inch long by 0.5 inch wide dent in the leading edge of the left wing. Typical quotes have been around 1k to fix it but on the advice of AOPA I took a 3k deduction when buying and can pass that along to the new owner. I never got around to fixing this because as a first time aircraft owner I was scared of my annual costs. If prospective buyer wants it fixed - I can fix it at a Mooney service center - but I thought I'd leave that as is in the interests of full disclosure. Some of the rivets under the fuel tank have rivet head sized fuel stains (see pics) - no leaks - but probably you may have to re-seal tanks in the medium term. So I will take a 5k deduction for that too or about 50% of the cost to get the tanks resealed. Rest of the aircraft is mechanically solid! How was it flown Aircraft is mostly flown LOP at 55% power when flying around the area. For long distance cruising - I also use LOP at 8500 or 9500 feet at 65% power or less (fuel flow is about 9 gph) Newly overhauled aircraft engine was broken in ROP as per Lycoming instructions using Phillips XC. Aircraft was flown at 4500 or 3500 to obtain at least 75% power. CHTs were kept to a max of 380 - cowl flaps used as required to keep below 380F. Break-in flights were at least 2 to 4 hours long and no touch and gos or disruptive power changes were made during break in. Breakin was done with Phillips XC 20w50 as per Zephyr's recommendations (its multi-viscosity but doesnt have friction modifiers that are bad for break in) After break in - exxon elite was used with cam guard. No LOP climbs were performed. In winter (aircraft based in MA) - for temps below 50 F, aircraft engine was always pre-heated using slow cylinder band heating and oil sump heating overnight. Price I dont have too much of a clue about this except for AOPA Vref which seems to be ignoring my 430 nowadays (prolly too old tech - but works great anyway) Without the 430 - Vref quotes 109k after including the engine monitor and fuel flow and altitude hold. I have added 3k for the 430 and taking into account the deductions I mentioned - I am asking for $ 104, 000 There is also no sales tax in Massachusetts for aircraft sales. However, your state may have a use tax. Please check. Delivery For pre-purchase inspections, I would prefer to fly to any of the two local mooney service centers in KASH and KOWD. Otherwise the furthest I am willing to go would be KLNS (Henry Weber, Lancaster, PA) - but then I would need an airline ticket back If something else needs to be worked out - we can talk. Can deliver to anywhere in the USA on the eastern side of the rockies

I have personally modified the saying "when things go south " to "when things go north ". Going south seems very nice and pleasant

thanks - its going to be way lower than 1000 feet today

Thats what I was wondering - so fly partial throttle on take off? The POH says 0.4 MP for every 10C deviation from standard - but thats for cruise

I am going flying tonight - nice weather except for the 10 F temperature. Engine is preheated and all but wondering if I will be developing way too much power compared to the engines design. Of course as soon as I start climbing that power reduces - so thats good.

oh shoot missed the piston single part then i'll have to stay with the extra

I I take that back. Realistically, an extra 300!

Money no object - L39 albatross jet trainer Realistically, turbo-normalized or turbocharged bonanza a36 with tks

I dont have an answer about why the elevator hangs slightly in flight, but regarding the yoke/elevator movement with trim : I have noticed this especially after landing when I set the trim for takeoff. The trim goes from very nose up to very nose down and the yoke moves quite a few inches forward. I wonder if there are two separate pivot points , one for the stabilator and one for the elevators. Maybe an A&P could chime in here. But if there are indeed separate pivot points, trimming and hence pivoting the stabilator will physically lengthen or shorten the distance between the yoke and the elevator pivot point as the entire assembly moves towards or away from the pilot / yoke. Since the elevator pivot and the yoke are connected by a rod, movement in the stabilator will cause movement in the yoke position. However, movement in the yoke position is not the pressure we feel on the yoke when out of trim. That should be purely from flight loads or any bungees what not attached to the elevator.

Managed 40 so far, but my aircraft was in the shop the entire year and I got it back in October after an engine overhaul. But I was lucky to be able to train in different aircraft (the usual cessnas), glider at minden, NV (had to do it when passing through), a bit of heli flying (the connected yoke confused the hell out of me) and a light sport.

Not sure how clearing it helps anything other than dump more fuel (if already rich) and then go back to idle immediately. Wont fix a fouled plug. It helps to not go to full rich I suppose as some advocate, but that also leads to surprises if you are not used to pushing in the mixture first. When will people accept fadec and we can lose the mixture knob Probably never, we like fiddling with our gadgets too much

I do engine out practice with the gear down. I pull power from downwind and turn straight to the runway after continuing on downwind a little. Once pointed at the runway I will do additional flaps or turns to get the height right. As for the engine - I slow it down gradually and never push the mixture in all the way - I adjust the mixture to try and keep the temps at about the same or slightly less - ending at full rich on short final. Can someone explain why some CFIs periodically bump the throttle? Does it apply to fuel injected engines? or just carbureted ones?