romair

24 volt KX 165 with GS. Working when removed. Does not include tray or connectors. I will include in the sale a second display as well which has 2 digits that only show half of the digit. I think it can be fixed with contact cleaner. The display in the unit shows all the digits. $1100 plus shipping

As removed from my Baron. Includes tray, connectors, antenna, datacard.Minor wear on the screen, which can be seen when the unit is off. When the screen is on, it is not noticible. $7750, plus shipping. Will take PayPal for friends option. If you want the pay for goods option, add 3% PayPal fee.

+1 on Weep no More. Definitely worth the trip there.

A pair of original sun visors as removed from my M20J. Pretty good shape. $50 plus shipping

Aircraft was sold. The ipad has its own docking station, which is really nice

Here is my take: GPS unit: GTN 750 or IFD 540. You can consider GNS 530W, but that is quite old technology. At this point I would buy an airplane that has a 530W in it, but I would likely not install one in my airplane. Display: Either Aspen (probably most economical version) vs a G500. HSI is a possibility, and again, I would buy an airplane that has an HSI, but that is not what I would install in the airplane. Engine monitor: I think this is extremely important, especially if you fly IFR in a single engine. You will likely not get your money back on it, but I view it as a safety issue and investment in your well being...it would probably make the airplane more likely to sell. Don't skimp on that - something like EI MVP 50P or the JPI equivalent would be the right choice. Audio panel...something newer than what's in there, but that is not a necessity. Transponder: Probably a GTX 345, but I would wait on that another 1-2 years and see what else comes down the pipe. The problem is that you do not plan on having this airplane indefinitely. The panel that you have is very outdated, and no matter how you dice it, you will end up losing money on it when you sell. You can put old stuff in, like a 430 and an HSI wing it for a few years then sell...but then again you would be not really be enjoying your current airplane. When you sell, if your panel is not upgraded your price will have to reflect that..and then you will be competing with most Mooneys that are under the 100k pricepoint. If you upgrade the panel, which will make your airplane stand out, you will have a much smaller buyer pool that can afford the higher price. Damn if you do,damn if you don't. That's why if you plan to keep it forever, then it makes more sense to do whatever you want without any remorse. Take a hard look at how much the plane is worth now and how much you are willing to spend. 40-50k to update the panel is probably the right number, but then you will loose a good chunk of that in 5 years when your are getting ready to sell. That doesn't even take into account the AP which is quite outdated. It may be worth considering selling what you have and buying another one that has most or all of what you want...you would probably come out ahead as long as you buy something that reliable.

You may want to call Byam propeller in Fort Worth. They do a good job, not sure of the price though

That's interesting. Last time I looked into the costs of insurance for a Cirrus, here in the States the rates are comparable to any other high performance airplane due to its safety profile in the last few years. Also, if I remember correctly some of the insurance companies will actually waive the deductible if the pilot pulls the parachute - airplane claims tend to be cheaper than fatality claims. Maybe its different in Canada, but you should shop around a bit.

This came through on Beechtalk - NTSB prelim out http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20160307X01829&key=1 Valve strikes on all cylinders. No fuel starvation. Did not mean to hijack this thread. Mooney vs Cirrus, it is personal preference in the end. I like the Mooney, and currently still have one. If I bought another single engine airplane and had enough funds available I would probably go with a Cirrus since it has a parachute and that gives me piece of mind when flying IFR or over bad terrain, and frankly even when its nice outside and there are open fields nearby. If Mooney put a parachute on their airplane, I would go with a Mooney in a heartbeat. We tend to think that engine failure is an exceedingly rare event, and unfortunately that belief does not necessarily appear to be as accurate as we want it to be. That being said, it is still unlikely enough that many pilots have no second thoughts about jumping in a single engine and flying hard IFR or at night, or over mountains and they do very well. I just don't belong in that camp. This was not meant to start an argument of which airplane is better, I think they are both good airplanes, and for me personally the Cirrus has an edge over a Mooney at this time due to having a parachute. That's all.

So far there have been no fatalities on the ground because of the a parachute pull. There have been multiple ground fatalities due to plowing through a house or a beach while attempting a crash landing. The accident referenced above probably would have resulted in injuries on the ground in an airplane without a parachute- look at the attached image of the crash site. Shadrach, while you may be right that at some point a parachute pull will result in an injury/fatality to a person on the ground, overall it is LESS likely to do so then the regular fleet. Skipping gas stops and taking off into weather is done by all pilots, not just Cirrus pilots. Pilots have been killing themselves and their families in predictable ways for decades, no matter of the type of airplane flown. As far as flying over inhospitable terrain, night, IMC - yes the risk profile changes, and it is normal to do so. The same would happen if you fly a twin, or a turbine. It adds a layer of safety as long as you are well trained in those systems. Otherwise, we should all fly VFR during daytime hours in order to keep the risk profile at a minimum, no matter of skill or equipment.

