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In my 1979 M20J I don't notice much difference, if any, with my ram air on or off. I read an article somewhere where the pilot of the J model said he doesn't ever bother using ram air even in high altitudes because it didn't make a difference. Do you find this to be true? If it is making a difference in your plane, what is difference in speed mph?

Latitude Aviation is proud to list N92EL, which is a 1992 Mooney M20J MSE. N92EL is owned by two brothers who are located in Grand Rapids, MI. N92EL is well-appointed with an Aspen EFD 1000 PFD, GTN 750, KFC 150 autopilot, and EDM 830 engine management system. There are other avionics and systems upgrades as well and they are listed below. The cosmetics are in good shape although there is a minor cosmetic dent/ding on the leading edge of the left wing (and there are close up pictures posted below). The owners have had the plane for exactly 6 years and in that time have flown it approximately 1040 hours which is about 173 hours per year. They rely on it for both personal and business travel so it has been meticulously maintained. Below are detailed specs as well as links to the logbooks and the high resolution photo gallery. I also have the FAA registration and airworthiness records available and will email them upon request. Please call or email any time to discuss this great Mooney MSE! -Neal 1992 Mooney M20J MSE N92EL Serial # 24-3273 Price: $139,900 USD Contact: Neal Schwartz Latitude Aviation LLC 914.625.5776 neal.schwartz@gmail.com Airframe: 2441 SNEW Engine: 1153 SMOH – Lycoming IO-360-A3B6D (Overhauled by Signature Aircraft Engines in 10/2006) Propeller: 484 SPOH – McCauley B2D34C214-B (Overhauled by H&S Propeller Shop in 4/2014) Max Gross Takeoff Weight: 2900 pounds Basic Empty Weight: 1915 pounds Useful Load: 985 pounds Usable Fuel Capacity: 64 gallons Empty CG: 47.15 inches General: Aircraft hangared at Sparta Airport (8D4) in Grand Rapids, MI Always US-based Complete logbooks available for download: https://dl.dropboxusercontent.com/u/52481951/N92EL%20Airframe%20Logbooks.pdf https://dl.dropboxusercontent.com/u/52481951/N92EL%20Engine%20Logbook.pdf https://dl.dropboxusercontent.com/u/52481951/N92EL%20Propeller%20Logbook.pdf Annual inspection due 9/2017 IFR certification due 4/2018 ELT battery due 5/2021 All AD’s in compliance Engine compressions at 9/2016 annual 76/75/76/76 Comprehensive photo gallery: https://www.dropbox.com/sh/nwuboxtq52fogwm/AACdsnaH5_KKwJwnxIFWhoHTa?dl=0 No known major damage history (left wing has a minor cosmetic dent on leading edge) Avionics: Aspen EFD 1000 PFD with SVT and EA100 autopilot adapter Garmin GTN 750 #1 WAAS GPS/Nav/Comm King KX 155 #2 Nav/Comm King KFC 150 autopilot with electric trim and GPSS Back-up attitude indicator, airspeed indicator, altimeter, turn coordinator, and vertical speed indicator King KN 64 DME King KT 76A transponder BFG WX-1000 Stormscope · King KMA 24 audio panel · NAT 4-place intercom JPI EDM 830 color engine monitor and fuel flow meter/totalizer Pilot and co-pilot aircraft-powered LEMO headset plugs Additional Equipment: · Standby vacuum system · Precise Flight speedbrakes · Tanis TAS-100 engine preheat system · Wing-mounted LED landing lights and LED taxi lights · Brackett air filter Miscellaneous Recent Maintenance: New PlanePower alternator 7/2016 New fine wire spark plugs 6/2016 500 hour magneto inspection 6/2016 New Concorde battery 6/2016 Dynamically balance propeller 4/2014 New vacuum pump 3/2014 500 hour magneto inspection 6/2013 All new landing gear shock discs 9/2012 New engine mounts 10/2006 All new engine hoses 10/2006 Exterior: Original paint Really White top, Mooney Green bottom, and Mooney Gold and Mooney Green stripes Interior: Original interior Blue fabric seats Grey carpet Grey sidewalls with Blue trim Grey headliner Split and removable rear seats

