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Well, I tested out my bladder this weekend flying from Las Vegas (KVGT) to San Antonio (KCVB) in my '84 M20J (N5759B). My overall route was 945 NM and we made the trip nonstop. One would think that I must have had a great tailwind. However, this never seems to be the case for me. I can fly a 360 degree circle and find a headwind the whole time. So, my secret to success was 11,000 MSL, ~151 KTAS, and 8.6 gph. It was pretty cool to be able to fly the entire trip without a fuel stop. My total flight time 6:14:13. Yep, that is the longest nonstop flight I've ever made in the Mooney. Hope y'all enjoy the few pics. -Dan

Here is my first video taken in my 1984 Mooney M20J. I had the Aspen Evolution installed earlier this year. I really enjoy flying this airplane and my dog always loves to come along. wish i could figure out how to embed my youtube video instead of link it... Hope y'all enjoy it. -Dan

Looking for seats for a 1990 M20J Gilles

Guys! Need your help again with some issues on my 1989 M20J MSE. Few months ago I had a major electrical failure (you can read here), and now, after lots of avionics repair, we're getting things as they were before, little by little. But still got some annoying troubles: - We had our R1 Eletronics International Tach replaced by a new one, but now we have approx. 30-60 RPM error, for example, at T/O, full power, full high RPM, the tach displays 2730-2740, and once the plane starts rolling, it may rise to 2760. We have no reasons to believe that the prop its really at more than 2700 since with the old R1 it never excedded it, and any adjustment was made at the governor, and we had checked rotational speed with a Tuning Fork (is this the right english term to reffer to it?) and it indicated 2700, full power, full rpm. We had not replaced the mag sensors, though, we are using the old ones. Do you think this could be the problem? - We replaced our Gauge Cluster, but sometimes, when you push PTT (both sides), the oil pressure indication drop till yellow arc. This happens on both radios (GNS430 and KX155), on transmitting modes. It seems to happen with frequencies higher than 130,00 MHz, but I'm not sure of this and if it has anything to do with it. - Our EGT/OAT (B & D P/N 0230-003, Mooney P/N 880001-509) is out of work: I know it gets energized, because it is noticeable when I pull the CB, but it just give wrong indications such as -30°C when the real OAT its like 30°C, and no rise in EGT at all while leaning. - Finally, the interior lights seem to be flashing at very high frequency, slower when the engine is at slower speeds, and higher, when the engine is at higher speeds. During flight its almost imperceptible, but during taxi its quite clear. Some general info: its a 28V system, SN 24-3139. We have replaced the Voltage Regulator and tested it several times in the plane (direct in the VR and with a multimeter through the cig lighter) and it seems pretty steady on the correct range. And at last, but not least, I am (as does the plane) in Brazil, so all of these nice avionics shops you guys indicates here at Mooneyspace are sadly unavailable for me! So, any help will be much appreciated!!! Tércio

Guys, please, I need your help! I'm willing to buy this tach (http://www.ebay.com/itm/B-D-TACHOMETER-P-N-0520-003-/171348387858?pt=Motors_Aviation_Parts_Gear&hash=item27e528e812&vxp=mtr) to replace mine but I was told that my sender might be damaged. Do you know what is the correct P/N for the sender of it? Does the sender includes the Tach Gen? Any of you have a spare one? It is difficult to find? My IPM says tha TACH GEN (B & D INSTR) P/N is 880053-501, but Mooney P/Ns make me confuse... I'm attaching a photo of the one I removed. Thanks!!

Hello everyone! I'm looking for a tachometer for a 1989 M20J MSE, 28V, IPM says it's P/N is 880039-515, anyone have a spare one? My hole is 2-1/4'' And still, how can I find a tachometer compatible and aprooved for my plane? And if it's not too much to ask, could anyone explain to me the difference between TSO, PMA and STC? Thanks!

