Search the Community

Has anyone else got one of these? I am guessing it is computer generated but still, a great heads up. Based on my JPI 830 flight files Savvy says my oil pressure is too high compared to the 2428 other flights by a cohort of 57 other M20 (S/R) aircraft. I run 65 psi in cruise. I went back and checked it has been this way since I got the plane. The POH says 30 - 100 psi on oil pressure but Continental IO-550-G specs say 30 - 60 psi Any thoughts?

Just bought a Royal Turbine Duke and need to sell my 1996 Mooney Ovation. Airframe: 1724.7 total time since new Engine: 1724.7 total time since new - upgraded in March 2008 to IO-550-G-AP 310 Horsepower by AvPower LLC STC No. SE02930AT. 2000 hour recommended TBO Prop: 671 total time since new. Hartzell 3 blade scimitar prop Avionics: ASPEN EFD1000 PRO Primary Flight Display System (with AHRS and air data computer) installed in February 2009 King KMA-24 Audio Panel with 3 light MB Dual King KX-165 Nav/Comms with Glide Slope King KFC-150 Autopilot with Altitude Pre-select and Flight Director King KT-76A Transponder King KLN-89B GPS Yoke mounted Garmin 696 with NEXRAD Radar, METARs, TAFs, Winds Aloft, and geo-referenced charts Additional equipment: Emergency Standby Alternator (20 amp) Second ship's battery Standby Vacuum System Speed Brakes Shadin Fuel Computer 4 place Stereo Intercom with Music input and Clearance Playback feature Electric Rudder Trim Wing Recognition Lights Artic Air Portable Air Conditioner Unit Grey over Blue Paint with Post Red and Gold Metallic stripes (original) Grey Perforated Leather seats and grey carpet. Black leather covered yokes (anniversary edition) (original) Complete Log Books. No Damage History Fresh annual with sale. FAR checks due May 2015 Contact owner for more information Asking $168,500 Troy Welch twelch413@aol.com phone 817 233-2397

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...

I need some suggestions from this group - I have a sick M20R, and we are puzzled. In flight last week at 12k feet cylinder #6 (which we later realized was mis-wired to the engine monitor so it was actually cylinder #1) on the IO-550 stopped firing. I had had a questionable run up earlier in the day, but seemed like a fouled plug, which cleared, so I departed. Rather than spend a ton of time diagnosing the problem, when it misfired 30 mins later in flight and I couldn't keep it firing (because of course, who knew what was going on) I declared an emergency and landed. I was in IMC, so I was pretty busy, but saw a couple of things. I was able to get the cylinder back for 15 seconds or so with mixture, but then it went out again. When the CHT went cold, on my descent, I noted that the EGT was a few hundred degrees hotter than the other cylinders - we think this was the unburnt fuel maybe burning as it hit the exhaust system? Unfortunately my landing was far from home at a remote field with no maintenance, so I flew back with my instructor/A&P a week later to see about repair/diagnosis, and maybe bringing the plane home. Everything looked fine and we pulled the plugs etc on what we thought was the bad cyl and those looked fine, so we ran it on the ground, and it ran like crap - same problem. So we went out and realized that the problem cylinder was a different one (#1 was cold, not #6). We pulled the plugs, and they looked badly fouled. The engine is high time and does burn some oil, so we thought, ok, this isn't common but we'll replace the plugs and see how it runs. It ran fine. So, thinking that we had solved the problem, we set out to fly back - I flew the 'chase plane' and my instructor flew the Ovation - on the theory if it acted up he had a great deal more experience to diagnose. Sure enough, the longer we flew (we had a 400 mile flight home) the more trouble the engine gave him. Evidently he had to run it pretty far ROP to keep that cylinder firing. The new plugs looked pretty ugly when we got home. Even more mysteriously though, the original two plugs while ugly, tested fine. So I suspect the plugs are not the root cause... So what could be going on here? 1) Bad fuel? nah, it is just 1 cyl. 2) Bad injector? Maybe? That would explain needing to run the whole engine rich, but would running overly lean on that cyl cause plugs to get ugly? 3) Rings? Too much oil in that cyl? 4) Valves? Seems unlikely since I was able to get immediate changes by playing with mixture. And up until this - my oil analysis has been fine 5) Spark? Seems unlikely since a bad mag wouldn't be one cyl would it, and would a misfire in that cyl cause these symptoms? It just goes dead cold on the CHT. I'm a layman here - but after having a similar issue in my Arrow a few years back (in that case was cam lobe spalling on one cyl intake valve) I know just enough to know that it can get expensive quickly if one isn't smart about diagnosis... So I turn to this groups collective wisdom for ideas! What causes a cyl to intermittently miss with these symptoms? thanks much in advance, Greg