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Mooney
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Aviation
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History
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Charles McAdam purchased N1089G Mooney M20M TLS/Bravo serial number 27-0051 new in March of 1990 from the Mooney Aircraft Company. Mr. McAdam was the heir to Gannett Newspaper family business, and used the aircraft to commute between his home in Florida and his home and business in Oxford Conneticut.
From what I understand Mr. McAdam was a great pilot and in his later years (75+) he became a little less causious about pre-flighting his aircraft. He pulled 89G out of the hangar and left the tow bar hooked to the nose gear and started the engine, causing a prop strike. There was no airframe damage noted, however, due to the rule on prop strikes he had a mechanic Kyle Bork of R&R engine to remove the engine, and send it back for a Lycoming factory remanufacture and new prop.
Mr. McAdam also caused some minor damage to the left outboard wing skin while putting the aircraft in the hangar (hangar rash). The minor repairs were made by Daytona Mooney Center, which replaced the minor dented wing skin with new wing skin and rather than paint just the wing skin he had the entire aircraft stripped and repainted with a custom scheme. Mr. McAdam insisted that the repairs be made to factory specifications. Mr. McAdams sold the Aircraft to Jeffery Gross in July 2002.
Jeffery Gross purchased N1089G from Mr. Charles McAdam in July 2002. Mr. Gross owned the aircraft for two months and died of a massive heart attack. Mr. Gross installed the Garmin GNS 530 (VFR only) and had the Monroy long range tanks installed (89G was the prototype aircraft for the STC, which is in the log books), because he had planned to fly 89G to Europe.
David Burry owner / operator Supreme Offices Corporation purchased N1089G from Jeffrey Gross' Estate after his death. According to Dave it was a complicated process involving attorneys and the FAA to get the paperwork straight on the title since Mr. Gross passed away and none of his family could assist with the title transfer. Dave flew the aircraft for several years, and actually loved the aircraft. When Dave bought 89G he sent it to AirMod located in Batavia Ohio to have a custom interior installed. The interior was very expensive, and it is wonderful. Apparently the aircraft had not been flown a great deal prior to Dave buying the aircraft, so at its first annual inspection at Willmar Air Service (Mooney Service Center) they found trace metal in the oil filter. Dave had Willmar remove the engine and send it out to Western Skyways for examination. Western Skyways found the Cam Shaft had trace corrosion called Cam spawlding, and the engine was torn down, the Cam shaft was replaced, the turbo scavenger pump was replaced, all gaskets and seals, and the owner elected to have the cylinders sent to ECI for overhaul and CermiNil process, which was recommended by Mooney Service Center. The engine time was just a little over 200 TSFRM.
Dave purchased a 1998 Mooney M20M TLS/Bravo in 2005 (N5287S) which had been in an accident and was repaired. He had intended to sell 89G and keep 87S, but said that 87S wasn't as good of an aircraft as 89G, so after 12 months of owning (2) bravos, he put 87S on the market. Dave waited for 3-6 months and could not sell 87S, and ended up putting 89G on the market. Dave sold 89G to Steve Back (current owner) in March 2006.
Steve Back (Current owner/ me) purchased N1089G March 23, 2006 from David Burry of Supreme Office Corporation. When I bought the aircraft I noticed that it had some minor normal operation type paint blemishes on the wings, and the cowling. I had the cowling completely reworked, and painted, as well as all other paint nicks or minor scratches. I also planned a very complex avionics panel upgrade, which was began in January 2007, and initially completed end of March 2007 at a cost of $65,000. The package was very complex, and took months to work out all of the interconnects, and autopilot integrations. The work was completed May 2007 by Bay Avionics LTD.
In November of 2007 I had a severe icing encounter on my return from a ski trip in Jackson Hole, WY, and decided to have the FIKI TKS Installed. It was installed in April 2008 at a cost of $43,000. In June of 2008 I had took 89G to AirMods and Repair (Mooney Service Center) to have the gear rigging checked (advised by the service center every three years), and they were doing a lot of work on a few late model Bravos, and I saw that they have better brakes on them than mine did. I decided to have my brakes replaced / upgraded to the new dual caliper brakes, which requires an inner and outer gear door replacement and leg change out. They recommended to me that I should just go through the whole gear system and replace the parts with new since it would only cost another 15K, so I spent the total $33,000. They also repaired a minor fuel leak that I had in the right tank.