4890-TT, 369-SMOH by TRIAD, 369-SNEW Prop, 2004 Jetglo Paint/Leather Interior by Grace Air Inc., Complete Logs, Garmin GNS-480 GPS/NAV/COM/Color Moving Map with WAAS & Weather Display, Garmin GI-106 CDI, King KX-155 Nav/Com, King KN-64 DME, King KT-76A Transponder, King KMA-24 Audio Panel, King KI-209 CDI, Century 21 Autopilot with Heading Hold with Coupling to GPS, 3M WX-1000 Storm Scope, DG with Heading Bug, Backup Horizon, 2nd Altimeter, Dual Glide Slopes, PS Engineering PM-1000 4-Place Intercom, New T&B Indicator and More! There is Cabling to Interface a Portable (Yoke Mounted) Garmin 396 with the Garmin 480 Installed in the Panel for Weather, etc. This "201" also has Speed Brakes, Inflatable Door Seals, Strobes, a Lightweight Sky-Tec Starter, and 67 Gallon Fuel Tanks. The Annual is Due March 2014. The IFR Certification is Due May 2015. New Motor Mounts and Bolts Were Installed During the Engine O/H in '07. It's Hangared/Based in Colorado, Owned by an Airline Pilot. Asking Price: $89,000. A TOP SHELF 201! Tel (704) 794-8477, email: Kevin@Propilots.net. Make an offer.

My autopilot is acting up and I was hoping for some troubleshooting from the brain-trust. On a recent trip from Houston to 2L0, the autopilot was working well and holding altitude. About 20 minutes into the flight the breaker popped. I re-set it and it popped again. I hand flew the remaining leg of the trip. I thought there was an issue with a new PTT installed maybe arching near the trim switch. I had that checked and no problem. A few days later I flew to KLCH and AP worked fine including the altitude hold with a little bobbing up and down (maybe 50 feet in each direction). Today, on an instrument currency ride the roll and pitch worked fine but the altitude hold would not work at all. The annunciator showed that FD, NAV, and ALT were all coupled. FD and NAV worked great but the Altitude hold would not lock in and hold altitude. There was no auto trim working at all and when i tried to hand trim the plane it seemed as though the trim wheel was locked (trimming from the yoke worked fine but obviously cancelled the AP.) Anyone else experience this problem? Troubleshooting thoughts? Thanks

