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1985 M20K 305 Rocket Conversion (2421 TT / 348 SFRM)

Neal Schwartz

By Neal Schwartz
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Neal Schwartz Apprentice

Neal Schwartz

Posted
Posted (edited)

Latitude Aviation is proud to list N5087W, which is a 1985 M20K Rocket Conversion that is based in the Los Angeles area at Van Nuys Airport.  Below is a spec sheet and in it are links to the logbooks and comprehensive photo gallery.  Please email or call with any questions.  Thank you!

 

-Neal

 

1985 Mooney M20K 305 Rocket

N5807W

Serial # 25-0864

Price:  $99,000 USD

 

Contact:              

Neal Schwartz

Latitude Aviation LLC

914.625.5776

neal.schwartz@gmail.com

 

Airframe:              2421 SNEW    

Engine:                 348 SFRM – Continental 305hp TSIO-520-NB (installed factory reman by Continental in 10/1999)

Propeller:             348 SNEW – McCauley 3AF32C505-C (installed new in 10/1999)

 

Max Gross Takeoff Weight:           3200 pounds  

Basic Empty Weight:                        2200 pounds

Useful Load:                                        1000 pounds

Usable Fuel Capacity:                       75.6 gallons

 

General:

 

Rocket Engineering 305 Rocket Conversion (from Rocket Engineering marketing materials):

  • TSIO 520-NB turbocharged engine (305hp)
  • 3-blade McCauley propeller
  • Service ceiling – 24,000 feet
  • Max rate of climb 1550 feet/minute
  • Max level speed 240 knots
  • Max cruise speed (78% power, 33” MAP, 2400 RPM, 21.9 GPH) – 224 knots
  • Average cruise speed (76% power, 32”, 2400 RPM, 18.9 GPH) – 218 knots
  • Economy cruise speed (55% power, 26” MAP, 2200 RPM, 13.9 GPH) – 200 knots
  • Takeoff over 50’ obstacle – 1,200 feet
  • Increased gross weight to 3,200 pounds

 

Avionics:

  • King KI 256 Flight Director/Attitude Indicator
  • King KCS 55A HSI
  • King KLN 89B GPS
  • King KNS 80 #1 Nav
  • King KY 197 #1 Comm
  • King KX 165 #2 Nav/Comm
  • King KFC 150 autopilot with heading mode, altitude hold, and electric trim
  • King KT 76A transponder
  • King KR 87 ADF
  • King KMA 24 audio panel
  • Sigtronics SPA 400 4-place intercom
  • JPI EDM 700 engine analyzer
  • Hoskins FT 101 fuel flow meter and totalizer

                                   

Additional Equipment:

  • PreciseFlight speed brakes
  • Built-In oxygen system
  • Electric propeller deice
  • Auto-Valve oil quick drain system

 

Miscellaneous Maintenance:

  • 2 new Concorde RG 35AXC batteries 4/2013
  • 500 hour magneto inspection and repair as necessary 4/2011
  • New fuel boost pump 1/2007
  • Replaced alternator 10/1999
  • Replaced starter 10/1999
  • Replaced propeller governor 10/1999
  • Replaced fuel controller 10/1999
  • Replaced wastegate 10/1999
  • New intercooler 10/1999
  • New induction tubing 10/1999
  • New NACA air inlet 10/1999
  • New airbox 10/1999
  • New engine baffles 10/1999
  • New exhaust system 10/1999
  • New engine hoses 10/1999
  • New engine mounts 10/1999
  • Replace vacuum pump 5/1988
  • Replace LH lower cowl skin after of firewall 10/1986

 

Exterior:

  • Original
  • White with Light Brown and Dark Brown stripes

 

Interior:

  • Original
  • Brown fabric with Brown carpet, White sidewalls, White headliner, and Brown fabric trim

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Edited by Neal Schwartz
Neal Schwartz Apprentice

Neal Schwartz

Posted
  • Author
Posted

You may want to double check the damage history.

 

Moodychief,

 

If you are referencing the 11/5/86 landing incident that is in the FAA incident database, it is the belief of the current owner as well as the former owner (who bought the aircraft brand new from Mooney) that it is an error and that the wrong N number was used for that incident.  I agree with both owners of the aircraft as well.  Here is why we believe that incident to be for a different aircraft (and not for N5807W):

 

  1. The former owner bought the plane brand new from The Flightworks (a Mooney dealership in Van Nuys CA) on 11/19/85.
  2. The former owner told the current owner that he has no knowledge whatsoever of that incident and that there has never been an accident or incident with the plane in his period of ownership, which was from 11/19/85 through 8/12/14.
  3. There is no evidence of this incident in the logbooks or 337 records.
  4. The former owner (who lived in CA throughout his entire period of ownership with the plane) told the current owner today that he has never been to Lubbock, TX...which is the reported location of that 11/5/86 incident in the FAA database report.
  5. The incident report states that the pilot who was involved in the incident had 95 flight hours at the time of the incident.  The former owner had more than 95 hours.
  6. The incident report states that the aircraft had 39 hours total flight time at the time of the incident.  However, when you review the aircraft logbooks, it had 400 hours on 10/13/86 when it had its annual inspection for that year and 477.2 hours when it received its pitot/static and transponder certification check on 11/21/86. 
  7. The incident occured on 11/5/86 yet the aircraft had an annual in CA on 10/13/86 and then flew 77 hours and had a pitot/static check in CA on 11/21/86.  The timeline and math just doesn't add up.

