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I fly a fiki ovation and have had four TKS system failures. I thought it might be helpful if I shared the information with the rest of the team, as I have found few shops that are up to speed on these systems, so I've had to play the role of director of money spending: 1) This is the well documented failure of the stall strip triangle on the leading edge. There are multiple reports of the glue giving out and I was alerted to this by a fellow pilot and got mine re-attached before it was lost. recently I've read about using rtv to seal the gaps (which mine has) so I'll do that soon. this is a tedious repair due to the cleaning involved, exact placement and then cure time required. 2) failure of the COPPER prop slinger nozzle. I lost two of these prior to learning several things: CAV now wants an RTV "cone" of vibration dampener of RTV (room temperature Vulcanizing) sealant at the base of the nozzle. I did this and it has worked perfectly. Second: they now have a new and improved nozzle made of a metal which has less tendency to vibration work harden. If your nozzle doesn't have a cone of rtv at the base of the nozzle, why not? 3) nylon belly tubing failure. This is more complicated. it appeared that my nylon supply tubing had shrunk which apparently is normal and so there must be additional length accounted for in the installation. My installation was lacking this "contraction" length and thus pulled out so I needed a longer replacement section. Careful reading of the CAV installation paperwork shows that the tubing is connected with what CAV calls an "olive" (the tubing industry calls it a ferrule) and these were missing on my installation. CAV supplied both ferrules and tubing. You want a low boy creeper to work under the belly skin! Next time I'll do this with the plane on jacks. 4) this is the latest: forward of the firewall my tks tubing was firesleeved from firewall to engine cooling baffle where the tubing transitions to stainless steel tubing across the top of the engine. I recently replaced all the hoses, firewall forward when I changed the engine and I found the firesleeved TKS hose to be stiff and inflexible. This was in stark contrast with all the other hoses which seemed to laugh and mock me for throwing them away with there excellent looks and high flexibility. So a played a little. As I was flexing my tks line it snapped! I cut open the firesleeve and found that the TKS line had not been a fuel line material, but rather what looked like Buna with a spring wire reinforcement. It had leaked, rusted and failed. I had not detected the leaking as the firesleeve was very well sealed at both ends. The forensic evidence indicates that it had been leaking into the fire sleeving for some time. I assume my propslinger worked solely due my filling the fire sleeve with tks fluid each time I primed. I know some of you will ask so i address it now: I forgot to check the hose date code to determine how old the tks hose was, but the bad news is that other evidence indicates that it was only six years old. It only takes about twenty minutes to remove this hose and see if it is supple or not. There are two shops who supply custom made teflon, fire sleeved, hoses. I called both, one was three weeks, the other was three days. it wasn't expensive, budget around $100 bucks. You send your old hose and they return it with an identical replacement.

In January I went to fill my Bravo with TKS and as I started to pour it into the fill port, I noticed that it sounded different...louder and with splashes. After a half gallon or so I could hear something draining under the belly drain....TKS. Crap. So I stopped filling and looked into the fill port and something looked different. I opened the left side panel and could see that the hose and hose clamp that secures it to the fill port had come off. I reattached and secured it and problem fixed. I learned to looked into the fill port from then on and as long as I could see the ribs of the hose then I knew it was still attached. Also, there is a little bit of resistance when opening the fill port door and less if the hose is detached. Well the hose came off again the other day. I reattached it but wondering if there is something else that I should do to prevent it from happening again...kind of a pain to get in there to reattach, especially when away from my home airport in an unheated hangar in the Michigan UP. Theoretically, TKS could back flow too if the hose dipped below the tank level?

Does anyone have a source to overhaul a 12 volt windshield TKS pump? Planning on contacting CAV ice protection, but hoping someone might know of a more affordable solution.

Today, Central Air Southwest celebrates 23 years of FAA certification for the installation of TKS Ice Protection for "flight into known icing conditions" on their fleet of Aero Commander 500's. TKS systems are an aftermarket option for the Mooney and other aircraft.Here is the video from the certification, which includes rare Beechcraft King Air 200 tanker footage.https://youtu.be/1OpNcv8QdIo

If your TKS-equipped Mooney has over 2,000 hours, then it's time to send in your pump for preventative maintenance checks and services. Call the TKS Repair Station at 913-738-5397 for more information.