Hi all - I have a broken factory electronic tach that went from perfect to intermittent to completely dead in a day. My A&P has determined that the problem is in the tach generator, and that it's no longer possible to buy a new replacement generator. His recommendation is to buy the EI R-1 electronic tach as a drop-in replacement. This would be something like $1100 installed. I've read with great interest all of the various threads on tach replacement, and it seems that most people go with the EI unit for 2.25" applications. I'm not wild about the EI units, which have a curious LED arc, and appear not to have been updated in the past 25 years (so I would be replacing a 25yo factory electronic tach with a third-party electronic tach of the same vintage). I think that the LED format is odd, and replacing only the tach without doing MP and EGT would look particularly odd. I do not have an engine monitor, and I think that my preference would be to install something like the EI CGR-30P unit that could replace the factory gauges. EI is running a nice rebate offer right now for the CGR-30P, which would be 4x as expensive as the R-1 installed, with far more functionality. But the CGR-30P is a 3" display, and would not fit in the 2.25" factory tach hole. My understanding is that there isn't a 2.25" engine monitor that can replace the primary tach, and I don't have an available 3" hole unless I'm ready for major panel surgery. Any advice? Am I better off just buying the R-1 now? Something else? Would I still want the R-1 later after installing an engine monitor that's a primary replacement? (Is having an electronic tach even useful in the event of an electrical failure? Doesn't the tach die along with the engine monitor?) Hope I'm not beating a dead horse with this thread - would appreciate any thoughts.

1979 Mooney M20 J 201 $48,900. TT 3498 SMOH 1130 TP 1085. Great cross country plane. 400 hours flown in last 3 years. 3-Blade McCauley prop. Garmin 430 and Garmin 396. NEW SkyTec Starter. NEW Alternator. NEW EI Fuel computer. NEW EI digital ammeter. NEW LED landing light. Digital engine analyzer and digital manifold gauges. Paint 5/10 -slight hail damage only seen in certain lighting. Good looking leather interior 7/10. Chrome spinner. SUPER Low asking price due to 1" hairline crack in crankcase. I need to fly every week. I would rather take the loss than be down for repairs, plus I'm ready to move up to something faster. Possible trade for Mooney 231, 252, or Bravo. I spoke with Jewel Aviation in MO and they estimated $17K to remove, overhaul - zero time engine, and reinstall. Other estimates from $17K to $22K. You could spend alot more a for M20J and not know what you have or you could buy this plane, overhaul it and know exactly what you have including a warranty, and zero time engine for much less. Plane in Livermore, CA. Owner - • Contact Alan Anderson, • Telephone: 435 224-2211 Alan_Mooney.MP4

FOR Sale: Hartzell Top Prop and Composite Spinner including logbook and all accompanying documentation. For M20 A-G. TTSN 65.3 (2400 TBO) and in excellent condition. Installed in December 2015 and removed in Sept 2016. This prop was on our new-to-us M20E and was incredibly smooth for a two-bladed prop; there were / are no issues with it whatsoever. The prop's model number is HC C2YR 1BFP/7497 PRICE: $7450, shipping included (Lower 48). These kits can be bought new excluding shipping for about $9400 from Hartzell or $8400 from a dealer. The prop itself can be used on a J model but it appears a different spinner is needed. Please message me via this site or call (360) 281-7022 with questions or to request additional photos.

G'day folks, I've got a faulty rheostat on my panel and am looking for a replacement part - JS1N056P251MA - just looking for someone parting one out. I've sent a part request through to lasar... Thanks.

