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  1. In March of 2015, we finalized the purchase agreement of N4352H, a 1979 Mooney M20J “201”. Early in 2017, we decided it was time to do a full modernization project and ensure the safest and most capable aircraft we possibly could. We figured that this project would take just shy of one year, so I dropped the airplane off one day before new hire class for my airline started. Upon purchase, the aircraft was equipped with the Aspen PFD2000 system, a single Garmin GNS-430W, the S-TEC55X autopilot, as well as the Lycoming IO-360-B3A6. With the exception of those upgrades, the airplane remained relatively original in its equipment. Her most recent coat of paint was put on in 2001 and scored as a 7/10, her interior was from 1997 and also was 7/10. Avionics: We first started the project at Airborne Electronics in Sacramento, California (KSAC), with an entire overhaul of the panel. After much debate, the decision was made for the following equipment: Aspen PFD2000, with Synthetic Vision (previously installed) JPI EDM 900 Garmin GTN 750 Garmin GTN 650 Garmin G5 standby attitude indicator PS Engineering 8000G audio panel Garmin GTX 345 transponder S-TEC55X with altitude preselect P2 audio advisory system Below is the old wiring being dealt with as we progressed through the tear out process. New wiring being installed, not a single one of the original wires were retained: The panel layout was drafted several times throughout the process and mocked up with cardboard cutouts: After harnesses were created the panel was cut and powder coated. All harnesses were assembled in a manner that lets the avionics tech remove a few screws and pull the individual components down and underneath the panel for ease of maintenance: Finally, operational testing of the equipment began, this was an exciting day for all of us: As an aside, I hated the rocker switches in the original panel, so we went with a more typical switch setup, for any CRJ drivers, you may recognize that battery master switch: The panel and glare shield once installation was complete and she was ready for her ferry flight to Auburn, California (KAUN) for annual: After annual she began her last flight as N4352H down to Santa Maria, California (KSMX) for paint art Art-Craft Paint ( Paint: I dropped the airplane off at Art-Craft and discussed our project. They were certain they could pull off the design within the 30 day window as quoted, and they delivered perfectly on time and on budget. The masking and foil process began the day I dropped her off: The paint was stripped and they kept me updated every Friday (minimum) as to her progress of becoming N187CT. The base layer was applied: And finally the picture that got me the most excited about this project, seeing the paint start to come together, taken two days before delivery day: Finally delivery day! I showed up via Uber as they were just putting the finishing touches on the aircraft: The final product. It was a mix between the Mooney Acclaim paint job, and another scheme that I preferred for the tail design: Below is the original design that we presented to them: Interior: We contacted Bruce Jaeger of Spatial Interiors ( to come out to Sacramento to help us bring the interior into a modern age and style. Bruce spent three days in the middle of summer heat reconditioning and repairing our original 1979 plastics. The results were incredible. The attention to detail that Bruce demonstrated was second to none. He spent the time to repaint the center control stack as well to bring it inline with the rest of the aircraft stylization as well. Finally, the seats were updated to include "Mooney 201" badging. All in, the project took about 9 months, a long time to be without our beloved Mooney, however it was the best decision we felt we could have made to create our dream airplane. Kyle
  2. I'm beginning the search for a Mooney and I thought I had narrowed the choices down to J model. However, now I'm questioning if it's really worth the premium over a well equipped late model F. Assuming a similarly equipped F with a few speed mods, can you guys help me with some pros and cons? After a fair amount of research, here are a few to start with. Pros of a J model over an F generally at least 10 years newer airframe Speed mods already built in Generally better cockpit configuration depending on year Higher VLE ('78+) Better fuel switch (not sure what year the 'off in the middle' ended) A few extra knots depending on the speed mods on an F Cons of a J model Good examples priced at least 20-30k more than similarly equipped F
  3. Selling our 1978 M20J 201. 2102TT Airframe, 445 SMOH. The plane has the original paint and an interior from 2002. The aircraft is fully 2020 compliant with a Lynx NGT-9000 transponder. Other avionics: Avidyne IFD-540, Garmin SL-30, Garmin GMA-240, Shadin Miniflo, Insight G1, Century IIB. Aircraft had a gear up more than 10 years ago and later has some skin replaced on the tail due to an unfortunate encounter with a hangar door. The aircraft also has speed brakes and the wingtips are modified to match later production Mooney 201s. The annual was just completed by Phil Jimenez at PJ Aircraft in Avon Park, FL - Next Due February, 2020. Currently located at FMY and flying regularly, so times will increase. You can reach me at, 678-591-7478 or here on Mooneyspace. Thanks, Chris Bradshaw
