Search the Community

Hello Friends! I have some legacy instruments, removed from an M20F (and a few from a Cherokee) DM me and we can figure how to get these devices out of my hanger and into yours I've lowered the price King KF87 ADF receiver and indicator and antenna. $750 Two Terra TXN 920 Nav-Coms , $200 each Two Terra VOR/LOC/GS indicators. $500 (model1100-01) and $400 respectively A WX-8 Stormscope $1000 Rocky Mountain Instruments encoder $150 TMA-230D Audio Panel and Marker Beacon Receiver, and a Intervox intercom $525and $110 Narco AT50 A transponder, INOP, Parts only, $25 Horizon Tachometer $125 JP instruments EGT-CHT monitor with three exhaust and three cylinder head probes $100 Shadin Fuel flow indicator and it's transducer $400 And there is an Apollo GPS $80 works fine but databases no longer updated.

For years I owned a WX-8 StormScope and got accustomed to deviating around weather by a fair margin. Why? Because as far as weather depiction goes, the WX-8 is one step up from a caveman starting a fire by rubbing two sticks together. It was fine for a "don't go there" analysis. But between radial spread and the block diagrams, it was difficult to try to figure out exactly how wide an area of convective activity existed. I just picked up my Mooney tonight and got a firsthand view of the power of today's spheric detection equipment. The unit I installed was a pre-owned WX-500 unit sold to me by AeroDon (thanks Don!). It is interfaced with both my Aspen MFD and GTN unit. All I can say is WOW! Hats off to the folks at Agape Avionics. Works as advertised and more. The storm front moving in is still a bit out, but this is the storm the WX-500 is seeing: The Aspen depicting the StormScope page full screen: The GTN showing the approaching storm: The Aspen in split screen mode showing the convective activity and the navigation page (I turned the airplane to confirm the heading mode was working): So, now for the questions! You didn't think you would get off that easy? Either that or you were expecting Marauder to show off one of his prize catches? For those of you familiar with the WX-500, Aspens and GTN; what does the XRATE on the Aspen mean? How about the "Cell" rate on the GTN? I also suspect there is some logic that applied to whether something is classified as a "strike" versus a "cell". What is the definition?

PRICED REDUCED to $77,500 • (valuation by National Aircraft Appraisers Association $85,371; Vref $109,000) 1975 Mooney M20F, SN: 221179-1305, TTAF: 4624, SMOH 25 (Poplar Grove) Prop 25: Three Blade Hartzell, 25 hours since new. GNS 430W, KY197, Garmin 340 Audio, GDL 88 ADS-B In and Out, KT76A Transponder (Mode S), Four Place Intercom, WX900 stormscope, Weather Data Link, JPI 830 Engine Monitor, STEC 50, Back Up Vacuum Pump, LED landing lights Seller willing to include a Narco NAV-121 VOR/LOC Indicator. In 2015 landing gear only partially extended; repairs, including new 3 blade prop and overhauled engine, made by authorized Mooney Service Center. Annual due Oct 2016, IFR cert due Jan 2017. Will forward logs/pictures/JPI 830 download upon request. Will also forward NAAA valuation. Purchased twin and hate seeing this plane sit in the hanger.

I’m the new owner of a 1991 Mooney M20M Bravo after a long search for a fast efficient plane. This is a great aircraft and the one that I purchased is low time with a relatively low time reman engine and prop with NDH. Two issues have shown up though since the purchase that puzzle me. The first is that the electric elevator trim switch on the yoke works well until I engage the autopilot. After the autopilot is disengaged, I have to manually trim the aircraft. I have noticed that this takes place every time I use the autopilot after the aircraft has been shut down. It seems almost like a clutch has not or will not disengage until power off. A question is “Would it be okay to pull the breaker on the autopilot (KFC150) after having been engaged and then disengaged in flight, then restoring power to the autopilot to see if the electric trim switch on the yoke begins to work again?” Second, the WX1000 stormscope worked perfectly on the first day that I flew the aircraft after signing the papers. Starting up the second day, the unit did not power up and has not since. Does anyone have any experience with the stormscope and this type of failure. Seems like a power issue but I wouldn’t know where to start. Both being avionics issues, can you recommend someone in the Alabama-Georgia area to look into these issues. They certainly don’t keep the plane grounded on a great VFR day but otherwise I’d like to solve both before having to deal with weather.

Question for any M20E owners with stormscope - where did you locate the antenna and did you have skinmapping done? I bought an old WX900 and am trying to get it installed but running into issue as there is no skinmapping device available at any avionics shop in my area. I was thinking about mounting under the tail in the current location of the strobe, and removing the strobe by replacing with aveo wingtip LED strobes (I know, that's an entirely different topic). If there is consensus on location which consistently has mapped out as a good spot, I will try it there. Thanks Joel 1964 M20E