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Found 64 results

  1. I cannot find the part numbers for the oil and fuel hoses on the M2OK. Specifically looking for the part numbers of the two fuel hoses from the fuel pump to the firewall and the part numbers for the 3 Oil Hoses That are on the turbo charger
  2. My 252TSE is currently dying after start. It starts and runs fine for about 3-4 seconds then dies. If you keep feeding it fuel by using the boost pump or priming it will run fine. Also once it is warm it runs with no problems and no boost pump required. Does anyone have any ideas of the possible cause? New to mooneys. Thanks
  3. Hey folks, After a lot of thought and discussion with others, I've decided to put my 231 up for sale. Unfortunately I'm at a point in my life where I can't fly enough to justify ownership. It's been an absolute joy but I'll be glad to see it go to someone who can afford the time. The details: 1979 Mooney M20K 231 - fresh annual (April 2017), 3128 TT, two total owners (I'm the 2nd), complete logs, and hangared in Southern California for its entire life until last October (now hangared at HYI near Austin, TX) Airframe: Brand new fuel tank reseal by Houston Tank Specialists (Nov 2016), 2006 paint (factory colors), 2006 windows and windshield, wingtip and tail strobes, PreciseFlight speedbrakes Engine: 405 hrs SMOH, 405 hrs SPOH, Turboplus intercooler, PreciseFlight standby vac system, installed new in 2015: turbo, GAMI's, Merlyn wastegate Avionics: EDM830 w/fuel flow, Collins AMR 350 audio panel, TDR 950 transponder, (2) VHF 251 comms, (2) VIR 351 navs, Apollo GX55 GPS, Collins DME, Century 41 autopilot w/altitude hold, sigtronics 2pl intercom, electric trim Extras: Custom sun shades, also will consider selling Stratus 2, RAM iPad mount, and two Bose headsets with the plane The plane flies great and the engine monitor indications always read healthy. Last two annuals were performed at a Mooney service center in Southern California. I've attached pictures to this post (note: I took the pictures when I dropped the plane off for the annual, so it's a bit dirty and I am not a professional photographer by any measure!) I'm asking $85,000. If you are interested please contact All American Aircraft at (830) 261-4147. Best, -Don N231BZ-vref.pdf
  4. I would like to ask the good people of MooneySpace for suggestions on rearranging the panel in my M20K 231 in a cost conscious way, as well as help on deciding on a engine monitor. Any other hints for now and for the future are also most welcome. By "cost conscious" I don't necessarily mean "cheapest possible", rather "inexpensive but sensible". Work will likely be outsourced to a shop, a FAA A&P/IA is a rare sight at EPKP, one that would sign off my self-install even more so. I currently have standard analog / vacuum instruments as pictured below; in the avionics rack: KMA24, GNS430W, KY197, KNS80, ADF; in the right panel: a FT101 fuel totalizer, the adjustment panel for the remote compass for the HSI, a WX950 stormscope, TIT, ELT, XPDR and a void. The AP is a KFC200, which works well but is lacking, as far as I can tell, GPSS. Everything works and I see no signs of something wanting to fail. My primary goal for now is to install an engine monitor. I do want a "primary replacement" unit, since the cost difference vs the non-primary units is likely close to fixing whatever gauge breaks first, and I want the recording of as many parameters as I can get. I do not plan on removing the original gauges at this time. I also need an intercom. I don't think I can afford to replace the KMA with a modern unit, since it would probably mean major rewiring. So a Telex PC4 or similar will most likely go above the AP annunciator panel. Hooking it to the KMA should be simple enough. In the future I do want to replace things that break with modern devices, if cost is not prohibitive and compatible with whatever remains, but future-proofing is not a primary requirement at this time, so let's not get too carried away. Think more G5 (if it becomes a KI256 replacement) or Aspen, not G500. GFC500 only when the KFC200 breaks beyond economic repair (hoping never...). For the immediate task at hand - an engine monitor - I am thinking either a CGR30P/C combo (where the ADF indicator and the electric AI are) or a EDM900 (landscape across ADF and VOR, which gets moved to where the AI is). When I try hard enough, I can imagine a MVP50 or a EDM930 in the right panel, but it is more rearranging of stuff and I'm not convinced that the ergonomics will work. This is a stock M20K, with a GB1, so I expect it to need fairly continuous tweaking of the knobs. I really don't see them in the avionics rack, I want to keep the KNS80 for now, and moving it, if even possible, is likely a major PITA. I have, briefly, considered using a Dynon HDX / Garmin G3X / G500 as just engine monitors that I can expand into full glass cockpits later, but as others here proved, they won't really work in that capacity on a budget, and I am not ready to go "all in". Thank you all in advance!