  4. I have replaced the original exhaust off my 1983 M20J with new. This was a proactive step as part of my preventive maintenance philosophy for a plane I intend to keep a long time. No leaks or specific problems found, but that said, the exhaust is a wear item and original, about 2400 hours and 32 years, and the price reflects this. For someone who wants to put off a new exhaust a little longer in order to coordinate with their TBO or major annual, this may be for you. Only what is seen here is included: 4 risers, muffler/collector, and tailpipe. Specifically, the heater shroud and tailpipe hardware are not included. It is drilled for EGT probes on all 4 stacks. The #2 cylinder swage fit area was repaired once as part of my pre-purchase squawks. That was over 400 hours ago. Some of you are bound to wonder, so I'll add that I went with a new Knisely exhaust. Powerflow was more than I could afford/justify during this annual, but was surely tempted. Feel free to discuss the merits of my decisions amongst yourselves. I'll add that it was only flown ROP except when it was flown LOP, unless the moon was full, in which case I used camguard. :-) $300 plus shipping costs. Or pick it up at KFUL (other SoCal airports possible if we can coordinate schedules and you buy lunch) Reply or PM with any questions. thanks, -dan
  5. One of three Mooney landing incidents this past week, including a gear up landing and off field landing, but this one made it into the preliminary accident reports. No reported injuries thankfully. Like many of these, this Mooney was registered less than 1 year ago so lack of experience in type and perhaps lacks of transition training may have played a role. But Mooney's are not unique to porpoising incidents, just probably the most frequent airframe to see them. But here is a very brief write-up including a short video of a piper porpoising on landing to a nose gear failure. You'll often hear Mooney pilots say it was the third bounce that led to the prop strike, but I think I counted many more bounces in the short video before it was over. Be careful out there!
  6. My 1979 M20J has a step. I am thinking of removing it. I don't need it because I fly by myself 95% of the time. I'd rather have more speed. Has anyone removed their step? How do you do it? Did it increase your speed at all and if so how much?
  7. I bought a 1982 M20J 201 back in April and I took it for my first night flight the other evening. I didn't notice anything unusual until I was in flight for several minutes, at which point the panel lights started changing intensity at a rate of perhaps 2 Hz...bright-dim-bright, a bit random. I then looked at the ammeter and the needle swings pretty wide left and right of zero in time with the panel light fluctuations. I have a JPI EDM-700 and it logs various voltages from 13.6 to 14.5. The problem is also intermittent. Most times it doesn't happen until in flight (I've made a point of checking for it every time I fly now), and it will just stop happening for many seconds or even minutes at a time, then starts up again. Sometimes it happens on taxi to runway, sometimes not. I can't yet figure out what causes it to happen.. It's also probably a long-standing issue that I only happened to notice the other night since it was the first time I'd actually flown with the panel lights turned up and visible. I downloaded the last 50 flights from the EDM-700 yesterday and as far back as it has been recording (just since June- I'm in IR training in this plane), it has been recording variable voltage like this. Nothing else seems wrong and only direct DC loads like the panel lights (and presumably the landing light) are clearly affected. I just re-tensioned the alternator belt but that didn't help. The belt is old and I got a good look at the inner surfaces between the ridges - it has some cracking and in general looks worn, but I'm not sure it could be slipping for minutes at a time and then just stop slipping for a while, etc. And it's definitely under good tension as of this evening but a test flight after that revealed no change in the behavior. I also inspected the wires on the back of the alternator. The field wire (I think it's the field wire) is a bit damaged a few inches away from where it connects to the alternator (like, the insulation was nicked or something at some point), but it doesn't seem like it is a broken connection, just some exposed conductor for about 1/8" along the wire in free space there. I decided not to disturb it since I was tensioning the belt and wanted to address one variable at a time. Anyone else ever see a problem like this?