You will no doubt recognize this gorgeous 201 as belonging to MooneySpace member Brett Nicolette of Latrobe, PA. I am proud to assist Brett in the sale of his aircraft so he can move closer to his objective of purchasing a de-iced machine for his weekly commutes across PA and family travel across the Eastern Seaboard. My objective with this thread is to expound on the data presented in Brett's previous listing, and to share several high resolution photos of the aircraft so you can gain a better idea of its condition. Last week I flew to Latrobe to meet Brett, learn more about his 201 prior to listing it, and photograph the aircraft. I was immediately struck by the immaculate condition of '62G and the spotless hangar in which it lives. The pride Brett takes in ownership is exceptional, and is reflected in preventive maintenance records & invoices, savvy upgrades for IFR redundancy, and the stunning airplane itself. Brett is a straightforward and genuine guy; the next owner will benefit from his fastidious approach to ownership and preventive maintenance. This crowd is extremely familiar with J model performance so I'll be brief. '62G is representative of a well-rigged 201, and runs smoothly at 30 LOP, truing 157 KTAS at 9.5 gph. Go-fast mode is 162 KTAS ROP at 11.6 gph, bankable. CHTs are cool with new Gee Bee baffling and well-tuned GAMIs, as monitored by the color JPI 830 with fuel flow & computer. I was impressed by Brett's investments in redundancy for safe IFR travel. Aside from the JPI, '62G sports an electric standby attitude indicator, a standby vacuum system, two GPS backups for positional SA, XM weather, and recently overhauled AI, HSI, and vacuum pump. '62G has enjoyed careful preventive maintenance prior to Brett's ownership, as evidenced by yearly CorrosionX treatments and almost exclusive work by Mooney Service Centers. Fourteen years ago, '62G encountered a gear-up landing by a previous owner in 1999; repairs were made by a Mooney Service Center, the engine was overhauled, and a new McCauley propeller was installed. Physical inspection reveals no visible evidence of prior damage. N1162G is flown weekly by an veteran professional pilot. The Reiff engine preheater is handy for Winter, and compressions are strong. High-resolution photo site with 60+ images: http://www.N1162G.com Link to maintenance logbooks HERE Link to component summary sheet HERE Spec sheet uploaded below. Demo flights and showings available for serious prospects. Aircraft located at KLBE (Latrobe, PA), about 1 hour East of Pittsburgh. Aircraft delivery and type-specific insurance training available. Contact me anytime at 703.472.6009 (cell) or nicholas.eberling@gmail.com Details... 