Is 8500 Hours too much

[oracle1]

Firstly thank you all for letting me join your forum and participate. After many years of admiring Mooneys I have now decided to bite the bullet and buy one. I am an AME in Australia which is the equivalent of an A&P so labour on the plane isn't an issue but I don't want to get caught out by any unknown problems because I am not familiar with the type, that will require capital.

 

I am currently looking at a 1981 M20J with 8500 hours that has been owned by a Charter/Flying School organization that is well used but looks like it has been maintained well. I may also be able to buy its sister ship which has a completely rebuilt wing that is separated from the fuse. 

 

 

Any advice on gotcha's would be appreciated. Especially interested in opinions of the 8500 hours on the fatigue life of the aircraft,

 

 

 

 

cheers and thanks in advance

 

 

 

George

[gjkirsch]

The hours would not by themselves concern me. (think pipiline duty)  It is the school that I would be more concerned about.  Damage history and hard landings would need to be carefully evaluated.  I would get a very complete prepurchase that was actually more invasive than a typical annual.  Fuel tanks, landing gear and attachment points, donuts, engine mount, and exhaust would get extra attention.  Even though you are our version of an A&P, I would use somene that is very familiar with Mooney's.  Going down the list to other items that wear out or show damage, seat frames and seat tracks, door hinges, leaking windows that cause rust or damage avionics also come to mind.  The airframe itself does not have a life limit but all the other things you find may make that great deal a really bad deal.  

[jetdriven]

I agree, hours are simply a marketing issue and a valuation adjustments. How it is maintained is very important, as it is with all Mooneys. After they get 4-5K hours things like the cowl fiberglass and fastener holes, gear doors, screw holes, hinges, and landing gear bushings and such get worn so pay close attention to these. Openskiesflier has a J model with 10K hours and it is one of the smoothest looking and best maintained Mooneys I have ever seen. It was flown traffic watch by the same pilot for years and was taken extremely good care of.

[rbridges]

I'd also look really hard at fuel leaks and patches.  A lot of people feel that hard landings contribute to the sealant failure.  The other thing to consider is resale.  The fact that you are concerned about 8500 hrs means the next guy probably will, too.  

[benpilot]

 

I've also heard that a plane which is a "sitter" and not being flown can have issues as well since things are not being used and that can be bad as well.

[oracle1]

Thanks all for the replies, spoke to the guy who maintains it today and it has just had 20,000 spent on it and it also has another completely rebuilt wing and complete fuse with landing gear as spares. Its at the other side of Australia but I have decided to bite the bullet and go over and have a look. From all indications its  a sound aircraft If it all turns out well I will let you all know

[KSMooniac]

A 3000 hr plane can realistically be in worse shape than an 8000 hr plane... it is all about the maintenance, use and storage.  That TT wouldn't scare me at all, and any plane should get a thorough PPI from a knowledgeable mechanic or prospective owner in any case.  I wouldn't assign a lot of value to the spare fuselage and wing unless you wanted to make a complete airplane again!    The most likely things to wear out are the Heim bearings and nose gear truss bushings, so those items have value for spares assuming they're aren't worn.  Otherwise, simple to source these days new or refurbished.  

 

I think the only mechanism that can "wear out" a Mooney is corrosion that is allowed to run away, or of course major damage.  Everything else can be fixed without going crazy.

[John Pleisse]

The hours would not by themselves concern me. (think pipiline duty)  It is the school that I would be more concerned about.  Damage history and hard landings.

 

 

+1^

[marks]

In general high hours means more unattended details because by the time any plane is on the block the owner has left items undone and high time airplanes have more items on average that need attention.  So the resulting average value is going to be less.  Such items as interior appearance will show more wear, etc.  My airplane now has 7200 hrs and I paid less and will end up with less but the plane looks new and there are many like mine.  Of course the mechanical truth is the difference, but even with a new engine, interior and perfect paint job, high hours scares enough buyers to hurt sales prices.  Personally, I have always been fearful of hangar queeens and I look for high time airplanes and have done well with my three airplanes over the last 28 years.

[tomn]

I'm at 7900 or so now.  My plane is in the best shape now than it has been during the past 5-6 years.  Like others have said, its all about how its taken care of.  

 

BTW, I'm still trying to figure out Marauder's avatars...