We have a new (to us) plane on the way and as much as we love this bird, we only have room and money for one! Check it out, if you have any questions at all please feel free to call me or text me anytime. Still flying it regularly and am happy to take you up to check it out if interested. Two recent inspections at Don Maxwell, no expenses spared on this Mooney since we bought it. Been a solid performer and very reliable. Hangared at KHYI. Zach @ 713-410-7527 or zwright@c-rock.com 1979 Mooney M20K 231 N231DH Serial # 25-0164 Asking $114,000 Inspection Status Don Maxwell Annual completed 06/2016 IFR cert due 06/2017 O2 hydro due 6/30/16, tank good until 2028 Airframe 4684 TTAF Precise Flight Speed Brakes TKS on wings, horizontal, vertical stabilizer, windscreen and prop with 6 gallon tank Engine Continental TSIO-360-LB 210hp 1800 TBO 330 SMOH in 2011 by Western Skyways Airflow Systems Intercooler Merlyn Black Magic Upper Deck Pressure Controller M20 oil separator GAMI injectors installed 2015 Propeller McCauley 2A34C216-B 291 SNEW Avionics Aspen PRO1000PFD Garmin GNS430WAAS coupled to Aspen PFD, excellent GPS steering! Apollo SL30 #2 Nav/comm coupled to Garmin GI-106A CDI Garmin GTX 330 Transponder with TIS-B wired to Aspen PFD Garmin GMA340 Audio panel Bendix/ King KFC-200 Autopilot with Altitude Hold and ILS Coupling…. Will fly fully coupled approaches with great precision down to minimums. Aspen gives this set up a great deal of situational awareness Recently overhauled KI-256 AI by Bob Bramble re mated to autopilot computer King KCS-55A Slaved HSI System. WX-10 Stormscope Electronics International electronic tachometer JPI EDM700 engine monitor with oil temp option Garmin 496 with quick disconnect panel dock, wired into GMA340 audio panel Additional Equipment Teledyne Alphabeam LED PAR36 Landing and taxi lights Aerosafe Guardian standby electric vacuum pump Built in O2 tank located in tail, 4 QD ports in ceiling Mod works, inc. Vernier throttle Hoskins FT-101 Fuel Flow and totalizer Aircraft Door Seal, LLC main door seal Wing sight fuel gauges 2015 Concorde battery RG-35AXC Whelen Strobes 3 point Forward folding rear bench seat back Engine preheater LASAR sun visors All new placarding and one piece circuit breaker panel label Exterior 2002 Paint Scheme designer’s layout. Titanium, “Burgundy” and Las Vegas gold colors. 2016 paint touch ups done by renowned Tejas Aero in San Marcos, TX Interior 2002 Interior Light gray leather interior Powdercoated yokes Maintenance Highlights Don Maxwell pre by inspection 2015, nothing deferred Don Maxwell Annual June 2016, nothing deferred 2010 Fuel tank strip and reseal by renowned Weep no More 2015 Shock Disc’s new at Don Maxwell Aviation Have oil analysis reports since I bought, oil changed every 25 hours Hangared Aircraft, routinely flown aircraft, flown 190 hours in last 12 months Complete Logs since 1998 Prop strike in 2012, engine tear down by Western Skyways Damage history over 20 years ago Very organized STC’s, 337 forms, logs, oil analysis reports, etc. All receipts since purchase, no expense spared, only selling due to purchase of Twin Cessna Bruce’s like new fuselage cover included Bruce’s 5 brand new window sun shades included

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.

