n824jl Posted September 11, 2015 Report Posted September 11, 2015 205 project or part out with log books. Airframe components are disassembled on movable fixtures to allow repair and storage. Powerplant (IO-360-A3B6D) is disassembled with the crankshaft and internal metal recertified. Cylinders are first run. Interior is height adjustable front and fold down "cargo" rear. Smooth fiberglass one piece belly. Spinner and backplate NO PROPELLER. Enough new and serviceable and repairable spares to finish the project with enough left to sell (25+ years of Mooney ownership/rebuilding/collecting). I have photos of the project. The project is in Missouri and I have moved to New Orleans, making it impractical to part out Price $14,500. Jim McCall cell: 1-573-220-0182 e-mail: macn824jl@yahoo.com note: add 2 height adjustable front seats and grey leather hides to spares list 205 project list of parts.pdf Quote
Marauder Posted September 11, 2015 Report Posted September 11, 2015 Can I ask why this plane is in pieces? Sent from my iPad using Tapatalk Quote
N177MC Posted September 17, 2015 Report Posted September 17, 2015 This might explain it : NTSB Identification: MIA95LA056 On January 8, 1995, about 1653 eastern standard time, a Mooney 20J, N205MD, registered to Steven Miller, operating as a 14 CFR Part 91 personal flight, experienced a loss of oil pressure in cruise flight, and made a forced landing into Tampa Bay. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The airplane sustained substantial damage and the private pilot and two passengers reported minor injuries. The flight originated from St. Petersburg, Florida, about 4 minutes before the accident.The pilot stated he taxied the airplane to a fixed-base operator for fuel, and completed a preflight inspection of the airplane. When checking the oil, he noticed the oil cap was crossthreaded. The dip stick indicated close to 8 quarts of oil. He taxied to runway 35 and was cleared for takeoff. On climb out the control tower informed him that the airplane was trailing smoke. He informed the tower that the airplane had just had an oil change, and that it should burn off. When he leveled the airplane at 1,000 feet msl, the engine was running rough, and the oil pressure was decreasing. He informed St. Petersburg tower of the situation and informed them that he was returning to the airport. The tower asked if he required any assistance, and cleared him to land. When he reduced power, the engine began to shake violently, and a forced landing was made into Tampa Bay.Examination of the engine assembly and accessories was conducted by personnel from Textron Lycoming in the presence of the FAA. Disassembly of the engine revealed a separation of the No. 3 rod cap and rod bolts. The crankshaft rod bearing journal exhibited black discoloration and the rod bearings were extruded. The components were forwarded to the NTSB Materials Laboratory for analysis. (For additional information see, Textron Lycoming Accident Investigation Report).Examination of the No. 3 connecting rod bolts revealed they had separated in two pieces. The pieces contained bending and necking down deformation and a rough fracture surface, typical of an overstress bending separation. The crankshaft ends of the connecting rods, the connecting rod journals, and the nearby portions of the crankcheeks were darkly discolored as if severely overheated. (For additional information see, NTSB Metallurgist's Factual Report No. 95-100).The components were released to Mr. Les Waters, on May 22, 1995. Quote
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