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1980 Mooney M20K 231/261 N231JN Price: $119,000 Questions: jasonmhatfield@hotmail.com 615-478-6656 Based: KRLD Richland, Washington Airframe TTAF: 1821 Engine: TSNEW: 1471 (TSIO-360-MB1B Removed from a 1988 Mooney 252) TSTopOH: 853 TSTurboOH: 13 Prop: TSPOH: 403 (Hartzell 3 blade PHC-J3YF-1RF) Useful Load: 825lbs, Max weight: 2900lbs, Empty weight: 2075lbs Avionics: -PS Engineering PM2000 Intercom -Garmin GNS-430W WAAS GPS/Nav/Com/ILS -Bendix/King KMA-24 Audio Panel -Bendix/King KFC200 Autopilot w/ KC-295 A/P Computer -Bendix/King KY-197 Digital Com Transceiver -Bendix/King KN-53 Digital Nav Receiver -Logue LA-7800 Digital Nav CDI -Appareo Stratus ESG Transponder (ADSB compliant) -Insight G1 Engine Monitor (EGT, CHT) -Fs-450 fuel computer -L3/BFG WX900 Storm Scope -RCA RTA-1001 Weather Scout Radar and D1-1001 Indicator Features: -252 Continental TSIO-360-MB1B intercooled with auto waste gate and Hartzell 3 bladed prop installed by Mod Squad (STC SA2445CE and SA1505GL) -Long range Monroy 110g fuel tanks (STC SA1913SO) with wing fuel level indicators -Standby secondary vacuum pump (STC SA5438SW) -Rosen adjustable sun visors -OAT gauge -Plumbed for Oxygen- no bottle or regulator -Front and rear shoulder belts Exterior: -Original paint- White base, Desert Red & Black trim -Paint is shiny in places and dull and cracking/chipping in others. -Windows are in good condition with no major scratches or cracks, no leaks -Bottom of fuel tanks show minor signs of being wet but no active drips Interior: -Red leather upholstery and carpet installed 2001 (1783TT) -No rips or tears Damage history: -1984 NTSB narrative “Door popped open after liftoff…during distraction prop tips struck runway. Power was reduced, landed gear up." The prop and engine have since been replaced. Airworthiness Directives: -Up to date. Recent Maintenance: -2023 Replaced both wing fuel sumps with new -2023 Replaced Prop and Throttle cables with new McFarland Vernier parts, new ignition harness wires, replaced ELT and engine battery. -2022 Overhauled fuel system -2022 Inspected airframe for corrosion in accordance with M20-208B. No problems found. -2021 New Tires, tubes, brake linings, spark plugs, battery, and air filter. -2012/ TT:1808- Turbo Overhauled with new V-band clamps. Overhauled the gear motor and emergency extension. Installed overhauled vacuum pump. Certifications: -Annual Inspection: 2/10/23, TT1808. Compressions: 75, 68, 64, 71, 74, 72 -Transponder, Altimeter, Pitot Static Test: 11/12/2021 Notes: -Aircraft sat idle from 2012-2021. Flew cross country spring 2023. Times will change as aircraft is currently being flown -Complete and scanned log books. Engine log book was reconstructed by IA from original book copies. -Clean and clear title. N231JN.EngineLog.pdf N231JN.PropLog.pdf Airworthiness.updated11_21_22.pdf N231JN.AirframeLog.Book2.pdf N231JN.AirframeLog.Book1.pdf

Official TCM Overhaul Manual for most variants of the TSIO-360 Turbo Charged Six Cylinder Engine, including the -GB, -LB, -MB and -SB engines used in M20K's. FAA Approved October 1997 edition. Purchased from Aircraft Spruce and in excellent condition--no greasy finger prints, blood splatters or coffee stains. SALE $50 for reference https://www.aircraftspruce.com/catalog/eppages/continentalnewmanuals_07-10284.php?clickkey=7889118 List ($201) but not in stock

Hello, I’ve been unsuccessful in finding a co-owner for my 1987 M20K 252 sn 25-1145, and it makes little economic sense to fly her all by my self so I decided to sell her. 1250 hrs tt per end July. Sold Equipment COM 1: Garmin GNS 530W COM 2: Garmin GNC 255A NAV 1: Garmin GNS 530W NAV 2: Garmin GNC 255A Audio panel: Bendix/King KMA-24 Intercom: Isocom SCI-4 ADF: Bendix/King KR-87 DME: Bendix/King KN-64 Stormscope: 3M WX-950 ADL150 Satellite weather receiver (2018) HSI: Bendix/King KCS-55A Autopilot: Bendix/King KAP-150 with yaw damper Transponder: Garmin GTX-330 GPS: Garmin GNS 530W (with trafic and fuelflow) Garmin GTS800 Traffic Info System (2018) JPI-EDM 700 Engine monitor (2019) ELT: Artex ME-406 Hot prop, Hartzell 2 blade with q-tips (new blades december 2019, 40 hrs) LED landing lights Dual alternators Built in oxygen (bottle overhauled 2020) Speedbrakes Bruce’s Travel Canopy cover (2016) Battery tender I am assembling a website where I try to collect all the relevant info, it is a work in progress so bare with me. You’ll find more info on the engine, logs etc. M20K252.com She is based in The Netherlands. Happy landings, Mark