New airplane coming, no room in the hangar, price reduced well below my cost to $165,000, much less than my cost, still looking for a good home! This "Bravo" is a head turner on the ramp! Beautiful colors, 3 blade prop, always hangared, in great condition. Flies fast, flies high, and sips fuel. Speed brakes, 115 cu. ft. oxygen (recent bottle). Stormscope (slaved) with checklists. Wing fuel gauges. All new avionics, 2 new batteries, 2 new alternators, 2 new mags. Always maintained with 100 hr. inspections. The only thing lacking is an Aspen PFD, which is quick install if you like glass. Personally I like the 6-pack. Aspen would provide for GPSS however, nice feature. Well designed panel with new GTN-750 for GPS and new GNC-255 for ease of use Nav-Com and low power draw. Hard mount for iPad with USB power outlets in panel. Flight Stream to data link GTN and iPad, easy flight plan management. And TKS that can be a life saver! All new components, new mags, new turbo, new alternatorS, new sealed batteries, hoses replaced, tip top shape! Oil analysis always done, compressions strong. Will deliver with new annual. If you want a anti/de-iced Mooney with new avionics and new components, can't go wrong. Attention to details always, well maintained, cleaned & waxed, always hangared, full custom cover for overnights away, fast and beautiful machine! Engine Specs:Lycoming TIO-540-AF1B. 1696 TT Since New, 443 Since Top Overhaul. TBO 2.000. Compressions at last Annual: 78-75-76-77-75-78. Dual AlternatorsDual Batteries , new Concord sealed type installed Nov-2016Dual Vacuum Pumps Both Mags and both alternators replaced at last annual. Turbocharger also new at last annual. Nothing spared in keeping this airplane 100% up to date. McCauley B3D32C417 3 Bladed, Deiced 278 SMOHProp Governor: 175 SMOH GTN 750 WAAS#2 Nav Com is a new GNC255 (for easy dial in an ILS with no programming the glass)GMA-35 Audio MarkerFlight Stream 210 (data link to your iPad, upload flight plans)GDL 88 Data LinkGTX-330es TransponderNew MD200-306 CDIiPad mounts (2) to augment the GTN 750, one yoke mount, one panel mount.USB's installed in panel for accessories power.All avionics recently at an authorized Garmin dealer.King KFC-150 fully coupled autopilot and flight director with altitude pre-select.KR-87 NDB4 Place IntercomShadin fuel flow with totalizer406MHz ELT Leather seats Just relocated to FL for the winter, can be seen at Naples KAPF

Everyone that has the TKS system installed should check the amount of slack in the line to the tail divider fitting. (available via the tail cone access panel) When my Bravo installation was run to full up trim the lack of slack pulled the line out of the coupling. A check of an Ovation in the shop had barely any slack at full up trim, obviously my system had never before been run full up, and must have been stretching that line at medium trim settings. Timeline: Feb: Ran TKS to check for full wetting. No problem found April: After annual: Stec AP tests, ran the trim full up and full down during the test sequence, no trim motion problems. TKS stall strip glue comes undone.. 3 stall strips, re-glued, none lost. (Did not test since the glue had to set) May: Tested TKS, had fluid pouring out of the tail cone only. Today: Ran new line from belly fitting to tail cone with proper slack at full up trim. All panels wetted, trim checked full up and down.

Winter is just around the corner! Make sure you're ready for the upcoming weather with AccuChem TKS Fluid. We offer industry leading prices and discount $50 off your first 55gal drum purchase when mentioning this post. Our TKS Fluid is 406b certified and we are proud supplier to Cirrus Aircraft Co. We ship non-hazmat out of St. Louis, MO and can have your TKS Fluid to you usually within 2-3 days. Call or email for a quote today! 55-Gallon Drum - $619 30-Gallon Drum - $397 5-Gallon Pail - $110* (Price drops to $75+shipping with 4+) 2x2.5-Gallon Pail Kits - $115* (Price drops to $80+shipping with 4+ kits) *Delivery included (Contiguous United States) www.tksfluid.com Kevin Hopfer khopfer@expresschem.com (844) 266-4600 (314) 266-4600

Latest update on avionics upgrade. Thinking about moving up to Lancair Evolution PT-6, soooooo... thinking about selling my 94 Bravo. Current config is Garmin 530/430 WAAS NOW GTN 750 but as with my airplanes, they are never good enough and I'm always upgrading something, so going back into avionics shop for GNC-255 Nav Com, GTX-330 transponder, GMA-340 Audio marker, GDL-88 data link, Flightstream 210 for iPAd integration, etc. Will be out of avionics shop early September 2015. About 1800 TT AF&E, July annual, new mags and 2 alternators, turbo rebuild. Beautiful paint and colors, 3 blade prop, TKS is invaluable. Avionics install complete, really nice setup! GTN 750, works great for WAAS GPS approaches, GNC 255-A for ILS/VOR simple to use backup when it gets (too) busy in the cockpit. Got about $175K into the plane now. Very happy with the panel and airplane. Sweet machine, always hangared, now back to its snowbird home KAPF. Still looking for an Evolution, still contemplating selling "HK".