  5. Anyone have a part number (or better the part) for the auxiliary power door on the tail cone access panel? Mine departed in flight (pin slipped out?). Looks like this Pic borrowed from another post)
  6. Having read all the posts of people upgrading from a J model to a K model I find myself seriously considering going the other way and trading in my 231 for a 201. I have a 1980 M20K 231 with the LB engine that has about 1400 hours on it. Good avionics including a GNS480, MX20, auto pilot and all the normal things you would assume a 231 has. Paint and interior are less than 9 years old. I have had the plane for 4 years and it is a great example of a 231. I fell in to this plane while trying to sell my M20C. It is a long story but basically I was able to work a deal where it made more sense to trade in the C for the K rather than sell the C outright. It was strange times 4 years ago as the airplane market along with the overall market were tanking, but interest rates were dropping too. After 4 years I really think this is too much plane for the type of flying I do. I have been a pilot for 16 years and I have just over 700 hours. I am flying about 50 hours a year now, most of it local hamburger runs with an occasional weekend trip over 300 miles away. One big factor is that I am not instrument rated. When I got this plane everyone told me it was the perfect platform to get rated. The problem is my professional life and personal life barely allow me enough time to fly 50 hours a year. Every time I start the instrument training it gets sidetracked. I don't see any reason this is going to change in the next 5 to 10 years. So I find myself with a 6 cylinder turbocharged Mooney that never gets above 10,000 feet. Add to that built in Oxygen that I never use and I start to question the need. Maintenance costs more then a J model and I am burning more fuel. I don't look forward to the added expense of overhauling a larger engine or a turbocharger when the time comes. Looking at the J models on the market now I can sell my 1980 K, buy a newer J with less time on the engine and I only give up 10 KTS at the altitudes I fly. I might end up spending more on the J then I get for the K but I am OK with that for a newer plane with less time on the engine and lower maintenance costs. My local shop, who are Mooney experts, and my plane broker think I am crazy. The broker has been dragging his feet getting back to me because he does not want me to sell it. Have you ever heard of a broker who doesn't want to make a commision? So, am I crazy?
  7. ...In every phase of flight it is a really great improvement in performance and in cylinder temperatures! Last Year I bought a Turbo Plus intercooler kit from Jeff Shapiro for my Mooney M20K 231. First, the delivery was very fast and second he gave me a special price for me as member of MAPA. When I unpacked the kit, I was very happy about the really great quality of all the parts. Welding, tolerances and so on. I installed the kit in two days and it was a great pleasure to do. The fiberglass work at the cowling is also very easy, but needs a little bit of trim. When I had finished all that work and the final adjustment of the TCM injection system, I went flying to see what it will improve. First was, that the intake air immediately cooled down about 30 deg. Celsius in the takeoff run. I operate my Mooney from a 750 meter asphalt strip. After takeoff, in the climb it was cooling by 45 deg. Celsius and raised to 55 deg. in higher altitudes. I think the NACA duct is at the optimum position. Much better and more efficient than by the 252 model, because it gets directly cool air from the outside and not via the cylinders inside the cowling on the right side in the engine compartment. In cruise I have now much cooler cylinder head temperatures , mostly about 320 deg. Fahrenheit with 75-85 percent of power. I was flying now for approx. 9 month with the intercooler and in every phase of flight it is a really great improvement in performance and in cylinder temperatures!! So finally I think that is one of the best mods for a 231 model. Regards, Alex Haselmann D-EMLL Mooney M20K
  8. Hey guys...getting rid of my first born. Asking $108k. Working with Controller to update to show that it's a TSIO-360LB model and also put some interior pics on there. Let me know david@liondesk.com if you're interested. It was hangared in San Diego since i bought it and just moved to South Florida 6 months ago. https://www.controller.com/listings/aircraft/for-sale/31834623/1981-mooney-m20k-231
  9. I was thinking how valuable it would be to have a Forum that would provide MooneySpace members a resource for Mooney's that are for sale and have been seen, have had a pre buy, or have personal knowledge of the airplane. Good and bad! I recently, two days ago, went to see a M20K in Delaware that is for sale. I passed on the purchase. And, in spite of having two locals, one a pilot and one a mechanic, telling me how wonderful this Mooney was ... my experience was utter disappointment and disbelief. Looking for an airplane to buy is often an expensive proposition, just like ownership. I just keep thinking to myself that if only someone on MooneySpace had seen this airplane and had posted photos or their honest assessment after seeing the airplane, I could have saved money and we could save others looking for an M20K a lot of money too. I belonged to the Grumman Gang when I owned my Grumman several years ago and we always had volunteers, fellow pilots and aviation friends who would do a "First Look" for us if they happen to be close to the airplane we were interested in. Perhaps the moderators would consider such a Forum to help all of us. With that being said if anyone is looking at N231FG in Delaware, I will be happy to discuss and share photos. I also have the Aero-Space Reports on the airplane ($95). All the best!