  8. I am sure this subject has come up before, but I can't find the details needed. Many publications discuss the cost of an engine overhaul, different options, different suppliers, etc. Yet I would like to know how much more the aircraft owner has to put aside for the items typically not included. And numbers from within the last 5 or max 10 years are of course more interesting than older bills. Consider your IO-360 has lasted 30 years and never failed, and now it's time for major work. Engine accessories are almost always included or listed, but what about the following firewall forward items which aren't any younger : engine mount - inspection and repair, exhaust - new (if welding isn't economical), oil cooler, and the related cost of labor, shipping, taxes, etc. Anything one cannot simply postpone until it really requires replacement or overhaul because that would come even more expensive. Any real data / bills / experience on this very welcome. It is clear that the cost will vary a lot from case to case. Would could be a worst case ?
  9. Looking for a PIREP on 1978 M20J, N201LC, that has been for sale for a while on MAPA classifieds. Has anyone seen this airplane in person? Hangared at KUGN (IL). Thank you in advance.
  10. Better than New: The Refurbishment of N205J Mooney N205J is a 1987 M20J model “205 Special Edition (SE)”. It differed from other M20J “201’s” at the time in that it incorporated a few changes: 1. Fully enclosed gear doors 2. Rounded window lines 3. 28 volt electrical system 4. Electric cowl flaps with infinite adjustment 5. Upturned wingtips with forward facing recognition lights and aft facing position lights 6. Gear extension speed increased from 132 to 140 knots The 205 SE came right as the general aviation market was in decline, so only seventy-seven 205 SE’s were built spanning two years. N205J was previously owned by a business associate of ours. N205J was hangar kept most of its life. It had original factory avionics, paint, and interior and was a low time aircraft with only 1885.5 hours. It had Precise Flight Speed Brakes installed. So why did we put so much money into a 1987 Mooney? I am one of the owners of SureFlight Aircraft Completions which specializes in paint, interiors, and avionics. We made it a “project plane”. We worked on it when we had any gaps in our schedule. Now that it is complete, we have a demonstration plane to show and fly customers that showcases SureFlight’s capabilities. It’s an awesome Mooney to fly! First stop was Henry Weber Mooney Authorized Service Center at neighboring KLNS to perform the pre-purchase inspection. The important thing for us was to have a good airframe and engine to start with. We took care of some maintenance on the airframe, overhauled the prop, bought a new governor, put new gear shock discs in, etc. We had them complete an annual at the time as well. We had the engine sent out to Columbia Aircraft Services for an Inspect and Replace as Needed (“IRAN”) which included new Camshaft, Lifters, Bearings and Rings. While it was there, we had the engine converted from the Lycoming IO-360-A3B6D to the IO-360-A3B6 specification to eliminate the D3000 dual magnetos in a single housing, driven by a single driveshaft. The engine now has two separate fully independent Bendix magnetos. We had the cylinders removed to be sent out for nickel plating. After the engine came back, Henry Weber reinstalled it with new Lord mounts and made sure that the engine and engine cowlings were properly aligned. We added GAMIjectors calibrated fuel injection nozzles and then went to work on the full refurbishment of N205J. Avionics: The aircraft was equipped with a factory original avionics suite from 1986, except the addition of an Apollo GPS. It all came out. All the wiring was removed and replaced. A plastic panel is created to make sure everything looks correct before fabricating the metal: Yokes are painted black and a metal panel is installed: And then filled with equipment: · Fully Electronic panel; Eliminated Vacuum System · Garmin G500 flight deck with Synthetic Vision · Garmin GAD 43e autopilot interface for G500 · Garmin GTN 750 GPS/Nav/Comm Navigator with Telligence Voice Control · Garmin GMA 35c Bluetooth enabled remote audio panel · Garmin GTX 345R ADS-B In/Out remote transponder · Garmin GNC 255 Nav/Comm · King KFC-150 autopilot (the only thing that remained from the old panel) · L3 Avionics ESI-500 Standby Instrument with: Altitude, Attitude, Slip/skid, Vertical speed, Aircraft track, Synthetic Vision option, Navigation option. Magnetic heading option. · JP Instruments EDM 930 Primary computer for RPM, Manifold Pressure, Oil, Fuel, Battery, Engine