So I've started researching across the various M20 models, as I comtemplate aircraft ownership at some point down the road. From most reading, it seems the general consensus is flying/handling characteristics are relatively consistent across the models, with speed and goodies being the biggest differentiators. I ran across this model comparison and was quite surprised at the range difference noted (300nm) between and F and a J. I know Roy L did a number of aero mods to the J but wanted to ask the experts whether this is real world for range b/t the two models? For equivalent range, it says the F would burn a bit over 23 gals of additional fuel with effectively the same GW and UL. Seems considerably higher than I would have imagined. Thoughts? http://www.lasar.com/userfiles/file/mooney-model-comparison.pdf

I recently pulled the trigger on an Acclaim, so I'm selling the bird that my family so lovingly knows as "Juliet". She kept my little ones safe for about 8 years, and we are sad to see her go. Full quality pictures here: https://drive.google.com/open?id=0ByTozTHXhY52cENxUUotVDhOdFU Controller listing: http://www.controller.com/listings/aircraft/for-sale/1435525/1994-mooney-m20j-mse Also, I'm looking for a partner in the Austin or surrounding areas for the Acclaim. If you're interested, give me a shout.

Hi, With all the changes through the years, what would you say is the most desirable year to have, and why? I know the newer machines. Lost some payload. Etc...

New Mooney owner here. I thought I would share some of my observations with you grizzled old pilots so you can be reminded of your first day in a Mooney. I am based in Knoxville and the plane is now at KTYS. My small engineering firm has a couple pilots on staff (me and MS'er AaronDC8402) and we decided to buy a plane, ostensibly so we can better reach our clients in person. I just got my PPL about 3 months ago (after flying for 2 years, a long story). Tomorrow I expect to crack 100hrs total in my log book and finish my 5hrs of transition training (required by insurance) before soloing my new-to-me M20J. She is a 1989 201 SE with a 210hp (?) engine by Firewall Forward Inc. Original interior and exterior in fine shape, always hangared. Really comfy seats and an updated panel (Garmin 480W, GTX330, PMA7000B, EDM700). I am quite smitten. The buying experience was fun. We found her in FL on Trade-a-Plane and contacted the selling broker (William at O'Brien Aviation) directly. All our dealings with him were straightforward and enjoyable. We did not use a buyer's agent, with no regrets. We paid for a Pre-Purchase Inspection at Daytona Aircraft Services which is a Mooney-Certified center and was very close to seller. Real good experience with them as well. No surprises found so we had them complete about 3 AMUs of other work like gear shock discs etc at my expense. Traveling logistics to FL to retrieve the plane got complicated so when the repairs were complete my impatience got the best of me and I closed on the sale and had it ferried up to us in Knoxville (KTYS). I had just bought my first airplane without ever flying it. Ferry pilot reported boring flight with no squawks. Perfect. Our transition instructor barely meets the 25 hrs M20 time required by insurance co., but we had lots of experience with him so up we went. I have read plenty of MS opinions about training with a Mooney expert for type-specific instruction. Haven't done that, and am wondering what I am missing. I would like to hear from anyone who learned to fly their plane, THEN got Mooney-expert instruction. I may seek this out sooner rather than later if justified. First flight impressions: Cozy cockpit but I felt at home immediately (I am 5'-9" and 160lbs). Great visibility on the ground and in the air. I love the way it responds to the controls- very direct, good balance, no slop. It wants to fly and when it does it flies smoothly with no bad habits. I fell in love immediately. A few specifics (view these in comparison to my training in an Archer III): Takes off flat and just starts climbing Climbs eagerly, even near max gross wt Elec trim is very sensitive, I need to use manual trim wheel at speed I tended to blow past my altitude while leveling off due to continuous pitch-up during acceleration the sound of wind noise increasing as the speed keeps rising is one of my new favorite things in the world descent and deceleration not difficult, just plan ahead (normal practices) on approach control feels positive, lands like a dream at 70 knots (floats like a low-wing, nothing unexpected) ground behavior superb, with precise steering and great view all around back seat is a nice place to spend time too, with plenty of room and a great view Summary after just a few hrs: The most fun I have ever had in the air. It is easier to fly than I expected. No intimidating P-factor like a Bonanza I have flown, nor as finicky with prop/power settings. No control friction and sluggish wallowing around the pattern like an Archer. My main question so far: Why would I want to fly anything else? Ben And yes I realize I am a total noob. I will take it slow.