The Garrett TH08 Turbo was in use on the C340/C414 engines. That being said, this particular model has a larger compressor section to aid in the pressurization of said aircraft. My question: Was the TH08 part of the Conversions? Or was a Turbo with less compressor installed. If the TH08 did make the hopp to the Mooney, would it be considered overkill for the task considering there is no pressurized cabin? I have no issues with it’s performance at all, just wondering if it is just loafing in cruise configuration, when others of less size would be glowing Red an Screaming.

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 !

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.

Did a short hop over to OK from AR for a buddy that needed to pickup his 172 from the shop. Flight there was normal, we flew over at 12,000 and landed without issue. On the way back, solo, I filed for 17,000. Runup was normal. The runway was rough and I was concentrating on keeping the bouncing airframe in ground effect to build airspeed to notice the Turbo (or not) kicking in. Fast forward several minutes later, I look down and my MP is near 36” instead of the normal WOT (wide open throttle) 39” (Encore 252). I work the throttle in to make sure I didn’t have a knob back and make sure prop and mixture is full-in, and continue to watch the MP. It slowly drops as I climb. I contacted ATC and asked to level at 15,000. At this point the MP had dropped back to 32” at WOT and CHT #3 (right above the Turbo) is 40* warmer (or more) than normal and higher than normal EGTs. I have the older EDM 700 with no data logging so no data except for pictures of the display. I pulled back everything and cruised the rest of the flight with more throttle than usual but at 28” at 15k (assumption very little Turbo help) and landed back home no issue. This is a new to me 252 Encore and been noticing some white exhaust suit coming out or staining the access panel for the fresh air intake, picture attached. Same kind of stuff on my belly from the exhaust. I am thinking I had some type of Turbo failure but unsure. I’d almost like to take it out to the runway and run it down the runway with full power to “feel” the turbo kick in (or not) but worried about further damage. Obviously abort the TO without feeling the Turbo kick in and mangaged back down by the automatic wastegate. Thoughts? Should I try that or just pull the turbo and send it off? -bryan Note: The picture of the EDM 700 was not in-sync with my capture rate with my phone so every other readout is offset. Notice #3 bar graphs compared to the others.

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

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!

Good afternoon everyone, I am currently finishing up my PPL. I have a wife and a four year old. My local FBO only rents Cessna 172's @ 160hr. Wet. I expect my mission to usually include the three of us for ~ 250nm trips, but want to at least carry 3 adults and full fuel (pushing it in the 172). Above all else I want to be safe. I plan to use whatever plane I purchase to immediately start instrument training. I had originally planned on purchasing a 182, but after riding in one the other day I was more impressed with the g1000 it had than the plane itself. Im not afraid to admit this is a scary descision for me. My wife wants me to go ahead and buy something so I'll shut up about it, but it's a friggin airplane. Seems like a poor or rushed descision could lead to deadly or at least costly mistakes. Which is why I'm here. I'm confused, frustrated, and need people with experience to say you can do this, these feelings are normal, or you aren't ready. You need to back up and punt. Here is what I know (or think I know) 182: 145ktas, ~1200 lb useful, ~15 gph cruise, maintenance isn't terrible. Insurance is 1700 per yr. Mooney M20j (seems like the model for me): 150ktas, ~1000 lb useful, 10 gph cruise, maintenance doesn't seem to be terrible either insurance is 3200 per year. I had also considered 231, but keep reading conflicting articles about maintenance. Are they much more expensive to maintain? Is it worth the performance increase? One article said if you stay below 12k then buy a 201. Above buy a 252. I honestly have never been above 12k in a ga airplane, and have also read the time it takes to fill the oxygen bottles eats up the time saved on the trip. I'm looking at spending around 80k will consider going higher for good avionics. I do realize posting this on a Mooney forum will likely influence the advice but please try and be objective. I need a safe cost effective airplane that I can trust. Please help me - Travis Also, I've never actually ridden in a Mooney so if anyone is based near KDTN I'll buy the fuel!

