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Engine now sold

Fuselage etc Mooney M20A (Wood wing) airplane crashed in field - for display use The parts available from the plane is the whole fuselage and engine (no instruments). The accident happened due to fuel starvation and the landing had been successful if the field was a bit longer. The accident caused damage to the wing where the right wheel is attached. The complete tail-part is not damaged together with the cabin and wing control surfaces. The retractable undercarriage system only suffered minor damage, mainly the control-bars to the right main wheel. Please see attached pictures For display use or similar Price for plane EURO 600. Lycoming Engine - O-360-A1A Complete with all accessories, carburetter, fuel pump, magnetos, governor, vac pump etc. Engine from a parted out Mooney M20A aircraft that was damaged after landing in field 11/7 2015 due to fuel starvation. Engine needs shock load inspection or used for parts TTSN 3000 hours Overhauled cylinders and many other parts at 2000 hours. Including engine handbook Lycoming O-360-A1A S/N L-1844-36 EUR 1.500 or best offer Propeller Propeller McCauley 2D36C14-FGS78KM-4 S/N 757183 Removed from parted out Mooney M20A Aircraft that was damaged after landing in field One intact blade. Needs OH Make an offer Location - Denmark. Contact info helms.adam@gmail.com +45 29 99 12 02

The Flickr links does not show any kittens here, only the plane - anyway - here is the pictures linked directly Plate https://www.flickr.com/photos/jerseyaviationimages/8921387693 Possibly some one many years ago decided to remove the nameplate before painting, but only drilled one out - and then decided it was not worth the effort :-) Oil Leak https://www.flickr.com/photos/88953448@N05/10594813155 Best Regards

The tails control are wood and fabric. The flickr search seems to works now, notice the last picture https://www.flickr.com/search?sort=relevance&text=oy-adr We had a small leak in an oil breather hose.

There is some pictures here https://www.flickr.com/photos/jerseyaviationimages/8921396703/ https://www.flickr.com/photos/chris0099/9659025122/ https://www.flickr.com/photos/77175657@N00/9624654474/ https://www.flickr.com/photos/15110856@N02/10055464893/ Some older pictures here http://oy-reg.dk/register/253.html Our plane is from 59, same year as this ad :-) http://www.davemorris.com/Photos/Mooney%20Interesting/Ad-BigPleasure.jpg Regarding w&b - our plane is quite nose heavy and once actually had a lead block in the tail. If we changed the tail, the weight and balance would be ok without any other changes. We have looked at another tail, but well - the old one is working fine, so we did not go any further with it. Like most airplanes in Europe it has been in hangar all 55 years - i suspect the tail problems was mostly from planes which lived outside year around. Best Regards Best Regards

Ours M20A (Europe) is still with wood tail. Lighter than the metal tail. There is some extra checks through. In many ways a very good airplane, a bit faster than the C and with no "wet tanks" problem etc. The wing tanks has less capasity than the C, but most A have an AUX tank, which makes the total capacity 48 galleons. At 120kt in fl 95 it uses around 6.7 gph - i have used it for 700nm and still with reserve. I have attached the POH and mainteance manual - like many other POH from thos years the POH is wildly optimistic regarding speed etc. Best Regards M20A_Maintenance_manual.pdf POH1175(1).pdf

I have flown my M20A (49 gal. tank) 700NM with reduced power - 18 mp/2200 rpm. I had approximately an hour left in tank when i landed. But if there is headwind it would likely be more economical to fly with higher power settings. Best regards

Europe, Denmark - currently the temperatures is -5 to +5 celcius. I normally prime it 4 times during the winter, 2 during the summer. I do not use preheat. Just got a new battery on. I will try to pump it 8-10 times next time and see if it helps. Best regards

Recently my M20A seems to have a problem shortly after starting. It starts without problems, but after 4-6 seconds the RPM's lowers and the engine stops. When i start the engine again it starts without problems, but runs a little low rpm before it begins to run smooth. The engine is running fine after that. The engine is standard O-360 carb without primer. It is primed by the throttle 2-4 times push/pull before starting. It recently got out of 100h service and the spark plugs and everything else looked fine. My mechanic thought the start problems were just because of the winter and freezing temperatures, but i am not convinced - i don't remember this behavior from the last winters. I suspect the acceration pump, it is used to prime the engine with the throttle, and if it does't work 100% the engine would not get primed corretly - but would it even start the first time then? Any other suggestions, or am i just overly cautious and it is just the winter? Best regards