Rebuilt Skytec starter to fit a M20J Lycoming IO360. This one stopped when I was out of town so I bought a new starter. This was still under warranty so I sent it away for replacement and Skytec sent me this one Still in shipping box encased in plastic. All paperwork included. Model 149NL. Asking $350US and will ship within continental North America PM or phone me at 519 589 7034.

I have an M20E, with a full 201 conversion (A3B6D and cowling). I recently majored the engine, prop, and replaced the motor mounts and I'm still experiencing a very high frequency vibration in both the rudder pedals and yokes. Is this normal? Would dynamically balancing my prop help?

Hello everyone.. My very clean, no damage history, hangared and well maintained MSE is up for sale: Price $117,500 and accepting reasonable offers. The plane is located near Pittsburgh at KFWQ. http://www.trade-a-plane.com/detail/2161087.html Best to contact via email mcpilot@mac.com

I recently purchased a nicely equipped 1977 M20J. It has a 430 coupled to a STEC-30 w/alt hold and it makes a great cross country IFR machine. The one thing I do not have is an electric trim. I have learned that this plane likes LOTS of trim for taking off, landing, etc. (on my approach to landing I am close to full nose up!) Any suggestions or ideas on what it would take to add electric trim?

After several years of great enjoyment, I am selling my 1992 J Model MSE. Last year my wife and I decided to "sell the farm," buy a trawler and cruise. It's been a crazy year, selling my company and our house, then getting rid of all of our stuff. Selling the house was easy for me, but parting with my Mooney has been much more difficult! I drug my feet too long and recently listed it with a broker. She is in great condition after I finally got her fixed up like I wanted; new paint, carpet and leather in 2012, new leather yokes last year! I look forward to the next owner having as much fun as I have with a great Mooney J. Here's the listing if you have a friend looking for a Mooney: http://www.chaseaviation.com/1992-mooney-m20j-mse-n201rp.html Leigh

Since I'm not flying much these days, I would like to sell my Mooney. For details, see trade-a-plane link below: http://www.trade-a-plane.com/detail/2161084.html Let me know if you have any questions. Thank you. The following link has better pictures! https://drive.google.com/folderview?id=0B9_PF58GCALwWWdvUC05WU9pY00&usp=drive_web

I am in search for one or two other instruments rated pilots that may be interested in sharing the flying and ownership of a very well equipped M20J. If interested please PM me for details, and provide a phone number and email address where I can follow-up and contact you. Hank

I just put my 95 Mooney 201 MSE up for sale. I wasn't planning on selling it so it just had a lot of optional work done on it at the last annual (replaced the vacuum pump, landing gear shock discs, tires, etc.). I'm only selling it because I find myself doing mostly long distance flights and decided to upgrade to an Encore. It has an 1860 hour engine in it, but has been flown regularly and has compressions in the mid 70's. The nice thing for the buyer is that the price is reduced for the engine time, but the engine is still very strong. It has also always been hangared. Here is a link to the controller page: http://www.controller.com/…/1995-MOONEY-M20J-MSE/1406227.htm. If you think you may be interested, the contact number in the ad is for my mechanic (who's a great guy and knows the plane very well). But you can also feel free to PM me. Thanks