1982 Mooney M20J 201 - N1162G Serial Number 24-1281 Price Reduced to $89,000 USD Contact: Nick Eberling New Heights Aviation 703.472.6009 nicholas.eberling@gmail.com info@newheightsaviation.com Airframe: 2700.3 TT Engine: 775.3 SMOH IO-360A3B6D (3/2000) by Daytona Beach Jet Center (New ECI Cyls) Propeller: 777.4 SNEW McCauley B2D34C214-B 2-Blade (8/1999) Recent Weight & Balance (1/2013): Max Gross Takeoff Weight: 2740 pounds Basic Empty Weight: 1850 pounds Useful Load: 890 pounds Usable Fuel Capacity: 64 gallons (66.5 total) General: • Aircraft always hangared. Currently hangared at KLBE (Latrobe, PA), near Pittsburgh, PA • All ADs & SBs in compliance • Annual inspection due 5/1/2014 • IFR certification due 4/1/2014 • ELT battery due 5/1/2015 • Compressions at last annual inspection (4/2013) 75/76/76/78 • Mooney SB208 completed 11/2/1993 • Gear-up landing 1999, Mooney Service Center repaired & maintained Engine: • Lycoming IO-360A3B6D (200 horsepower) • Major Overhaul (3/2000) by Daytona Beach Jet Center, with new ECI cylinders • GAMIjectors installed and balanced 1/2013 – flies LOP turbine-smooth • New LORD Mounts 6/2011, New Hoses/Flex Lines/SCAT Tubing 11/2012, New Champion Spark Plugs 2/2011, New Gee Bee Baffling 12/2011, New Sky-Tec Starter 4/2010 Propeller: • McCauley B2D34C214-B 2-Blade – Excellent Condition • Reseal, Balance, Dress, Repaint by Sensenich Propeller Service (11/2012) • 777.4 SNEW (8/1999) by McCauley Propeller Avionics: • Century 31autopilot (Approach-coupled and Altitude hold) – all modes operational • Apollo 360 GPS • Garmin 396 Color GPS w/XM Weather • King KNS 80 RNAV Nav #1 with Glideslope (Enroute & RNAV App Capable) • King KY-197A Comm #1 • King KX-165 Nav/Comm #2 with KI-202 Indicator • Century NSD360A Slaved HSI (Overhauled 10/2011) • JPI 830 Color Engine Monitor (Fuel Flow & Computer/RPM/MP/EGT/CHT/Oil Temp & Press/Bus Volts/% HP/USB Data) • King KT-76A transponder • King KMA-24 Audio Panel • 4-place Telex Pro stereo intercom with auxiliary music input jack • Attitude Gyro (Overhaul 5/2013) • Electric Standby Attitude Gyro (4/2011) • New Vacuum Pump (2/2013) • Precise Flight Standby Vacuum System Additional Equipment/Maintenance: • Absolutely Impeccable Preventive Maintenance! – MSC Maintained • Aero Comfort Leather Yokes with Mooney Logo • 14V Aux Power Receptacle • 4 Shoulder Harnesses • Sun visors • Recent Flight Control Rigging (12/2012) • Reiff engine preheater • New Plane Power Alternator (6/2012) • Cleveland wheels and brakes • New Main and Nose Tires (12/2013) • Zero Corrosion – Treated Yearly with CorrosionX • New 12V Concord R35AXC battery (12/2012) • New Zeftronics Voltage Regulator (12/2012) Exterior: • Imron White with Gloss Dark Red & Light Red Accent • 4-place Shoulder Harnesses • Quick-release Rear Seat Backs • Outstanding Condition – 8 (Bluebook Aircraft Rating Scale) • Repainted & Control Surfaces Balanced 11/1992 Interior: • Dove Gray Leather Seats • Dark Gray Wool Carpet with Mooney Logo • Excellent condition – 8.5 (Bluebook Aircraft Rating Scale) Performance: 162ktas at 11.6gph ROP / 157ktas at 9.5gph 30 LOP Reason for sale – owner’s weekly transportation needs have grown to require a de-iced twin. Price: $89,000. No trades desired at this time. Pics forthcoming...