data. · AirGizmos iPad Mini 4 panel dock · Nimbus Aviation Electroluminescent Circuit Breaker overlay. · ACK E-04 GPS Emergency Locator Transmitter · Guardian Aero 451-101 Panel Mount CO Detector · MidContinent MD93 Digital Clock/USB Charger. Paint: We painted a new King Air 300 for the Mayo Clinic earlier in 2016. We loved their colors. We knew that these would be the colors we would eventually use on the Mooney. Stripping: Everything that is not stripped is covered in foil. Windows are removed to be replaced with Great Lakes Aero Windows SC (Solar Control) Grey installed with Extra thick .250” windshield. All flight controls and gear doors are removed to be painted separately, airframe is etched and alodined in preparation for epoxy primer. After primer, an Axalta White Pearl base color is applied. N205J is painted in all Pearlescent paint which requires a clearcoat after each color is applied. This is one of the reasons pearlescent paints cost more. Paint Scheme Layout: Axalta Cumulous Grey Pearl is applied to undercarriage, wheel wells, airframe, and then clearcoated. Axalta Sable Pearl accent stripes are applied and then clearcoated. Final Prep for the Axalta Bright Blue Pearl: After all the pearlescent colors are applied and clearcoated, exterior placarding is applied, and the entire aircraft is re-sanded for a final overall layer of clearcoat. This gives the airplane a wet, glossy look and deepens the color, smooths edge lines between accent stripes, seals the placards, and it also provides a more durable and cleanable finish because you do not cut into the color when polishing. Flight controls are hung and painted separately: Cowlings and access panels are installed with new stainless steel hardware. Flight controls are balanced and then reinstalled. Interior: Unfortunately, we forgot to get some good “before pics” of the interior. It had blue velour seats with aged and yellowing plastic panels. Old seat covers off. Repaint the seat frames. New covers sewn for the new foam buildups. Upholstered seats with custom Mooney Logo headrests. We repaired cracks in several of the plastics, and repainted with a textured paint to hide any old imperfections. We decided against covering the panels in ultra-leather to save weight. We fabricated a hatch behind the hole for the windshield bar that holds the compass for easy R&R of the glare shield. Painted a flat textured black. Looks like new. The interior goes back together with repainted plastics, new carpet, new door seals, and new upholstered seats. After it was all complete, we put the aircraft on scales. The new weight and balance was 17 lbs lighter than before. We also performed the gross weight increase to increase the gross weight from 2,740 to 2,900 giving the aircraft a new useful load of 988 lbs. Mooney N205J – Ready for Takeoff! Update 6/21/2018 Since Garmin came out with the G500 TXi we updated the Mooney by removing the Garmin G500 and JPI EDM 930 and replacing it with the G500 TXi with integrated Engine Information System (EIS). Here are photos of the conversion:
  11. Hello everyone, I'm new to this forum (also knew to airplane ownership). Since I bought my 77' M20J a month ago I have been having problems with starting it. When I follow the POH, the engine doesn't start on my first attempt. After letting the starter cool, I cycle the throttle and mixture and it usually starts on the second or third attempt. Most of my flight experience has been in CG helicopters - with digital engine controls, and I've never had starting problems. My problem might just be my limited experience with GA aircraft. These are the key steps I follow in starting my Mooney. Can any of you give me advice? Am I doing something wrong? 1. Electric boost pump ON (1-2 seconds, to establish fuel pressure) 2. Mixture full forward for 3-5 seconds. (when I do this, the fuel pressure drops) then IDLE CUTOFF 3. Throttle 1/4 forward 4. Engage starter 5. Once the engine starts, Mixture slowly to full rich 6. Throttle - 1000-1200 RPM Thanks, Roger
  12. I am looking for a recommendation for an annual inspection in Bismarck, North Dakota. I have had two shops recommended but neither were from Mooney drivers. They were: Bismarck Aero Center, Inc. and Executive Air in Bismarck in North Dakota Any Bismarck / North Dakota Mooney owners have experience with either of these two? I thank you in advance!
  13. Hi, me and my Mooney are based in Germany and I‘m looking for a used / new glareshild. Could anyone give me a useful link? Thanks in advance.
  14. What are the differences between the Mooney M20F and the M20F Exec 21? Thank you in advance.
  15. 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 !
