M20G Maybe a good deal.

[wburger1]

https://www.controller.com/listings/aircraft/for-sale/23681691/1968-mooney-m20g-statesman 

New Engine and Prop.  Only 28K   But only flown 15 hours in last 4 years.  Was thinking about driving to see it tomorrow.

[Captnmack]

1 hour ago, wburger1 said:

https://www.controller.com/listings/aircraft/for-sale/23681691/1968-mooney-m20g-statesman 

New Engine and Prop.  Only 28K   But only flown 15 hours in last 4 years.  Was thinking about driving to see it tomorrow.

Could be....As you know, the slowest of the Mooney’s but still a Mooney!

45 Hours on Prop and Eng indicates that it had a Prop strike.

Rockport: Look for Coastal Corrosion, Hurricane damage, the Engine WILL have Tappet/ Cam corrosion but if Cam Guard has been used then could mitigate some...Get him to fly it up to JD at Southwest Texas Aviation in Smithville for pre-buy, then decide. 

Edited January 26, 2018 by Captnmack
Forgot

[Hank]

I agree. Go check it out. My C (same engine s the G) accumulated 9 hours in the two years before I bought it a decade ago. Ive put > 600 tach hours, and while nothing is ever trouble free over that time span, it hasnt had trouble related to the engine itself. Carb, muffler, doghouse, magneto, SOS, sure . . . .

[AlexLev]

On the flipside, my M20G sat for a year or so during previous ownership and started producing some steel in filter. Not sure what's causing it, but I'm betting it's a cam lobe. Just removed the engine for overhaul.

I put 300 hours on it since buying it, currently at 1200 SMOH. Earlier than I wanted it to since I only purchased the plane about 14 months ago. A bit painful, but hoping the overhaul will do well. I'm nervous about the plane post-overhaul and I am sure I will be for a few hundred hours until I can trust the work.

Edited January 27, 2018 by AlexLev

[MIm20c]

11 minutes ago, AlexLev said:

On the flipside, my M20G sat for a year or so during previous ownership and started producing some steel in filter. Not sure what's causing it, but I'm betting it's a cam lobe. Just removed the engine for overhaul.

I put 300 hours on it since buying it, currently at 1200 SMOH. Earlier than I wanted it to since I only purchased the plane about 14 months ago. A bit painful, but hoping the overhaul will do well. I'm nervous about the plane post-overhaul and I am sure I will be for a few hundred hours until I can trust the work.

300 hrs in 14 months, nice work!  Sorry to hear about the engine troubles, I didn’t realize it could take that long to make metal after sitting. 

[Bug Smasher]

That might be an amazing deal if it all checks out. I would never look down upon on a G model. It might be a slightly slower Mooney, but it still blows the doors off any comparable brand C or P product. Curious to hear the backstory on why it's so cheap, why it hasn't flow much and how it's been stored. Fresh prop & motor = $$$$$. Good luck, hope it works out.

[jetdriven]

The G isn’t really any faster than a Piper Arrow but has a smaller cabin and maintenance is easier on the Piper. At 135-140 KT you have a few options. I don’t see a clear advantage to a G over the Arrow. Or a Cardinal RG, for that matter. 

Edited January 27, 2018 by jetdriven

[Guest]

7 hours ago, Bug Smasher said:

That might be an amazing deal if it all checks out. I would never look down upon on a G model. It might be a slightly slower Mooney, but it still blows the doors off any comparable brand C or P product. Curious to hear the backstory on why it's so cheap, why it hasn't flow much and how it's been stored. Fresh prop & motor = $$$$$. Good luck, hope it works out.

“Blows the door off the completion” might be overstating it a bit.  A 180 HP Arrow is no lead sled, and has a lot less maintenance concerns than a Mooney.

Clarence

[Yetti]

oooh road trip.   I would fly you down there, but weather is the suck today.    I have brick to move Sunday.   Hope it goes well

[Raptor05121]

One picture, which looks like it was taken with a Polaroid circa-1989 and scanned, with the wrong aspect ratio.

No mention of the fuel tanks, hockey pucks, or SB for corrosion.

Also in the same area of Texas that was well-flooded a few months back.

Its cheap for a reason. Seller knows it. Someone is going to spend some money confirming something they already know.

Ask me how I know

Edited January 27, 2018 by Raptor05121

[MIm20c]

46 minutes ago, Raptor05121 said:

Ask me how I know

Sounds like you need another project this summer or a backup plane?

[Yetti]

I flew relief supplies into RockPort about 10 days after Harvey landfall.   The FBO was still on Generator.  

This large hangar and light pole did not make it.

