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I'd like to get a new panel installed on my M20K here in Switzerland. Right now it has two 430W's, a EDM700, GMX200, and Sandel EHSI. I'd like to install a G5, an EDM930 (instead of the 700) and a GTN750. Has anybody done this? Or has better ideas to clean up the panel? Pictures of the panel are below.

Anyone have thoughts on this scenario? Gear handle up and nothing happens. Push override and nothing happens, not even the normal horn and annunciations. After about three or four minutes it retracts. Extension is always normal. ‘79 M20K

I love Mooney but I’m not a big fan of the performance charts in the (copy of a copy of a copy) POH. Does anybody know if there are excell files/apps/... for a M20K 252 that can be used for performance calculation/W&B ? Thanks !

1979 Mooney 231 M20K Asking $75,900 I am selling it because I usually just fly the cub around, I bought this to go places and with work have been very unable to go anywhere. I have owned it for just over a year and put a ton of money into it; bought it out of Alabama with a Mooney center clean bill of health; needless to say our Mooney expert thought otherwise, plane is perfect now and ready to go. Any question you can call or text me at 203.903.3759. Paint is 7/10 (removed big escape sticker from cargo door and found to be the old paint under it) Small chips on wing looks great from 10 feet Interior is 3/10 (front seats are ripped, head liner needs to be replaced) Priced Accordingly estimated repair was quotes at $3800 for all new plastics and leather seats Located at KDXR ~5080 TT/ 620 SMOH / 620 SPOH (Has damage history) Annual due June 2018 IFR Due Sep 2017 (will be sold with fresh cert) Engine Compression is 72/73/72/72/72/72 Meryln Wastegate Turbo Plus Intercooler Gami’s Injectors All new fuel system ( 2017 Annual) Lines, mechanical and electric pump, fuel manifold Baffeling redone (2017 Annual) New exhaust (2017 Annual) New Starter Linkage/ Starter (2017 Annual) New Alternator (2017 Annual) Rebuilt Mags (2017 Annual) Airframe Precise Flight Speed Brakes Monroy Long Range Tanks (104 Gal) New Shock Disks (2017 Annual) New Main Gears both sides (2017 Annual) New Brake lines/ rotors/ pads (2017 Annual) New Gear Motor with throw back spring/clutch (2017 Annual) New Gear Linkage (2017 Annual) New inner gear doors and Spats (2017 Annual) M20R steering horn and front Gear *HD*(2017 Annual) Gears Rigged (2017 Annual) Whalen Strobes (std wing/ LED Tail) (2017 Annual) Oxygen Tank Hyrdo June 2016 (4 Place oxygen factory) Oxygen Tank Pressure compensator July 2016 ($8k) ¼” Glass all around New door and window seals (2017 Annual) New Gas Cap O-rings (x4) (2017 Annual) New Landing light lens (2017 Annual) Avionics Sandel SN3308 HIS Guardian Backup Vacuum Garmin 430Waas JPI JDM700( all new probes (2017 Annual)) JPI Fuel Flow Monitor KX155 with Glideslope BFG WX1000 Storm Scope KMA 24 audio Panel King KT76a transponder Century 41 Auto Pilot with Go around (requires GPSS to interface with Sandel) flight computer and attitude indicator fresh overhaul in august. Horizon Digital Tachometer (2017 Annual) Extra's Comes with Cover, Tow Bar, 2 x Oyxgen Cannulas See below link for a detailed report of the accidents and history on this aircraft Aero-space Report N231PG Accident record.pdf N231PG Avionics.pdf N231PG Airframe.pdf N231PG Engine.pdf N231PG Propeller.pdf

Greetings! Can anyone explain why an 1988 M20K 252 with round window corners would have: 1. an STec 60-2 rather than a KAP 150 autopilot 2. A completely black instrument panel (the whole thing) rather than the white or cream colored IP that is so signature to same-era Mooneys? Others shopping for 252s will probably know the plane I'm talking about; it seems to be the only 252 for sale at the moment that *doesn't* feature the white panel. Thanks for any info! -Matt