As a PPL student earlier this year, I spent many, many hours trolling these forums as well as other sites, trying to glean the benefits of others' experience. My goal was to acquire a plane that I could fly to/from client sites all over the east and midwest. I want to share some of my recent thoughts/decisions in case someone else comes along who is looking for similar info. I bought Parker's Encore-converted 252 in July, about the same week as I got my PPL. I thought really hard about whether I needed TKS at the time, but it was a big jump price-wise to find something already equipped. And, N252BH was such a nice plane... I went ahead and bought it and figured I'd sort through the TKS issue when I got to it. Fast forward to now, and I'm about 10 hours from getting my IFR. I've been trying to fly back and forth from my home in southern Missouri to a client site in eastern PA, every week. Let's just say that, as a VFR pilot in a non-deiced airplane, my opportunities to fly an 800 nm route to the northeast have been severely limited. I'm still flying commercially as a "fallback" 3 trips out of 4. First it was frequent IMC that kept me on the ground, and as the weather has turned colder, now it's ice. Doh! but I insist on learning the hard way, I guess. I thought really, really hard about where to go from here. Getting the IFR will help, but doesn't solve the ice problem. Short of not flying, I considered these options: a) trade up to a newer Mooney with FIKI buy a booted Baron as my winter commuter and load hauler (very appealing in some ways) c) upgrade 252BH with TKS If I were able to a find a partner, I'd love to have a B55 Baron. But I don't want to take on the financial responsibility for a twin, as a sole owner. When I see how many of those poor birds have been sitting on the market for years on end, I cringe at the thought of ever trying to sell one. And I looked at John G's transition from his Bravo to an Aerostar and, well, that's a whole 'nother league of cost. Be nice to have that 2nd engine in night-time IMC though... As for upgrading to a newer plane, it's a big jump price-wise to get to a FIKI Mooney that interests me. And, 252BH has a 1050lb useful load - it would be hard to replace that. It's got nice new paint thanks to Parker, and it's a low time airframe. The final data point came this past Monday, when I flew up to PA with an instructor. We picked up moderate rime ice on our climb to FL190, and ended up having to go to FL230 to get above the tops. At FL230, 252BH was doing this: Manifold: 28.5" RPM: 2400 or so OAT: -22C or so TAS: 207 kts, calibrated Fuel: 11.2 GPH, 25 deg LOP That was the first time I'd been above 15,500 MSL, and I was really pleased with the performance at FL230. I wouldn't want to fly that high all the time -- after 3 hours on oxygen I was feeling pretty crunchy by the time we landed. But nice to know the plane can do it, and maybe I'll adjust.... So I bit the bullet yesterday and booked an order for TKS and some new avionics. I had planned to get inadvertent TKS, but CAV and AirNet (installer) essentially refused to quote it. I was torn over the choice anyway, so with their "encouragement", FIKI it shall be. I feel good about that, although not about the cost. <cough> One other note: I decided that, while the plane was down for TKS, I'd go ahead and do some avionics and interior work. I talked to a number of shops around the country, hoping to find at least two places that could do all three tasks. Airnet Aviation at KLCK (Rickenbacker - Columbus OH) was the only shop I could find that could handle all three. I looked at breaking it up into 2 phases, but it's both cheaper and less downtime to do it this way. Here's hoping that goes well.

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,

After being without an airplane for 9 days, I am back in the game with an M20K 252 TSE. I picked the bird up with a fresh annual from New Philadelphia, OH yesterday afternoon and flew it home to Austin, TX (KHYI) last night. While I still need to learn how to properly fly her, I'm thrilled with the purchase and enjoyed the flight home. Of course, I spend most of the flight reading the POH while the KFC150 did the flying. I've certainly got a lot to learn after 400 hours in an M20C. Here's a picture that explains how thrilling it is to be flying a 252 after flying an M20C. There are three pieces of information that explain it.

Has anyone here installed an EDM-900 in a six cylinder turbo Mooney such as an M20K? I know several have the EDM-930, but I'm interested in the EDM-900 for space issues. I'm curious if you're able to have all the data on the screen that you need for normal operations such as EGT, CHT, and TIT, simultaneously.

I had Weber Aircraft install these new at 1790.1 AF hours. At 1816.7 hours we decided to do a complete engine overhaul and the build shop insisted on brand new mags. These mags have 26.6 hours on them - they didn't even get to their first timing check. $900 each. If you need a mag, and can find a better deal, you should take it. Can send pictures, but they look like brand new mags packaged in brand new Champion boxes. Nice, but not very interesting imo. Champion Slick pressurized magnetos Model 6324 Mag 1: Serial no: 13101794 Lag. 30 Rot. L Rev. E. Mag 2: Serial no: 13101795 Lag. 30 Rot. L Rev E.