 

[carusoam]

Too much missing detail for spending money on a road trip...

Too much known regarding hurricane to not be mentioned...

 a single picture stretched like a Long Body, for any reason, comes across to me as poor salesman technique.

It looks like a six cylinder G... that would be a nice feature... 

Ask for some details...  lots of pics, and logs...

Maybe he set the bar really low, leaving room for a positive surprise?

Best regards,

-a-

[DXB]

Any mooney is WAY more fun to fly than a Piper Arrow.  A well modded G can likely hang with a stock C.  The old 180 hp J bar birds have unique appeal regarding fun / operational cost ratio.  That said, this particular G is not that appealing on the surface.  It’s pretty stock and has been sitting. The 3 blade prop probably slows it a bit further.  

[mike_elliott]

On 1/26/2018 at 9:07 PM, MIm20c said:

300 hrs in 14 months, nice work!  Sorry to hear about the engine troubles, I didn’t realize it could take that long to make metal after sitting. 

the o & IO 360 Lycs can spew part numbers of camshafts into the suction screen even if flown every week. Ask CarolAnn Garratt. All roads point to lack of valve stem lubrication and less than stellar metallurgy on certain runs of cams and lifters. Corrosion has been a convenient whippin boy for a long time

Lyc offers a new lifter now that is made of a different material spec, coincidence?

[chrisk]

I think it comes down to the type of flying you are going to do.  The equipment is a bit sparse for serious IFR, and your looking at a chunk of change for the 2020 mandate (if you fly in that airspace).   The engine may be questionable based on the lack of use in the last few years. --My point being:  if you are going to spend money on avionics and possibly engine work, consider the total cost.  In the end, you will have a G.  You may be better off looking for a nicely equipped C, E, or F.  On the other hand, if you fly VFR and avoid B & C airspace, this could be a good plane for you.

A big question for me is who did the last few annuals?  Lots of great shops in Texas (Maxwell, Dougosh,  SWTA, etc)  If the last few annuals were by a local unknown, I'd probably want to run it by one of the Mooney specialists.        It's really easy to get an expensive annual when lots of things have been overlooked at previous annuals.    Likewise, I'd be interested to know who overhauled the engine.  I'm a bit curious about the sale also.  15 hours in 4 years sounds a bit like a medical issue.  If the owner can't fly the plane, it can make it really difficult to get it to an independent shop.  

If you do go visit, I'd suggest your perform a good inspection.  Take a flash light.  Pull a few inspection panels and look for corrosion.  Look in the tail cone.  Check the nose truss for dents.  Look at the landing gear pucks, and see if they are rock hard.  Look for tank leaks (blue/black stains).  Pull the cowling and look at the exhaust.  Look for anything that looks like it was unprofessionally "fixed".  Of course you should examine the logs.

Let us know your thoughts after you visit. 

 

[Hank]

5 hours ago, DXB said:

The 3 blade prop probably slows it a bit further.  

Not sure about this. I've always heard it, but my C with guppy moith closure, 201 windshield and hartzell 3-blade trues out at 148-149 knots. The Owners Manual says it's a 140 knot plane . . .

[AlexLev]

5 hours ago, mike_elliott said:

the o & IO 360 Lycs can spew part numbers of camshafts into the suction screen even if flown every week. Ask CarolAnn Garratt. All roads point to lack of valve stem lubrication and less than stellar metallurgy on certain runs of cams and lifters. Corrosion has been a convenient whippin boy for a long time

Lyc offers a new lifter now that is made of a different material spec, coincidence?

Any suggestion for someone in the midst of an overhaul to not have to go through this again? Should I have the new lifters be from Lycoming? Not really sure what the engine shop is going to do.

[jetdriven]

Talk to Ken at LyCon but they only use new DLC coated lifters from Lycoming and I have to agree. They haven’t had to replace any spalled ones either and it’s been a few years since they’ve been released 

[Socalmooneypilot]

Like everyone else is saying here, it is hard to tell what condition the airplane is in.

First off, does a G model suit your mission? I️ love my G, and it fits my desire of a low-cost 135-kt four-place bird perfectly. But the ‘C and ‘F models will do 10 knots better on the same fuel burn. It would be a bummer to get a G and then find that you outgrew it in a year.

Secondly, you are taking a risk by purchasing an airplane that has been sitting. It might turn out fine, it might not. As Alex’s story shows, it can take a few hundred hours before corroded lobes start spalling. I️ bought my G after it had been flying ~10 hr per year for the last 8 years. I️ put 450 hours on it in 2 years and it’s running like a champ. Knowing what I️ know now, I️ probably wouldn’t have taken the risk.


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