So I was going out to do some formation flying today. I started the plane up and taxied off the ramp and towards the taxiway. As I was approaching the runup area, the engine just quit. I "caught" it with the primer switch and it kept going. But if I released the switch, it would die. The 252's have the Klixon switches across the bottom of the left side panel. There is a switch for Low Boost and a switch for High Boost (it has a safety tab that has to be rotated out of the way to activate the switch). These switches are on the left side if the panel. The last switch to the right, is a Primer switch. It's spring loaded and will automatically return to the off position as soon as released. Throttle was just a bit above idle and RPM's at about 1000. I also turned on the Low Boost, but that made no difference. I quit holding the Primer switch and the engine quit. As if I'd pulled the mixture. I noticed as soon as the engine died, that it sounded like the Primer pump was still on. I turned off the Master and it quit. But if I turned the Master on, it came back on. I verified all switches were off. But the Master seemed to activate the boost pump. I got out and we towed the plane back to the SWTA shop. It's nice to be on the field with JD and his shop. JD was away but Dan was there and we started troubleshooting. He crawled under the panel with a multi-meter and determined that the High Boost switch was in the "On" position even though it was physically in the "Off" position. He disconnected the High Boost switch, and then everything worked as expected. It seems that the High Boost switch had failed to the On position. I've only used the High Boost switch once in the two years I've owned the plane and that was more than a year ago. So it basically never gets used. Evidently when it failed "On", it was flooding the engine. At idle, it was just too much fuel and wouldn't run. I immediately thought what would have happened if it had failed 5 minutes later, either on the takeoff roll or while climbing out. The guys tell me that it would have run fine at full power/throttle. But at idle power it flooded and killed the engine. After disconnecting the offending High Boost switch, the engine and plane seemed to run fine. Laura called Mooney and we'll have a replacement switch tomorrow.

Hello,I’ve been searching for my first Mooney for the past 12 months and studied the pros/cons of the models within my budget. I've found a 231 priced like a 201 (for some reasons) and I am about to send her for a PPI but I am having second thoughts after receiving several warnings about the TSIO 360 (this bird is fitted with the LB version with Intercooler).In my view, the pros of a 231 vs. 201 are:- De-iced prop- Option to climb if caught in icing- Climb above most WX- Fly faster in high teens FL- Better original avionics e.g. KFC200The cons are:- Bad reputation of the Continental TSIO 360 vs. the Lycoming in the 201- Serious engine management required- Increased maintenance costsIn terms of mission, I am looking at the following:- 2 pax & luggage for long weekends- 3h legs --could push my wife to 4h if it’s to go somewhere sunny - UK-based- Trips to Western Europe/Nordics/AlpsI’ve heard so many contradicting advice that I am a bit lost now and would love to hear from the experts experienced with both birds (if possible as owners/mechanics/pilots). Thank you !

I'm doing an avionic upgrade at my M20K presently and have all of the plastic out. I need to fix one of the rear seat armrest's. Any good advice how to tackle that? Thanks Hendrik

Hello Mooney pilots. I've been lurking the MooneySpace Forum for a few months now so I figured it was probably time to introduce myself. I earned my pilot's license in 2004 at a small airport just north of Atlanta (VPC). In 2007, I bought a 1973 Bellanca Citabria 7KCAB and brought it with my while traveling around the US in the Air Force. Me and the Citabria have spent time in Wyoming, Colorado, and most recently, Utah. I separated from the Air Force in 2015 and now call Utah home and the Citabria is hangared at U42. While the Citabria has been a fun plane and served me well as a bachelor, it's time to step up. The wife isn't really a fan of sitting for a few hours to go a couple hundred miles and the tandem seating means she is staring at the back of my balding head the entire time. In the summer, forget about leaving the Salt Lake Valley together unless we are okay to climb at 200FPM to clear the Wasatch Mountains. We have family in Wyoming so the mountains add significant challenges with getting the small bird eastbound. We would love to regularly travel towards Oregon, California, Wyoming, and occasionally back to my home state of Georgia. The Citabria is meant to fly aerobatics...not flying hundreds of miles in a straight line. I've looked at Turbo Piper Arrows, Cessna 180's, Cessna 182s, and obviously Mooney's. The Mooney is attractive because of the speed and efficiency. We do not have kids and don't really have any plans to either so the useful load shortfalls of the Mooney isn't really an issue for our type of flying. The Mooney is a stable plane but isn't something I would likely outgrow anytime soon. I plan to list the Citabria within the next 12 months and, after selling her, begin my search for the right bird, at the right price, with the right features (PS...if anybody is hunting for a second, slower airplane please let me know ;-). I've narrowed my search to the 201, 231, and 252...and I literally go back and forth daily on which one would best meet my mission profile based on price, performance, market availability, safety, etc. I'm sure everyone on this board has experienced the struggle of indecisiveness. I lean towards the M20K because of the high summer DA's we experience in SLC...with the 252 being the ultimate option; I'm not sure the 252 would fit my budget, however. A modified 231 may be my best bet. Anywho, if there are any local Mooney pilots who would like to swap time in my low/slow tail-dragger, send me a PM. I'm also interested to hear where Utah Mooney pilots service their airplanes and get training. It doesn't look like there are any Mooney Service Stations within 500 Miles...the closest being south of Phoenix, Arizona. Cheers, Trey