NTSB report is not out yet, so it's all speculation so far. Regardless, I don't understand the Cirrus hating at all. It is a good airplane. It is a modern airplane. Since the emphasis on training was placed in the last 4 years it has become the safest travel piston airplane in the fleet with a rate of about 0.70 fatal accidents per 100k hours. In contrast, last year Beech had its worst year since 2010, by A LOT. Cirrus is also one of the best selling airplanes currently, and getting people into new airplanes is a good thing. I get the fact that it may not be the airplane for you, just like a Beech or a Piper may not be the airplane for you, but no reason to have this weird hatred towards a successful airplane just because it is made of composite and has a parachute.

Rumors are that there was a problem with the fuel line. Cirrus does not make the engines...its not their fault the engine fails. 2010-2014, comparing Bonanza A36 and Cirrus SR22, the percentage of "mechanical failure - engine" as the cause factor for accidents was 20.3 for A36 and 19.4 for Cirrus. Likely Cirrus gets slightly more press and more discussion on forums because of the parachute deployment. Again, buy what you want, and also what your budget allows you to. A Cirrus is indeed significantly more expensive to maintain than our Mooneys. That's why I don't have one. But don't use arguments such as giving up control under the chute. It is not like once the engine fails the parachute automatically deploys. The pilot is still in charge and chooses when and if to deploy. That being said, statistically you are less likely to be harmed if your engine fails over an airport and you deploy the chute rather than try to make an engine out landing. Just think of the last time you practiced engine out landings...were you supremely confident in your skills to completely pull the mixture off and turn off the mags, or did you do it by idling the throttle? I bet most of us would feel quite nervous to completely shut down the engine and practice an engine out landing. So far, when pulled within the envelope the parachute has resulted in no fatalities. There was one instance I believe where the parachute did not work and the pilot was actually able to land the airplane, which resulted in changes in the design of the chute.

Right....I'm sure there are some very happy cirrus PR people right now...but in all fairness, that is a great save by the parachute. It worked exactly for what it was intended to do.

If I was in the market for a single, and could actually afford a Cirrus, I would definitely go for that. 2009 model with FIKI and G1000 and GFC700 AP. I really don't understand why people are so against the parachute - it is a great addition especially in IFR/night flying/urban areas. There was a recent engine out crash in NY - without the chute we would likely be saying RIP. Instead, we get to look at this picture...

I assume the O-ring was replaced at overhaul? Why would it start leaking after only 400 hours?

At the request of several people I uploaded the logs for the past several years.

I finally obtained my ME rating in my Baron, so I need to let go of my beloved Mooney. I will surely miss the fuel flow though… This airplane has been thoroughly maintained with great add ons. The avionics package is superb. It has the Garmin GTN 750 connected to a KI 525A and a KAP 150 autopilot. It has one of the most comprehensive engine monitors on the market – the EI MVP 50. The paint is original but shows well, with some chips on the leading edges. The interior is original, and looks well. I am the second owner of the airplane since new and this aircraft has always been hangared. The wings have been re-sealed at WeepNoMoore in 2015 and the warranty is transferable. The engine has 2100 hours since new and there is increase in metal on the oil analysis, as well as in the filter. It needs overhaul, and I can either do it myself and then sell it, or have the new owner decide the kind of overhaul that he/she wants at a convenient and trusted shop. Once you read through the details below you will soon realize this airplane will be squawk free for many years once the engine gets overhauled. Since the exhaust system/fuel system/hoses/alternator/starter/spark plugs/battery have all been changed or overhauled within the past 300 hours the overhaul should include the engine components only which significantly decreases the cost. Specs: 1989 Mooney M20J, 201 SE Serial: 24-3133 Price: 107,000 USD Stefan Buca bucasc@gmail.com Airframe: 2101 TT Engine: 2101 time since factory new Propeller: McCauley, 310 since overhaul, Byam Propeller, Dallas. Max Gross Weight: 2740 lbs Basic Empty Weight: 1854.42 Useful Load: 885.58 Annual Due October 2015 IFR certification due March 2017 All ADs complied with No damage history Aircraft located at KRBD, Dallas TX Avionics: Garmin GTN 750 #1 GPS/Nav/Comm King X 165 #2 Nav/Comm King KI 525A, overhauled 08/2015 King KG 258 AI, overhauled 04/2014 King KAP 150 autopilot with electric trim EI-MVP 50 Primary Engine monitor King KMA-24 audio panel King KT 76A transponder Recent Maintenance: Aux Fuel Pump overhauled 09/15 Fuel tanks resealed, 2/15 by WeepNoMoore, transferrable warranty 406 MHz ELT installed 9/2014 Fuel system overhauled 05/2014 New hoses, new Skytec starter and new Plane-Power Alternator installed 08/2013@ 1791 hrs Engine fuel pump replaced at 1760 hours . Exhaust system overhauled @1723 hours (07/12). All landing gear shock disks @ 1723 (07/12) Exterior: Original paint white and blue. 7/10 with some minor chips, most of them on the leading edges. Interior: Original, cloth. Carpet and seats are clean, no stains. Rosen sun visors. N1068A Airframe log .pdf N1068A Engine log.pdf N1068A Prop log.pdf