  16. Trying to do a comparison of a typical "normal" (if that even exist in our world) cost of an annual on a M20E or more recent M20. If you care to share the cost of your last couple of annuals, I have my spreadsheet running. If major work was done beyond the normal during the annual, new Garmin 430W installed, etc, it will skew the results. A good friend tells me that a Bonanza annual will run 2 to 3 times more than a Mooney. I find that hard to believe. Look forward to replies.
  17. Looking for a battery box asap if anyone has any ideas. Thanks in advance. Its for a 1978J
  18. 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
  19. Looking for a serviceable battery box for a 1978 M20J.
  20. If anyone here has, or knows of someone who has, a 1969 or newer M20F or an M20J, priced less than $75,000, they would like to sell please let me know as I am actively looking to purchase for myself.
  21. Hi all, My father’s 1983 M20J has a problem that’s been dogging the mechanics. The gear does not retract if the airspeed is above 80 KT. The pressure switch has been replaced, and the gear will swing all day long on the jacks. Any Thoughts. Jim
  22. Im looking for a spinner bulkhead Part number 680031-011. All the traditional sources have dried up. Any ideas? Thanks for your help.
  23. MOONEY 201 SPEED MACHINE 1979 $73,777 UNBEATABLE DEAL N4665H based in Fort Myers FL (KFMY) last 17 years; Complete Log Books 3537 TT, 760 SMOH, Engine and Prop Mechanical & Avionics 10; Paint 7, interior 5 due to Age. ALL AD up to Date, Next Annual 9/17; Compressions 78+/80 Upgrade – Renovation Program- Recent UpGrades :Mag Overhaul 5/17, Ignition Harness 5/17,Break Caliper 5/17,Gill Battery 4/17, ELT Battery 4/17, New RAPCO Vacume pump 2/17, New Windscreen 10/16;New Baffles 11/16, New Doughnuts 6/16, Gear repainted 6/16; Annual ATC 50 GARMIN 300XL IFR GPS, Map, Com w/ CDI King IFR KX-170B COM/NAV KT76A Encoded Transponder KN75 Glideslope KMA20 Audio Pannel KI 203/204 Glideslope Sigtronic SPA 400 4 Place Intercom Century 41 Autopilot 3 Axis w/ AK801 Flight Director Precise Flight Stand by Vacume New Kenyon Cockpit Cover 10/16 Canvas Fuel Cap Covers Full Canvass Wing Covers All specs are thought to be accurate, sunbect to verification by purchaser, CONTACT Frank (Patrick) FLYNN , OWNER 239-297-0702 4665 H Inventory 1979 Mooney 201 GARMIN 300XL IFR GPS, Map, Com w/ CDI King IFR KX-170B COM/NAV KT76A Encoded Transponder KN75 Glideslope KMA20 Audio Pannel KI 203/204 Glideslope Sigtronic SPA 400 4 Place Intercom Century 41 Autopilot 3 Axis w/ AK801 Flight Director Precise Flight Stand by Vacume New Kenyon Cockpit Cover 10/16 Canvas Fuel Cap Covers Full Canvass Wing Covers All specs are thought to be accurate, sunbect to verification by purchaser,
  24. Fellow MooneySpacers, I’ve recently completed my Commercial Pilot rating and will be flying as a corporate pilot leaving little time for my Mooney. I’m advertising N201NX for sale on Controller. Please let me know if you’re interested in procuring this fantastic airplane. Cheers, Dan Adams (585) 363-2494 Safari - Sep 30, 2017 at 16:02.pdf
  25. Hi all. New member here. I'm currently in the market for an M20J. I found a 1978 201 with around 6000 hrs on airframe and around 850 SMOH. It's had a pretty recent paint job along with interior, and is fairly close to home. The aircraft is listed at around $85,000. The airplane is currently out of annual, but is scheduled for one in the first part of Sept. The aircraft is being sold by a dealer, and annualled by a mechanic who works for the dealer. I haven't purchased an. aircraft since the 70's, so i am far from being an experienced buyer. Would it be reasonable and prudent to have a mechanic of my choice do a Prebuy inspection while the airplane is in it's annual? Can anybody recommend an experienced Mooney mechanic in or around the Sacramento area that could perform a prebuy? Thanks! Rick