I have my instrument cluster for sale. PN 640281-513 was removed in December 2017 in full working conditions. if you have an interest please send me a PM. Hendrik

I'm sure this is a horse that has been beat to death, multiple times. However, when considering traveling across the country (i.e. CA to TN to FL to CA) multiple times per year (2-5 times per year). In your opinion, what is the better cross-country traveler? This is personal and not for business, therefore there are no time constraints. In other words, I wouldn't be required to leave one day vs the next, so I could wait for weather to clear. It is strictly myself and my bride, so baggage "shouldn't", I repeat "shouldn't" be an issue. LOL I'm not looking for folks to explain to me "how I should fly commercial" or "why would you do that" answers, I'm more looking for legitimate insight into the 305 vs 252 vs Bravo. Comfort, speed, weather, fuel burns, etc... If your options were 252 vs 305 vs Bravo, what would you choose, and why? Thanks for your time, in advance! Joshua

Hey Everyone! I just thought I'd introduce myself. Proud new owner of a '81 M20K Rocket. She's going through import right now sorting out some airworthiness issues. Will have some pictures for you guys soon. Always looking to meet new friends or some advice. Cheers, Mark

Round The World Flight, Project Amelia Earhart 1937-2017, in a Mooney Airplane On an early June morning in 2017, pilot Brian Lloyd will climb high into the sky above Florida in his Mooney M20K 231 airplane named "Spirit". His objective will be to retrace an historic equatorial flight route for Project Amelia Earhart, commemorating 80 years since that famous attempt at circumnavigating the world in 1937. For Brian's solo round-the-world flight, his classic single engine aircraft has been newly refitted with a suite of modern cockpit avionics. Also, a Micom 3 HF radio and antenna system has been installed for long distance aeronautical communications, as well as the opportunity to talk with ham radio operators during certain phases of the flight. An additional fuel tank boosts the extended range for long oceanic route segments. In addition to the normal electronics gear such as VHF and GPS, the airplane equipment includes computer, satphone, ADF, DME, and Stormscope. The aircraft position will be tracked by satellite on the project's website. The flight will attempt to keep to the historic Earhart calendar schedule as closely as possible, crossing the Caribbean, South America, Mid-Atlantic, Africa, Middle-East, Southern Asia, Southeast Asia, Australia, and the South Pacific. Brian Lloyd comments, "At this point the planning shows that longest leg of the flight will be from Fiji, across Howland Island (where Amelia and Fred disappeared), and then on to Kauai, Hawaii. That leg is 2,788 nm (3,208mi or 5,163 km) long. The flight time for that leg will be about 15 hours." There are no landing facilities on Howland, so he will overfly the island, dropping two leis, one each in memory of Amelia Earhart and Fred Noonan. The commemorative flight's final destinations include a stop at Amelia Earhart Airport in Atchison, Kansas, then on to the 2017 EAA AirVenture in Oshkosh Wisconsin USA on Monday 24 July. Link: Project Amelia Earhart website Link: Project Amelia Earhart Facebook page Link: Project Amelia Earhart funding page Link: Project Amelia Earhart Youtube Video Link: HF Radio system in the Mooney