Help, Anyone had to fix a TKS stall strip that was detaching? I'm waiting to hear back from Mooney, but I'm sure someone here has had to deal with this? (its hard to search for TKS here, because you can't search for three character search terms) Here is a photo. Is this a big deal or an easy fix? thanks, Greg

I keep seeing people refer to TKS porous panels as 'Stall Strips'. They are NOT stall strips. They are deicing fluid delivery devices. A stall strip is that short piece of angled aluminum bonded to the leading edge of each wing, on most airplanes, that helps balance the stall characteristics of the wings. Sorry, it just bugs me that people who should know better seem not to... Chuck M.

Hi all! This one is well equipped, well maintained and spent most of its life in Massachusetts. It's been hangared, has complete logs, speed brakes, a new 406-ELT, Garmin 480 with WAAS, glide slope, Bendix/King: KX-165 nav/com, KCS-55A HSI, KAP-150 2-Axis autopilot, KN-64 DME. Also a Garmin GTX-33 remote mounted mode S transponder with traffic info, Garmin MX-20 MFD with Chartview/Terrain, BFG WX-1000 storm scope, WSI data link weather, Insight 610 GEM, Shadin MiniFlo L fuel management, standby vacuum, 2nd horizon, dual 24-volt aircraft batteries (installed new in 2013), oil cooler, portable oxygen, original paint (rated 7/10) and leather interior (rated 8/10), Tanis heater, June 2014 Annual, IFR due: Nov 2014, 2594-TT, 1477-SMOH by Teledyne Mattituck. De-Ice for wings, prop, windshield. $165,000. scottishflyer48@gmail.com, 704.794.8477. SC based.

Sad to be selling her, but someone will be getting a beautiful Bravo when she goes! Please check out the link below for all the details. http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20M-BRAVO/1994-MOONEY-M20M-BRAVO/1301817.htm

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...

Hey folks, The military is moving me very soon and as much as it pains me to do, I need to sell my Missile soon. It is a uniquely equipped aircraft and I've enjoyed it so much, but life dictates that it has to go and I would FAR prefer it go to a good home with Mooney folks who would appreciate this plane for what it is. So, I'm asking $144,000 now, but only advertising that here. I know I am biased, but I think this is a good value. Call me (630-849-3608) or email (mwthomps2010@yahoo.com) with any questions. I have logs and more pictures that I can send if interested. Here's the trade-a-plane link: http://www.trade-a-plane.com/detail/aircraft/Single+Engine+Piston/1982/Mooney/M20J+201+Missile/1694710.html Thanks, Mark -- ORIGINAL POST (with newly modified price and some other minor changes) BELOW -- 1982 Mooney Missile for sale. Rocket Engineering STC to convert a standard M20J by adding a Continental IO-550A and a 3-blade, fully feathering Hartzell Scimitar prop. VERY low engine and prop times (120 SMOH and 90 SOH) TKS anti/de-ice equipped. Only de-iced Missile I've seen anywhere. IFR equipped with a Garmin GNS 430W, KFC-150 autopilot, and King KNS-80 Nav/Comm with glideslope as radio/nav #2. It is tough to beat this aircraft's speed-to-cost ratio. Rich of peak, it will cruise at 175-180 KTAS on 16-17.5 GPH. It has GAMIs, so it can cruise lean-of-peak very smoothly at 155-165 KTAS on only 10.5-11 GPH. Better gas mileage than my wife's mini-van. Other equipment includes a US-8A eight-point engine analyzer, 2 x Whelen Parmetheus LED landing lights, Monroy long range fuel tanks (93 gal useable), 2013 Weep-No-More main and aux tank re-seal, Tanis plug-in engine heater and new nose-gear shock discs (4/13).Grey leather interior installed in 2007 in good condition. New tires (8/13). Useful load is 1000 lbs. Even if you top it off with all 93 gallons (rarely have I had to do that), that still allows about 400 lbs full-fuel payload. Bear in mind that is 93 gallons...that gets you a 4-7 hour endurance depending if you decide to run it rich or lean of peak, usually way more than I need. I usually on put 70-75 gal in it, and that's plenty. Asking $144,000. Considering that TKS is a $42,000 option installed, this aircraft is a bargain with its low engine and prop times and how it is equipped. I don't want to sell it, but the family is outgrowing 4 seats and the military is moving me soon! Aircraft located in Goldsboro, NC (for now!).