I am a firm believer in representing an aircraft with all of its positives and its negatives...this includes at least 75 photos, PDF's of the logbooks and AD list, and complete disclosure of any and all damage history.  I've attached spec sheets of 2 Mooneys that I have sold recently that both had damage history and that damage history was discussed in detail in the spec sheet and ad and if I believed that this aircraft had damage history, I would have done the same here. 

 

I've attached the FAA incident database report for N5807W to this post as well as the FAA registration records corroborating the ownership history of when the original owner bought the aircraft from Mooney, etc. The aircraft logbook can be found in a link in the first post on this thread which will show the log entries for the time in question, etc.

 

That all said, we are in the process of trying to obtain the actual FAA report from that incident which would have the pilot's name, address, etc.  We are also going to get a notarized affidavit from the original owner corroborating all of the facts above.  I fully understand why some may think this plane has damage history...since the FAA database says so...but in my opinion, I believe there is an error in this instance and the incident in question belongs to a different N number. 

 

-Neal

N5807W - Accident-Incident SL-ai.pdf

N5807W FAA Registration Records.pdf

N201FX Spec Sheet.pdf

N513DR Spec Sheet.pdf

Marauder Grand Master

Marauder

Posted
Posted

My plane tail number also has an incident in DB, but it was for a piper, checking logs shows no repairs, since these are self reported mistakes seems pretty common

Sometimes the original N number was assigned to another aircraft that was deregistered for some reason. It will show history of any plane with that N number.

ArtVandelay Grand Master

ArtVandelay

Posted
Posted

Sometimes the original N number was assigned to another aircraft that was deregistered for some reason. It will show history of any plane with that N number.

That's not what happened in my case, you have to wonder if an owner self reporting isn't making the mistake to keep his plane's record clean

Or is it the A&P that submitted the report?

Neal Schwartz Apprentice

Neal Schwartz

Posted
  • Author
Posted

do you have the original propeller log books from day 1?

 

231-Flyer,

 

Thank you!  Your question prompted a lot of discussion and review with the owner this morning.  I learned that the logbooks from 1999 (when the Rocket Conversion was done) through 2007 are, in fact, photocopies and recreations from the originals as the originals were lost by a mechanic.  The logbooks through 1999 are original and of course everything after the date the logbooks were lost are original as well.  I informed the owner of the difference between original and recreations and what that could do to the value and ultimate selling price of the aircraft.  There is no question in the owner's or my mind as to what level of maintenance was conducted during those years as the logbooks have been re-created however.  

 

I sincerely regret this error on my part and should have caught it sooner.  I normally take the pictures of the logbooks myself but in this instance I didn't and that is why I didn't pick this issue up earlier.  I apologize for the original misrepresentation (and it was not intentional of course) and have corrected the Controller ad accordingly and the original ad on here as well.

 

Additionally and as a result of this new discovery, the owner has agreed to reduce the asking price to $99,000. 

 

-Neal

Seth Grand Master

Seth

Posted
Posted

99K for a Rocket?!?!

Is that the discount for no GPS, missing original logs vs recreated, and an OH at conversion? So the engine won't make it to 1700 hours - what about 1000?

Maybe the owner should put a garmin 430w in there and ask $130K

What is the next closest Rocket on the market priced at? Thr next Bravo? Acclaim?

-Seth

carusoam Grand Master

carusoam

Posted
Posted

Two thoughts, Chris...

Plan A:

The O will be for sale by owner with a completely run-out engine, way off in the future...

Plan B:

The O will be for sale by my estate with a fully oxidized cam replete with dysfunctional analog instruments, way off in the future...

Got a good jog in over the weekend...7 mi in less than 70 minutes. I've been working on it.

Plan A is looking better and better...

Hmmmm...Acclaim...

Seth, want a good O....?

Best regards,

-a-

  • Like 4
Bravoman Mentor

Bravoman

Posted
Posted

Two thoughts, Chris...

Plan A:

The O will be for sale by owner with a completely run-out engine, way off in the future...

Plan B:

The O will be for sale by my estate with a fully oxidized cam replete with dysfunctional analog instruments, way off in the future...

Got a good jog in over the weekend...7 mi in less than 70 minutes. I've been working on it.

Plan A is looking better and better...

Hmmmm...Acclaim...

Seth, want a good O....?

Best regards,

-a-

Anthony, that's about my time for a 7 mile run too. I don't think thats too bad for being 53 but I have to work harder and harder at it...

Regards, Frank

Hank Grand Master

Hank

Posted
Posted

I've flown 4nm (across the Ohio River, KHTW--> KHTS) to save driving 25 minutes each way. Worked well!

Good luck with the sale. It's just not in my current budget.

  • 2 weeks later...
Neal Schwartz Apprentice

Neal Schwartz

Posted
  • Author
Posted

Neal, you are the guy I will call if I decide to sell my plane!

 

Thank you RBridges!  I appreciate the kind and generous comment.  One of my clients has a stunning Twin Bonanza at Perry.  Initials are JP.  You need to see his plane...it is incredible.  And he is an outstanding guy. 

 

-Neal

Neal Schwartz Apprentice

Neal Schwartz

Posted
  • Author
Posted

Good to see you in the Mooney business, Neal. I hope things are going well for you.

 

Thanks Tim!  All is good here...hope all is well with you and your new plane!  I actually have sold 3 Mooneys in the past year or so but this is the first time I've listed one on MooneySpace. 

 

-Neal

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