Good Day Mooneyspace folks, I look forward to any insights related to the following issue: Fresh annual, engine run-up to validate a tachometer replacement. Prior to engine shutdown, noticed "high low volts" flashing on annunciator panel (s/n 24-1580, 14v electrical system). Problem fixed by replacing female electrical terminal at Master Switch. Thanks

I routinely fly to two airports in my J. The trip takes about 30 gallons. At one airport the gas is about one dollar cheaper than the other airport. Here is my question: Is it cheaper to fill the tanks to the brim with cheaper gas but have less a less efficient flight with the unneeded full tanks? Or is it cheaper to get just the amount of gas needed at each airport regardless that the one airport is so much more expensive and have a more efficient flight. Or in other words, I have to add a little fuel no matter what at the expensive airport to have a reserve, but how much should I add at the cheap airport? Or still in other words, how much does it cost to carry around extra fuel that you don't need?

I am excited to assist my local Mooneyspace friend Mark Thompson with the sale of his gorgeous 1982 Mooney Missile as he is in the middle of a relocation across the country. Bottom line - phenomenal engine/prop/airframe times, no-excuse preventive maintenance, and probably the only TKS cross-country airplane with NDH and fresh IO-550 overhaul that can be had for the low-$140s. I know the seller, Mark, very well - he is an honest and detail oriented guy that does not put up with squawks. I have flown this aircraft and personally vouch for its condition. Especially when compared with an Ovation or comparatively equipped Bonanza, this Missile represents tremendous value for an owner that desires long-distance all-WX IFR travel but not a $200k+ price point. I think you all are familiar with the Missile conversion so I will not take the time to explain it. The bottom line is that Rocket Engineering supports the product 100% - as they did earlier this year with new engine mounts. The IO-550 was overhauled by Poplar Grove in 2012 and with recent GAMIs, runs turbine-smooth LOP. We've had success at 165 KTAS at 10.2gph, as well as 180+ KTAS when 150 ROP - the option is yours. 93 usable gallons gives you 1240nm with IFR reserves when 20 deg LOP. Even at gross, 1550fpm is impressive...and gives my E55 Baron a run for its $$! N301TV is flown weekly and has always been hangared. Previous long-time Midwest ownership: zero corrosion. Complete logs. High-resolution photo site with 80+ images: http://www.N301TV.com Demo flights and showings available for serious prospects. Aircraft located at KGWW (Goldsboro, NC), about 1 hour East of Raleigh, NC. Aircraft delivery and type-specific insurance training available. Contact me anytime at 703.472.6009 (cell) or nicholas.eberling@gmail.com Details...here goes: 1982 Mooney M20J Missile - N301TV Serial Number 24-1308 Price: $144,000 USD Contact: Nick Eberling New Heights Aviation 703.472.6009 nicholas.eberling@gmail.com info@newheightsaviation.com Airframe: 3081.4 TT Engine: 122.7 SMOH IO-550-A (3/2012) by Poplar Grove Airmotive Propeller: 90.8 SPOH Hartzell Scimitar PHC-C3YF-2UF (10/2012) by H&H Propeller Recent Weight & Balance (8/2013): Max Gross Takeoff Weight: 3200 pounds Basic Empty Weight: 2212 pounds Useful Load: 988 pounds Empty CG: 41.57 inches Usable Fuel Capacity: 93 gallons General: • Aircraft always hangared. Currently hangared at KGWW (Goldsboro, NC), near Raleigh, NC • Full and complete logbooks available for download at: https://www.dropbox.com/sh/0af17pzm6fiadb8/t7y155-qhg • All ADs in compliance • Annual inspection due 5/1/2014 • IFR certification due 11/1/2014 • ELT battery due 5/2015 • Compressions at last annual inspection all 70+ • Mooney SB208 completed 02/1990 • More pictures available at: https://www.N301TV.com • No damage history Engine: • Rocket Engineering Missile 300 conversion (12/1996) • TCM IO-550A (300 horsepower) • Mooney 231 extended cowl with ram air induction and ice light • Major Overhaul (3/2012) by Poplar Grove Airmotive, with new TCM cylinders • GAMIjectors installed and balanced 4/2013 – flies LOP turbine-smooth (.2gph spread) Propeller: • Hartzell Scimitar PHC-C3YF-2UF 3-Blade – Outstanding Condition • Fully-feathering (16:1 glide ratio) • 90.8 SPOH (10/2012) by H&H Propeller, Burlington, NC Avionics: • Bendix/King KAP150 autopilot (Approach-coupled and Altitude hold) – all modes operational • V-Bar single-cue flight director • Garmin GNS 430W approach certified WAAS GPS/Nav/Com #1 • King KNS 80 RNAV Nav/Comm #2 with glideslope • King KI-25A Slaved HSI • Electronics International US-8A 8-point engine analyzer • JPI digital fuel flow and computer • King KT-76A transponder • 4-place stereo intercom with auxiliary music input jack • Bendix/King KMA 24 audio panel Additional Equipment/Maintenance: • CAV Aero TKS Anti-Ice system (wings, empennage, prop, windshield) $42,000 installed • Monroy long-range fuel tanks (93 gallons usable – 1240 nm range w/IFR reserves) • Weep-No-More resealed main and aux fuel tanks (4/2013) • 4 Shoulder Harnesses • Rosen sun visors • Whelen Parametheus LED landing lights (4/2013) • Tanis engine preheater • New nose gear shock disks (4/2013) • New Rocket Engineering engine mounts (4/2013) • Alternator overhauled 4/2013 • Voltage regulator new 3/2012 • Cleveland wheels and brakes • New main and nose tires (08/2013) • Airfoil ice light • Custom cabin cover • Zero corrosion – treated annually with CorrosionX • 24V Concord RG-35A batteries (03/2010) • Propeller dynamically balanced 10/2012 Exterior: • Light gray with gloss red & black accent • Condition – 7 (Bluebook Aircraft Rating Scale) Interior: • Dove gray leather - New 03/2007 • European stretch wool sidewalls & headliner – New 03/2007 • Wild dove wool carpet – New 03/2007 • Excellent condition – 8 (Bluebook Aircraft Rating Scale) Reason for sale – owner’s transportation needs have grown to require a pressurized twin. Price: $144,000. No trades desired at this time. Pics forthcoming...