I'm getting close to 2 years with my '78 J, and as I expected am going to move up over the next year or so. George "the bonanza man" is right up the street - and the 36 could make sense in many ways but I've come to love the Mooney. Mission - I live in NC and 75% of my flight time is solo xc work travel - have 20 offices from PA to south Florida - 600NM is longest trip (KINT - KFXE) with several 150-250NM trips. I also travel north to MI to visit family, or short trips say 100-150NM beach, mountains, family etc. Very seldom do I carry more than 2 passengers - why get a 6 place machine - there is one two hangars over I could probably swap time with? Issue with the J - "slow & low" - faster is always great, but also ability to get above weather in the southeast has become somewhat of a challenge - getting up in the flight levels would get over or enable "around" a good deal more weather. Also icing is an issue trying to travel year round so TKS ability is a big plus. Flights to Michigan & particularly south florida (5 hrs @ 150 KTS true and a head wind) are tough on the bladder and patience... My budget limits - so probably a 90s era or may early 2000s is all I can afford. Thinking the "Bravo" is the best fit, newer than 252 and don't want to mess with a 231. Acclaim is out of my budget. I've thought about ovation as it can go up to 18 - maybe high enough? couple question for the group - knowing I have an m20J that has had some good attention over the past couple of years, best to trade or try to sell then buy? Who to deal with on the buy side? Premier aircraft in Fort Lauderdale and All American in TX seem to be the biggest? And if you're in the market - a little about my J '78m 3700 tt airframe, 600 hrs since factory new engine and hartzell "top prop" install. prop OH in 2015 by Sensenich in GA KFC 200 AP with flight director GNS 650/430 stack Garmin 350 audio panel, 4-place intercom, music jack in rear for passengers, music jack up front for all4, bose ports up front GTX 33 es transponder with ADS-B out 106-A nav 2 glideslope/indicator HSI JPI EDM 900 primary instrumentation 2015 tempest finewire plugs 2015 new interior - tan leather, new carpet, painted plastic, removed fiberglass insulation for closed cell soundproofing I've recently posted about paint - paint is in her future, though not a desperate need. I've posted several pics from the interior upgrade as well. Thanks to all for input/advice.

Marking 1 year of Mooney ownership with a "owner assisted" annual at local field, and am pleased to be thinking about paint given the outcome (not many squawks). Thanks DMax for the prebuy/annual a year ago - testament to his work. Approx 200 hrs, interior & panel upgrades/restorations completed, and the plane dubbed "the ugly duck" may be read to become a swan about a year ahead of schedule. Questions & concerns as I get ready to embark on paint for the '78 J. I'm confident the answer to all of these are "it's your toy and your money - do what you want" - looking for insight/ideas from the experience of the group - thanks in advance. 1 - color/scheme - I loved the engine & straight airframe, hated the "beige & baby sh!t brown" paint scheme that is original '78 - I ditched the avocado refrigerator and shag carpet years ago - want to go more standard/current - any reason not to? 2 - 1-piece belly - it's worth something having just gone through annual, but how much if anything really? Are there good sources of salvage that are of value? If ever to do it, now is it. 3 - wing tips - I think they look cool, and would "upgrade" to LED lights & strobes as well. Doesn't look like a performance reason just aesthetics? 4 - "glass" - need new windscreen, meaningful crazing. side windows are in good shape. Thicker plastic worth it? The cost for material isn't that great - worth it to just to all windows "while she is stripped down?" I've seen some "repair" methods but in many ways feel like 37 years is good service? 5 - Types of paint, color schemes etc - I really know nothing about this. 6 - The big question - WHERE? Does Mooney experience/expertise matter? How far to travel before it just doesn't make sense, how to "vet" a shop etc.?? Recommendations? 7 - Change N number? Not that I have a problem I think the ..201.. is pretty classic/iconic. Why would/woldn't? Also - going bigger numbers makes sense or no? 8 - What are the things you did, heard others did, or wish you did when doing similar project? This really is a big opportunity to take the plane offline for 2-3 months and get it right, trying to minimize "wish I woulda..." lack of experience and penny wise pound foolish decisions. Thanks in advance for your feedback

Hello fellows, I'm looking for m20j Instrument Cluster, Oil and Fuel Transducer and Voltage Regulator. The P/N are bellow: Instrument Cluster - P/N 640281-523 Transducer Amplifier Fuel - P/N 950D0311-001 Transducer Amplifier Oil Pressure - P/N 950D0311-003 Voltage Regulator (28V) - Electrodelta VR802 (or any alternate, Mooney informed me that actual alternate P/N is 940170-501) Regards Tércio

Howdy, I am a new Texas Mooniac! I just bought a good bones 201... Upgrading paint and interior, and radios My last airplane was a Cherokee 180' I also have a glider and a gyroplane. Here is the last picture I got of her, in pre-buy(annual) And my home base... 3700' of turf Mine is where the party is...