  10. I'd like to get a new panel installed on my M20K here in Switzerland. Right now it has two 430W's, a EDM700, GMX200, and Sandel EHSI. I'd like to install a G5, an EDM930 (instead of the 700) and a GTN750. Has anybody done this? Or has better ideas to clean up the panel? Pictures of the panel are below.
  11. Anyone have thoughts on this scenario? Gear handle up and nothing happens. Push override and nothing happens, not even the normal horn and annunciations. After about three or four minutes it retracts. Extension is always normal. ‘79 M20K
  12. 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 !
  13. 1979 Mooney 231 M20K Asking $75,900 I am selling it because I usually just fly the cub around, I bought this to go places and with work have been very unable to go anywhere. I have owned it for just over a year and put a ton of money into it; bought it out of Alabama with a Mooney center clean bill of health; needless to say our Mooney expert thought otherwise, plane is perfect now and ready to go. Any question you can call or text me at 203.903.3759. Paint is 7/10 (removed big escape sticker from cargo door and found to be the old paint under it) Small chips on wing looks great from 10 feet Interior is 3/10 (front seats are ripped, head liner needs to be replaced) Priced Accordingly estimated repair was quotes at $3800 for all new plastics and leather seats Located at KDXR ~5080 TT/ 620 SMOH / 620 SPOH (Has damage history) Annual due June 2018 IFR Due Sep 2017 (will be sold with fresh cert) Engine Compression is 72/73/72/72/72/72 Meryln Wastegate Turbo Plus Intercooler Gami’s Injectors All new fuel system ( 2017 Annual) Lines, mechanical and electric pump, fuel manifold Baffeling redone (2017 Annual) New exhaust (2017 Annual) New Starter Linkage/ Starter (2017 Annual) New Alternator (2017 Annual) Rebuilt Mags (2017 Annual) Airframe Precise Flight Speed Brakes Monroy Long Range Tanks (104 Gal) New Shock Disks (2017 Annual) New Main Gears both sides (2017 Annual) New Brake lines/ rotors/ pads (2017 Annual) New Gear Motor with throw back spring/clutch (2017 Annual) New Gear Linkage (2017 Annual) New inner gear doors and Spats (2017 Annual) M20R steering horn and front Gear *HD*(2017 Annual) Gears Rigged (2017 Annual) Whalen Strobes (std wing/ LED Tail) (2017 Annual) Oxygen Tank Hyrdo June 2016 (4 Place oxygen factory) Oxygen Tank Pressure compensator July 2016 ($8k) ¼” Glass all around New door and window seals (2017 Annual) New Gas Cap O-rings (x4) (2017 Annual) New Landing light lens (2017 Annual) Avionics Sandel SN3308 HIS Guardian Backup Vacuum Garmin 430Waas JPI JDM700( all new probes (2017 Annual)) JPI Fuel Flow Monitor KX155 with Glideslope BFG WX1000 Storm Scope KMA 24 audio Panel King KT76a transponder Century 41 Auto Pilot with Go around (requires GPSS to interface with Sandel) flight computer and attitude indicator fresh overhaul in august. Horizon Digital Tachometer (2017 Annual) Extra's Comes with Cover, Tow Bar, 2 x Oyxgen Cannulas See below link for a detailed report of the accidents and history on this aircraft Aero-space Report N231PG Accident record.pdf N231PG Avionics.pdf N231PG Airframe.pdf N231PG Engine.pdf N231PG Propeller.pdf
  14. Greetings! Can anyone explain why an 1988 M20K 252 with round window corners would have: 1. an STec 60-2 rather than a KAP 150 autopilot 2. A completely black instrument panel (the whole thing) rather than the white or cream colored IP that is so signature to same-era Mooneys? Others shopping for 252s will probably know the plane I'm talking about; it seems to be the only 252 for sale at the moment that *doesn't* feature the white panel. Thanks for any info! -Matt
  15. 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.