Are there any Mooney owners around SLC that would be willing to help me convince my wife that this is the right airplane for us? I'm looking for someone that wouldn't mind giving us a ride along and generally discussing the airplane. Thanks,

Wanted: M20K Encore or 252 Wish-list: FIKI TKS, G500 or Aspen PFD, WAAS capabilities, nice Engine Monitor, Flown and Well-maintained Hopefully you're for sale out there! Was going to go with the 231, and found a great plane, but I ski, bike, and load gear. Fold down/removable seats are a must. Plus, FIKI is not an option in that plane. If I can't find soon, plane partner wants to pull the trigger on a Bo.

I fly a M20K 231 with Merlyn intercooler and wastegate making it fly like a 252. We recently had an engine overhaul that caused the TIT to run considerably hotter than on our "old" engine. The "new" engine is in fact the same core, just overhauled to new specifications. The temperature probes are the same as well, so they may be inaccurate, but they should be measuring the relative temperature differences correctly. We had a Mooney Service Center set the fuel flow system at the high and low end per the Continental Service Instruction. This supposedly is very important because an out of whack setup could create many problems. At full power on takeoff (36 inches due to the intercooler), we are seeing 22 gph. That is about 2-4 gph lower than before the overhaul. In cruise (28 inches, 2500 rpm, mixture full rich) we get 15 gph, about 1 gph more than on the old engine. The really concerning thing though is that with the mixture full rich, we see TIT temperatures between 1520 and 1560. We have no ability to decrease that temperature by running significantly rich of peak. On the previous engine with what was probably a poor fuel flow setup, we could cool the TIT to less than 1480 degrees by enrichening the mixture. So my question to the community is 1) should we be concerned with flying the airplane in cruise at 1560 TIT, and 2) should we be concerned that we don't have any "mixture authority" at normal cruise conditions in case CHTs start rising or something like that. The STC that added the intercooler was approved without any change to the performance charts, so we don't know exactly what fuel flow would be expected with certain power settings. If anyone has a copy of a 252 power chart, it would be most appreciated. Thank you.

252BH is scheduled for TKS installation at Airnet in late January, and thought I'd take advantage of the downtime to do some avionics upgrades. With this large of a spend, I've thought pretty hard about what I should do and where I want to end up next year. I'm looking for comments/suggestions/feedback in the event I'm missing anything obvious. And while it sounds a little ridiculous to say this, given the list of equipment below, I'm looking to spend no more than I must. I use the plane every week to fly 500-1000 nm to client sites all over the east and midwest. Being able to get through, over, or around as much weather as possible is important. And ability to handle any type of airspace from rural Missouri to busy east coast is also key. I had my doubts about putting so much money into the plane, thought about going to a TKS Bravo, or Ovation 2 or 3. But when I think about the hassle of the transaction, etc... So here is the plan: 1. Add FIKI TKS 2. Replace the KMA-24 with remote audio panel GMA 35. 3. Add Garmin GTN 750 over top of the GNS 430. I thought hard about the 650 instead of the 750, but decided to go with the 750 for the WX, traffic, and chart displays. 4. Slide the GNS 430 down in place of the KX165 as 2nd GPS/NAV/COM. It's non-WAAS so I don't get crossfill with the 750. I dunno about that, but I consider it a non-necessity for now (unlike everything else on the list!). I'm really hoping both the 750 and 430 will fit in that space, over top of the KAP150. 5. Replace the KT-76A with a GTX 330ES - the 252 likes the flight levels so I'll need the squitter, and I don't want the remote -33ES in case the 750 takes the day off. With this in place, I'll be 100% ADS-B compliant. 6. Add a GTS 800 with traffic display on the 750. Maybe I'll add a GDL88 later, but until more folks are transmitting ADS-B out, the 330ES with GTS800 should provide a more complete traffic picture -- correct? 7. Add a GDL69a for Wx display on the 750. I'm replacing my yoke-mount Aera 796 as my weather solution and looking forward to XM radio in the plane (ok, the "a" is an indulgence) 8. Upgrade the JPI 700 to JPI 830 since I can barely see the 700. I wanted %HP and the constant display rather than a scan, and by the time I added all the necessary probes to a 730 I was in 830 territory price-wise. Be nice to get alerts on all the engine parameters including oil, also. I'm planning to add a G500 with a GAD43e interface to the KAP150, but it's already a big chunk of change so I'll let that wait. Airnet is going to prewire for it though, while everything is apart. Here are the doubts: a. Am I nuts, spending this much money on a 27 year-old aircraft? b. Am I losing any vital functionality or serious convenience by not WAASing the 430? c. Will the 330ES and GTS800 get me the best traffic picture I can get for the money, today? Am I giving up anything right now by not installing the GDL88? d. While it's down, anything else I should attend to? e. Boy the G500 would sure be nice... (TIM: don't go there)

Could some rocket owners share some data on maintenance costs per year (annual and otherwise), please? I am starting to look for a 252, rocket or bravo with tks. There are certainly more bravos with tks, but the rocket is certainly top on my list... Thanks in advance