Looks like your mission covers a lot of unfriendly terrain. Are you sure a single engine airplane is suited for the mission?

I would love to be able to have a parachute on my Mooney. Actually that is the main reason I decided to buy a twin and will be selling my Mooney soon. The anti-parachute position exhibited here was very prevalent on beechtalk about 1 year ago, and it seems to have significantly changed ever since the 15 or so fatal beech crashes this year. Regarding losing control when the parachute is deployed that is total bogus. It's not like the moment your engine craps out the parachute automatically deploys. The pilot is still the one to make the decision whether or not to pull. If you think you can just glide to an airport, do so without pulling. Are you flying at night/ifr/over neighborhoods then pull the parachute. 100% of the parachute pulls that were done within the parameters (and even some outside the parameters) were survived. That cannot be said about crash landings. is there a weight penalty and a financial penalty? Absolutely. However, none of those will be on your mind the moment that big fan stops spinning...and there is a significant likelihood that the engine might quit sometime, despite us trying to reassure ourselves that it is a very small risk. To answer to the OP, I believe one of the major issues is that there is no back window, and thus BRS cannot be installed on legacy aircraft such as Mooneys and Bonanzas. All that may have changed though...its been a while since I last looked into it.

Agree! I was surprised to see how much perceived devaluation exists just because the engine needs an overhaul. On top of that, doing the overhaul seems to be just as expensive as installing a GTN 750 in the airplane. Had I not already bought a twin this would've been an easy decision. Overhaul the engine and enjoy the Mooney efficiency for another 15 years. I reached out on this forum as I don't have much experience with selling airplanes so just wanted to find out what would make most sense from a financial perspective. It does seem like it is almost a wash between overhauling and selling or selling as is...

A significant number of the components that get done at engine overhaul, have already been overhauled/replaced in the last 300 hrs. Fuel pump/fuel injection system/spark plugs/starter/alternator/hoses. If I sell it as is, the buyer would pressure a full overhaul discount, when in reality if I do the overhaul, I would not have to change all those parts. Looks like Jewell aviation can do it for about 15k (strictly the engine). I need to talk to them some more, but that if I can get everything done and installed for about 20k, then the overhaul would not hurt me (may even increase the value more than the overhaul expense). The upside to selling first would be getting money sooner, and not having hanger expenses. Also less money out of my pocket to start with...

1989 M20J with GTN750, MVP 50, KAP 150, newly sealed tanks and 2100 TT? Hopefully that is still worth quite a bit of money... New cam - maybe...I need to look into what is the best option - apparently the new cams from Lycoming are not very durable. Cylinders could be overhauled. Prop - 300 hrs since overhaul. Alternator - 200 hrs SNEW Starter - 200 hrs since new Fuel system - 150 hrs since overhaul. Hoses - 150 hrs since new. Spark plugs - 150 hrs since new That's just the firewall forward stuff that has been changed/replaced in the last 3 years...

Aviation laboratories can do scanning electron microscopy. Should be around 100 dollars or so, but il thinking it might just be a waste of money to do so at this point. i already bought a twin so would not want to keep the Mooney for much longer. But I don't want to just give it away, given how clean and well maintained the airplane is.

Metal in the oil filter. Will send it for scanning electron microscopy.

Will send it for scanning electron analysis to see where the metal is coming from. However, given the high time of the engine, I'm not sure if it would make sense to replace just that one part. If it's a lifter, usually there is damage to the cam as well, etc...very rarely is just an isolated part. One reason to do the overhaul is that the fuel injection and exhaust systems have been overhauled 250 hrs ago, and all the hoses/alternator/starter are less than 150 hrs. The only thing that it needs is just an engine overhaul, and maybe I can get a reasonable rate to get it done. A buyer would probably expect me to discount it to a price that would reflect that everything needs to be replaced... i will start looking for quotes and see what is the ballpark. I don't necessarily want to do the overhaul and keep it for another 500 hrs at this time. Advertising it with two different price options may be the way to go...