  16. 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 !
  17. I'm doing an avionic upgrade at my M20K presently and have all of the plastic out. I need to fix one of the rear seat armrest's. Any good advice how to tackle that? Thanks Hendrik
  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. I have my instrument cluster for sale. PN 640281-513 was removed in December 2017 in full working conditions. if you have an interest please send me a PM. Hendrik
  20. 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
  21. Hey Everyone! I just thought I'd introduce myself. Proud new owner of a '81 M20K Rocket. She's going through import right now sorting out some airworthiness issues. Will have some pictures for you guys soon. Always looking to meet new friends or some advice. Cheers, Mark
  22. Round The World Flight, Project Amelia Earhart 1937-2017, in a Mooney Airplane On an early June morning in 2017, pilot Brian Lloyd will climb high into the sky above Florida in his Mooney M20K 231 airplane named "Spirit". His objective will be to retrace an historic equatorial flight route for Project Amelia Earhart, commemorating 80 years since that famous attempt at circumnavigating the world in 1937. For Brian's solo round-the-world flight, his classic single engine aircraft has been newly refitted with a suite of modern cockpit avionics. Also, a Micom 3 HF radio and antenna system has been installed for long distance aeronautical communications, as well as the opportunity to talk with ham radio operators during certain phases of the flight. An additional fuel tank boosts the extended range for long oceanic route segments. In addition to the normal electronics gear such as VHF and GPS, the airplane equipment includes computer, satphone, ADF, DME, and Stormscope. The aircraft position will be tracked by satellite on the project's website. The flight will attempt to keep to the historic Earhart calendar schedule as closely as possible, crossing the Caribbean, South America, Mid-Atlantic, Africa, Middle-East, Southern Asia, Southeast Asia, Australia, and the South Pacific. Brian Lloyd comments, "At this point the planning shows that longest leg of the flight will be from Fiji, across Howland Island (where Amelia and Fred disappeared), and then on to Kauai, Hawaii. That leg is 2,788 nm (3,208mi or 5,163 km) long. The flight time for that leg will be about 15 hours." There are no landing facilities on Howland, so he will overfly the island, dropping two leis, one each in memory of Amelia Earhart and Fred Noonan. The commemorative flight's final destinations include a stop at Amelia Earhart Airport in Atchison, Kansas, then on to the 2017 EAA AirVenture in Oshkosh Wisconsin USA on Monday 24 July. Link: Project Amelia Earhart website Link: Project Amelia Earhart Facebook page Link: Project Amelia Earhart funding page Link: Project Amelia Earhart Youtube Video Link: HF Radio system in the Mooney
  23. Hi, I plan to replace my windscreen in my M20K. Are there any recommendations, experience what product I should prefer? The price difference between Great Lakes Aero and LP Aero Plastics is good 20%. Are there any quality differences? Are there other products that I look at? What is approximately the labor cost of replacing it and does it worth to increase the thickness from .187 in to .250 in. I got told that the sicker ones are way more difficult to build in and would increase the labor significantly. Thanks Hendrik
  24. Hi there. I'm new to the forums and pretty new to Mooneys. We bought our first plane this past April, a 1981 M20K, and have put about 25 hours on it so far. It just went down for annual in July as well as an avionics panel upgrade. After we opened it up and took off some interior siding we found that a family of mice had moved in and proceeded to eat up much of the insulation and spread their business about the steel tubing in the cage and a bit into the left wing. We figure they came up the left main gear sometime between its last annual and this one. Couldn't smell a thing!!! Corrosion is an issue and some tubes are going to need to be replaced and specialty welded back in. Insurance has been great and is going to cover repairs. The poor bird is scheduled for some NDT early next week. One of the options being presented to insurance, which to my surprise they seem to be on board with, is to have the whole "birdcage" removed after being de-skinned, repaired, sand blasted and then powder coated. Modern insulation and likely some new paint, or a betterment towards new paint, better wiring and some other addons to follow since this is all going on. I'm looking for some expertise and opinion on the powder coating idea vs the standard treatment of green. My concern is that it's a 35 year old airframe and even with a proper prep and coating that should some other crack/corrosion arise in the future it wouldn't be able to be detected anymore. I've noticed its common for engine mounts to receive this treatment these days regardless of the higher stresses they endure. I look forward to your replies.