Hi all! Brand new to the forum and the world of general aviation. Getting my PPL has been a dream since I was 15, but time and money limitations have always gotten in the way. I'm now 29, with a decent engineering job, and looking to move ahead. I recently was fortunate enough to fly the right-seat for almost 8 hours with a friend in his Piper Arrow, and it was excellent. We did 3 takeoffs and landings at 3 airports across 2 states, including an IFR approach, so quite a full day. However, I'm still completely green, and have not begun my training yet. So I apologize in advance if my questions seem elementary and lacking in the proper technical jargon. I'll get up to speed, I promise! Firstly, the PPL instruction itself. I'm in Richmond, VA, and the two FBO options in my area seem to be Hanover County Airport (KOFP) and New Kent Airport (W96). Hanover is closest, and would probably be my home airfield once I got my certificate, hopefully renting a hangar. They offer a "one size fits all" price for a PPL, but it seems to be a bit above what I've seen elsewhere for average costs ($8200 in a Tecnam or $9950 in a C172): http://www.flyhova.com/Flight%20Packages%20OFP.htm Any thoughts? Any concerns with using a Tecnam vs. a Cessna? I am not sure about the relative size of the fleets and their availability, but that will be one of my questions when I go to visit (hopefully this week or next, depending on work). New Kent seems to be slightly less expensive ($129/hr wet vs $143 for a C172, with a C152 as an alternative option at $99 wet), though the fleet is only three aircraft: http://www.newkentaviation.com/rates.html My average cost estimates came from: http://www.pilotcareer.info/Private_Pilot_Costs.html Do all of the above seem reasonable? Any recommendations with using a FBO school like above vs. trying to find a CFI on my own? I DO NOT want to get rushed/rubber stamped through, I'm genuinely looking to learn as much of the ins and outs as possible, which is why I wonder if finding someone with a huge passion and enthusiasm for flying, that just happens to have a CFI, could be a better route than a school. On the other hand, the training at a school is less subject to the idiosyncracies of any one person........so I don't know. The main reason I'm asking these questions here, is I think a Mooney M20F or J would fit my long term goals very well. The performance and efficiency of the aircraft vs. it's competitors in class is a strong draw, as is the reasonable running costs and long-running design. Reading about the background and the design of the aircraft, alot of it spoke to me as an engineer. My budget is ~$60K, and the majority of use would be trips of 200-300nm, with perhaps 4 trips/year of 600-1200nm, visiting friends in the midwest. Would an M20 be at all feasible as a first aircraft? Could I legally even fly one without a Complex rating? I would like to progress on from a PPL to an Instrument and Complex endorsement, so would be interested in hearing others' thoughts on when purchasing the plane and switching over to it as the primary trainer would be advisable. I doubt anyone would recommend starting from hour zero in one, but what about after the first 20-30 hours in something like a Cessna? Lastly, anyone local to the area? Any chance I could buy you lunch one weekend in exchange for talking Mooneys in person, checking the fit, maybe even go up for an hour or so? I know that's alot for a first post, but sincere thanks for any help or guidance you can offer a newbie. Cliff

I'm in the process of shopping for an M20J as a replacement for my 1963 M20D and I have a question about the bench seats in the early J's. in my D the seat back on the bench seat feels very nearly vertical. I was wondering if anyone can tell me if the J bench seats are reclined at a more comfortable angle. The "banker" doesn't like the bench seat in the D and is pushing for a J with split rear seats. Based on what I've seen the split seats will cost me in both price and useful load.

Hey fellow flyers, I am new to the group and in the market for a M20J/K and looking for someone who owns one in the Savannah, GA area to see if I might be able to "try it on" before I commit my time and effort if finding one. Second looking for a CFII preferably a Mooney owner in the same area that is proficient in type. Any help would be greatly appreciated.

I am considering the purchase of a M20F with an extensive list of 201 modifications including 201 panel, cowl, windshield, windows, wingtips, root fairings among others. I have been supplied copies of the 337 forms. Unfortunately the mods were done on or before 1990 when the requirements for the 337 forms were not as strict. The 337's are pretty vague on how these modifications were installed and most have no reference to any STC or existing installation. I am concerned that I may have issues properly insuring this airplane with these issues in mind. I am also concerned, although to a lesser degree, that an IA may find basis to refuse inspection on the basis of the aircraft being operated outside of its type certificate because of these "in the grey" 337's. The plane has complete logs, no damage history, and is in compliance with all applicable AD's. Most of these mods were done by "the mod squad" with address in Missouri, I am not sure if its the same Mod Squad that is now in business exclusively in Florida. Does anyone have any thoughts on how best to go about finding some reassurance?