Quote: dpfeffer Hey Gang, I'm purchasing another Mooney project that will require a new instrument panel for the pilot side. It has the original shotgun style panel that needs to be replaced. I have the capability to make the panel from scratch, but would prefer to buy it to save time if the price is reasonable. I'm not looking for a 201 style panel, just a replacement for the old style. The attached pic is the style I'm looking for. Anyone know someone that still fabricates these, or has an existing DWG for the outer mold line? Thanks!! David

You have a point about headwind, but anyways, headwind or not, it would not be possible in my A model in any normal cruise settings to fly 700nm!. I assume you would need a lot of headwind to offset the fuel- and timesavings (no landings for tanking, less time used). All this get's very academic - i do not fly very academically, neither is my very simple fuel "management". 30m left tank - taxi, runup, start, climb to cruise altitude and a cruising 30m right tank approximately 2.15 empty rear tank 1h left tank 1h right tank 1h+ empty left tank Because i start on left tank i now know that the time i just have flown on left tank (1h+)is LESS than i have in right tank, so i have at least have the same time + some more in right - if i am not very close to my destination airport now, i would fly to the alternative (closer) airport. In reality i have never tried to empty the left tank, when i decent for landing i change to the fullest tank with 1h+ in. I must still be young - i do not need to "hitting the john" for a fligt of 6.5 hours, and if i did i would do as the gliders do all the time. I have flown both in the US and the Europe - remember that here (in Europe) landing and fueling in different countries is more time consuming and expensive than in the US. I do not want to waste time and money if not absolutely neccecary!. Best regards

I have a '59 A model with 49 gal fuel. The manual says that on endurance it will fly 6.3 gph 120kt 2200rpm/16.5" I have flown 700nm trips with 115kt 6.5gph average over the whole trip including start/landing. It is slow, but still faster than landing for fuel after 500nm. With that in mind, and the fuel prices in Europe (13$/gal) it makes sense for me. I should say that i verifyed the fuel flow in endurance configuration before i did any 500nm+ trip. I did it by emptied my rear tank (14 gal on 2:15) - i have no fuel flow meter etc. Best regards

If you have a short body Mooney you can pull the seat back, reach the bagage door and check it is closed before engine start. I do it at "check doors" at the checklist. It should ofcaouse already be latched, but things happens - takes 2 seconds to double check.

I have a Brittain Flight Control System (Positive control) on my M20A. It is this system http://www.brittainautopilots.com/web%20site%20art/Product%20Photos/B2D.jpg From this page http://www.brittainautopilots.com/Back.htm The system works but the little control wheel in the bottom does not seem to have any effect - what should this wheel do?, and what does the button in the right? My M20A manuel does not notice anything about the function of the auto pilot system. Best regards

According to the manual on my M20A the plane should be reviewed every 25hours. This has never bene done before according to my knowledge. With the new CAMO rules in Europe things has changed and i am now forced to send the plane to the mechanic for every 25 hours!. The image attached is from the mainteance manual, the check does not include an oil change which is not nessecary on this version. Most of the thing is very simple but the "check static and pressure.." is an expensive complete pitot check which is a bit insane to do every 25 hours (Until now this should be done only every second year) According to the danish CAA i can avoid the check if i can get a excemption for all or part of the mainteance check. Does anyone have got such an excemption og got any experince with excemtion from Mooney at all? My plane is M20A, 1532 1959 Best Regards

Unfortunaly eiter mig avionich shop or RS/farnell could help me with a button in two parts like the original. I mounted a "standard" ½ inch button in one part which fits nice. Best regards

Hi Anyone have or know where to find a new/used PTT button for a M20A? The button is fitted in a 1/2 inch housing 1 inch deep and is in two parts. All the standard ptt buttons i have found is in one part, and most does not fit in a 1/2 inch housing but in a 1/4 inch. It would be possible to mount af standard 1/2 inch button, but it's not optimal. Is this kind of button used in newer Mooney M20's - would make it easier to search/ask. Best regards