Hi, I plan to replace my windscreen in my M20K. Are there any recommendations, experience what product I should prefer? The price difference between Great Lakes Aero and LP Aero Plastics is good 20%. Are there any quality differences? Are there other products that I look at? What is approximately the labor cost of replacing it and does it worth to increase the thickness from .187 in to .250 in. I got told that the sicker ones are way more difficult to build in and would increase the labor significantly. Thanks Hendrik

Hi there. I'm new to the forums and pretty new to Mooneys. We bought our first plane this past April, a 1981 M20K, and have put about 25 hours on it so far. It just went down for annual in July as well as an avionics panel upgrade. After we opened it up and took off some interior siding we found that a family of mice had moved in and proceeded to eat up much of the insulation and spread their business about the steel tubing in the cage and a bit into the left wing. We figure they came up the left main gear sometime between its last annual and this one. Couldn't smell a thing!!! Corrosion is an issue and some tubes are going to need to be replaced and specialty welded back in. Insurance has been great and is going to cover repairs. The poor bird is scheduled for some NDT early next week. One of the options being presented to insurance, which to my surprise they seem to be on board with, is to have the whole "birdcage" removed after being de-skinned, repaired, sand blasted and then powder coated. Modern insulation and likely some new paint, or a betterment towards new paint, better wiring and some other addons to follow since this is all going on. I'm looking for some expertise and opinion on the powder coating idea vs the standard treatment of green. My concern is that it's a 35 year old airframe and even with a proper prep and coating that should some other crack/corrosion arise in the future it wouldn't be able to be detected anymore. I've noticed its common for engine mounts to receive this treatment these days regardless of the higher stresses they endure. I look forward to your replies.

Wings of Hope, a charitable organization headquartered in Chesterfield, MO, is offering a Mooney M20K for sale on eBay. To bid on this aircraft, just check in at eBay and search for Mooney aircraft, surely you'll find ours. The posting starts May 25 at 7 p.m. PDT and terminates at the same time on Sunday, June 4. The starting bid is $1000 and there is no reserve. The aircraft is located at Spirit of St. Louis airport (KSUS). Those interested in bidding are strongly encouraged to inspect the aircraft before placing a bid, but this is not required. We have provided plenty of photos on eBay in case you can't visit. The aircraft has recently passed its annual inspection and is ready to fly. It is in very good condition, with some minor flaking of the clear coat on the wings the only obvious flaw. Check out this wonderful machine and spread the word!

I posted about a fuel smell in my cockpit a while back when I bought my M20K and just have been keeping the right tank below full up until now in order to not have to deal with it. It has worked but all of a sudden recently I can only fill the tank to about 18 gallons before getting wet carpet on the right side of the plane. Time to get this fixed. I did a lot of searching online and in this forum and I see Weep No More in Willmar, MN, WetWingOlogists East in Fort Lauderdale, FL, and Propellorhead Aviation in Winter Haven, FL. Wondering if anyone knows a reputable shop a little further north on the east coast? The plane is in South Carolina at the moment and I'd like to stop somewhere on the way back to New York (where I live) to get the tank seal dealt with. I'm open to having it patched vs completely resealed if that's possible.

Oil pressure and CHT gauges (all stock) in my M20K are close to death and need to be swapped. I'm unable to find replacement parts by Googling. Could someone help me with the part numbers? Or even better, maybe one of you are getting a JPI upgrade and would like to sell me your old gauges? What do you think is the cheapest path to get upgraded oil pressure and CHT gauges if direct stock gauge replacement is not an option? JPI currently is not an option.. Thanks everyone for your help.

Finally...pre-approved for an aircraft loan. There was a day in my life when I didn't struggle with getting a loan. I've paid cash for three different helicopters back in the day. But those days are long gone. So the bank approves $100k for a decent 231 I submitted. But after looking at my needs, I'm not really sure I 'need' a 231. Sure, the turbo would be nice for density altitude days. I could carry more people with more fuel. But usually it will either be me alone, or my wife and I with our dog. I can easily do with a nice E, F, or J. And I can save some money for upgrades. Less maintenance too. When I was partial owner on an F before, we had no problem in the summer in Denver. Sure, a nice K would be better. I live in the Denver Metro Area. 90% off my flying will be commuting to eastern NM / West Texas on a weekly basis where I work for a living...flying an EMS helicopter. It will save me countless hours driving (averages around 10 hours each way). I thought about joint a group/fractional bird, but with me using the aircraft for 9 days at a time, this won't work in most circles. So, let the searching begin for a nice E, F, or J!