So the time is approaching to completely refit our M20J's exterior and do a full repaint. As we have posted on here, the first trip we took with it resulted in hail damage on the elevators and ailerons. Plus the paint is a few years old and needs refreshing. Sounds like a perfect opportunity to put a bunch of LASAR drag mods on the machine, stick in a new windshield, and lay on a fresh coat of paint. I am soliciting ideas and experiences that have dealt with the following LASAR mods: horizontal tail fairing, dorsal fin with seal, wheel well liners, cabin door pin kit, wing root fairing, and aileron gap seals. Also looking for advice on changing out the old windshield for a new one, ours has light crazing.

I live in the McKinney TX area near TKI and T31. Interested in partnering on Garmin 530 or 430 equipped normally-aspirated M20E,F or J. I typically fly 50 to 75 hours per year. IFR rated 1,000 hours +. Ideal partnership would be a total of 2 or 3 co-owners. Apologize if this is not the correct forum for this topic. I can be reached at markeallen@gmail.com. Thanks

Does anyone have the luggage compartment dimensions for a J? I'm particularly interested in the dimension along the longitudinal axis, from seat back to rear cabin wall. I'm assuming that all J's have the same dimension here, ie there were no changes throughout the entire production series of Js? Are the rear seats moveable, fore/aft? We have a racing tandem in a break-down case, or two bicycles in cases, and I'm wondering if they'll fit in a J. I'm reasonably certain that the compartment side-to-side and height is fine, it's front-to-back dimension that I'm wondering about. I'm assuming I don't need to be concerned about W&B, as max weight for this gear would be about 80 lbs.

Happy Thanksgiving, all. I am currently in the market for a low engine time J to serve mostly as my personal commuter. If anyone has a lead on a nice plane with a good xc setup, I'd appreciate your forwarding the information to me. I'm regularly on Controller, Trade-a-plane, and Barnstomers, as well as the primary Mooney service center websites, looking for the right plane. I'm also wondering if anyone has a pre-buy checklist that they've used in making their purchase. I hope to soon be a more fully qualified member of the Mooney community!

I got seriously interested in Mooneys two years ago, not quite in time to get to the Colorado Springs MAPA convention. I've been to both of the recent ones in Texas. I wasn't quite ready to buy an airplane, but a Floyd Washburn in SC listed 4875D in the MAPA log in, I think August, and I was intrigued. He listed on barnstormers in early October at a lower price. He lowered the price again on October 31, and I pounced. He flew it to Rome, Georgia to have a pre-buy and annual by Joey Cole. The annual and some fixes are still going on, so I won't physically have the plane for a few weeks, but the money has transferred and the plane is mine. If you're curious, the top couple of posts in my blog have some photos of the plane and a little information on my buying it: http://craigsteffen.net/blog/ I will post lots later when my work schedule settles down and I have the plane locally so that I can fly it, poke at it, and take pictures. So in all likelyhood, I'll be flying it to Oshkosh this summer, and to the MAPA convention this fall (assuming it isn't in Seattle or something). Craig Steffen

The Century 21 autopilot in my M20J no longer holds a heading. I am thinking about replacing it with a new or refurbished autopilot rather than attempt to have it fixed only to have it still not work. Any suggestions about what to replace it with? If you have installed one about how much did it cost? The Century 21 is a single axis autopilot. I'm thinking about replacing it with another single axis autopilot because the two axis is so expensive. Do you think I will be disappointed if I only do single axis? Can I easily upgrade later to add the other axis?