I posted this for-sale for this Missile about 3 weeks ago. I'm reducing the price to $149,900 which in my opinion (admittedly I am obviously biased) is an absolute steal for the amount of airplane you are getting. Contact me with any other questions. -Mark 630-849-3608 mwthomps2010@yahoo.com -- ORIGINAL POST (with newly modified price and some other minor changes) BELOW -- 1982 Mooney Missile for sale. Rocket Engineering STC to convert a standard M20J by adding a Continental IO-550A and a 3-blade, fully feathering Hartzell Scimitar prop. VERY low engine and prop times (120 SMOH and 90 SOH) TKS anti/de-ice equipped. Only de-iced Missile I've seen anywhere. IFR equipped with a Garmin GNS 430W, KFC-150 autopilot, and King KNS-80 Nav/Comm with glideslope as radio/nav #2. It is tough to beat this aircraft's speed-to-cost ratio. Rich of peak, it will cruise at 175-180 KTAS on 16-17.5 GPH. It has GAMIs, so it can cruise lean-of-peak very smoothly at 155-165 KTAS on only 10.5-11 GPH. Better gas mileage than my wife's mini-van. Other equipment includes a US-8A eight-point engine analyzer, 2 x Whelen Parmetheus LED landing lights, Monroy long range fuel tanks (93 gal useable), 2013 Weep-No-More main and aux tank re-seal, Tanis plug-in engine heater and new nose-gear shock discs (4/13).Grey leather interior installed in 1994 in good condition. New tires (8/13). Useful load is 1000 lbs. Even if you top it off with all 93 gallons (rarely have I had to do that), that still allows about 400 lbs full-fuel payload. Bear in mind that is 93 gallons...that gets you a 4-7 hour endurance depending if you decide to run it rich or lean of peak, usually way more than I need. I usually on put 70-75 gal in it, and that's plenty. Asking $149,900. Considering that TKS is a $42,000 option installed, this aircraft is a bargain with its low engine and prop times and how it is equipped. I don't want to sell it, but the family is outgrowing 4 seats and the military is moving me soon! Aircraft located in Goldsboro, NC Contact Mark at 630-849-3608 or mwthomps2010@yahoo.com for more info.

I thought it was very simple. Rocket is the fastest plane out there under $200K, therefore I wanted a Rocket. However, after reading some Bravo posts and talking to some self-proclaimed Mooney experts, I'm also considering the Bravo. The typical mission is 1-2 persons, little baggage, 400-1200nm flights, get there as fast as possible burning 20 gph or less, and not be afraid of ice in the winter. Here's how this judge's scoresheet looks so far: 1. Rocket seems to be 5-15 knots faster at typical cruise altitudes, and can be honestly said to cruise faster than 200 knots at 12,000 and above. 3 points to Rocket 2. Bravo has a longer cabin. 1 point to Bravo 3. Bravo has FIKI, Rocket only has non-FIKI TKS. 1 point to Bravo 4. Bravo is factory (so hopefully good support), Rocket is after-market. 1 point to Bravo 5. Bravo has newer airframes and often nicer panels. 1 point to Bravo 5. Bravo has 2000-hr TBO ($50K overhaul), Rocket has 1600-hr TBO ($42K overhaul). Tossup 6. Useful loads all seem to hover between 825 and 1000 lb. Tossup 7. Reliability and dispatchability (is that a word?). Tossup This gives an ever-so-slight edge to the Bravo, but I'm not sure I agree with my own scoring system. I'd like to hear from some of you who have flown both aircraft and can offer some additional deciding factors, or tell me I'm way off regarding my analysis so far.

Hi all, I'm in the market for a Rocket, and would like some opinions on whether buying one with a TKS system installed will reduce airspeed from the book values, and if so, how much?