Do you have HF in your Mooney? Have you thought about installing HF in your Mooney? What type of HF antenna do you have on your Mooney? What HF radio and ATU are you using in your Mooney? Was HF already in the plane when you got it, or did you have it installed? Aeronautical High Frequency (HF) radio has been the mainstay of long distance Air Traffic Control for over 80 years, especially in areas of the world where coverage with line-of-sight VHF radio is not reliable or possible. Although aircraft satellite ATC communications are now commonplace, HF is still very active for Major World Air Route Areas (MWARA) as well as Regional and Domestic Air Route Areas (RDARA). HF is widely utilized for bush flights and NGOs to communicate with ground mobiles, remote outposts, camps, or portable units. Some pilots who are ham radio operators may also enjoy talking on HF radio with amateur radio enthusiasts. So, there are many reasons for Mooney pilots to want HF capability in their plane.

All the manuals you need to annual a Mooney M20K. Illustrated parts manuals too. All manuals are also on an included CD disc. We paid $266 for them. They're barely used. We bought them about 5 years ago from Mooney factory. skypilotbobby@gmail.com 319-458-0013. Best offer. Thanks, Bobby Roe

My fuel indicator on the right wing is gone. It become basically lose and fall off. (I still have it- not during flight). Could it glued back or do I need to change the full fuel gauge? Part number should be 880011-501 if I looked it up correctly. What approximately the price tag for such a fuel gauge? any recommendation where to buy? Thanks Hendrik

I've had my 231 about six weeks and just took it for the first trip of any significance. My first question, what cylinder is the factory CHT probe on ? 1985, serial # 25-878, the normal LB engine. My #3 CHT temperature is limiting everything I do with the airplane and I'm wondering if the factory CHT probe is there and the JPI probe for #3 is on the spark plug. In another airplane it was and the spark plug probe read 50º higher than after I placed it into the same area as the other CHT probes with a relocation kit. The other five cylinders are 45-70º cooler than #3. My TIT was running around 1450 and EGTs were in the 1300-1400 range so I seem to be plenty cool in other parameters. I have to climb at significantly reduced power and climb rate to keep #3 under 400º in climb. I was at gross, but it was cool and starting at sea level. Also, to keep the #3 below 380º in cruise I have to fly at more reduced power than I want. I haven't looked that closely at it yet but the Continental TSIO-360-LB engine is a 7.5:1 compression ratio. 65% power LOP should be exactly 10.0 GPH. I have to run 9.0 GPH to keep the temperatures under control (30", 2500 RPM, 9.0 GPH, 380 CHT). That's 59% power according to the calculations. At 9,500 ft I was getting 158 KTAS (based on the TAS dial on the factory A/S indicator which seems reasonable). Thoughts ?

I have two alternators in my 252. I'm curious as to the proper usage and procedures for dual alternators. It seems that one of them doesn't actually produce a charge at idle power or while just taxiing. There are switches to turn each alternator on. Are both turned on prior to engine start, or after start? Do you fly with both on or just one? I haven't found anything in the POH about this and wondered how those of you with dual alternator K's use them. Thanks,

Don Muncy started a thread about fuel flow transducers, and many have replied but one question remains: what was the original transducer installed in early 231s, the one compatible with the ships gauge for manifold pressure and fuel flow? I believe mine has laid an egg, and would like to find one with a k-factor close to my original so my ships gauge may work with reasonable accuracy. Based on failure of both my ships gauge and my EDM-700, I believe it is the transducer which has failed rather than both instruments or something else. That said, I'm about to delve into the wires, looking for voltage and good airframe grounds. What is the model of the fuel flow transducer originally installed? Anyone know where I can find one? Alternatively, how does one go about recalibration of the ships gauge for Fuel Flow to a transducer of a different k-value? I'm guessing recalibration is necessary, but that's only a guess...I'm a pilot but not an A&P. Lastly, as the EDM-900 is an upgrade from my 700 and I realize the original components don't last forever, my longer-term plan is to install the 900 as primary but keep original gauges for backups. Anyone done this, or does the 900's STC not allow for such installations?