My Cost breakdown:
- Bought Aircraft 3/2006 - $225,000. During pre-buy / annual I paid half to keep the seller from backing out. The annual included a new turbo manifold, new turbo, new oxygen bottle, fuel tank repair, and the annual. The work was done at Wilmar Air Service (Mooney Service Center) at cost $12,000 of which I paid $6,000.
- Installed new panel 1/2007 for $65,000 and three months.
- Installed new TKS 4/2008 for $43,000 and 6 weeks.
- Installed upgraded breaks and gear system 8/2008 for $33,000 and two months.
- Total cost $372,000 and six months without the aircraft for the installs or work done.
Yes, there are newer aircraft on the market, some have decent avionics, and one or two even with FIKI TKS. Some of the aircraft are priced higher, and some lower. The fact is that there isn't another Mooney like 89G in the world, and you could buy an older one, or one of the same age vintage, but when you start calculating what it would cost to make an older one like this one, you may realize that you will spend more money than I am asking, and will go several months - six months without the aircraft. Low time airframe and engine, great paint, great interior, great equipment, and FIKI TKS. Give me a call, and we can work something out so that the aircraft gets a new home. She deserves a great home and to be flown often. I can fly her with another pilot while I am being treated, but it is going to be a year or more before I can really use her for travel, and I would rather place her, and buy another aircraft when I have my medical back.
This is my family aircraft, and my pride and joy. I have loved owning and flying this aircraft. It is fast, reliable, and extremely well cared for. Unfortunately, I recently had a medical event that is going to effect my ability to fly, so I am reluctantly selling both my beloved Mooney, and my new seaplane. I have over $350,000 invested in N1089G, and in this market, my loss is your gain.
Please give me a call at 757-604-7472.
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Images
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Specifications
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| Year |
1990 |
| Manufacturer |
Mooney |
| Model |
M20M TLS/Bravo - FOR SALE |
| Location |
Hampton Roads Executive Airport (KPVG) Chesapeake, Virginia |
| Serial Number |
27-0051 |
| Condition |
Used |
| FAA Registration |
N1089G |
| Airframe Total Time |
+/- 1697 |
| Engine Total Time |
+/- 701 SFRM |
| Prop Total Time |
+/- 701 SNEW |
| Annual Due |
7/2010 |
| IFR Due |
3/2011 |
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Avionics
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| Bendix/King |
KA-118 Dual Navigation Demodulator |
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| Bendix/King |
KFC 150 Autopilot with Altitude Hold and Altitude Pre-Select |
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| Bendix/King |
KI 525 HSI Compass System |
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| DAC International |
GDC-31 Roll Steering Converter |
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| Flight Prep |
Electronic Flight Bag (EFB) with GPS, XM Weather, Sectional Charts, WAC Charts, Low-Enroute Charts, High-Enroute (Jet charts), Approach Plates, and Airport diagrams. The computer is a Samsung Q1 Solid State Disk (SSD) with no altitude restrictions running Microsoft Windows XP Tablet Edition |
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| Garmin |
106-A CDI with Coarse Datum |
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| Garmin |
GMA 347 Audio Panel |
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| Garmin |
GNS 530W WAAS Certified GPS Moving Map with external annunciator |
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| Garmin |
GTX 330 Mode S Transponder with Traffic Information Service (TIS) |
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| Garmin AT |
GNS 480 WAAS Certified GPS Moving Map |
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| Garmin AT |
MX-20 Multi-Function Display I/O Traffic with ChartView
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| Hoskins |
F1101A Fuel Flow Indicator |
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| Insight |
TAS 1000 Air Data Computer with Windicator |
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| JP Instruments |
EDM 700 Digital Engine Monitor |
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| L3 |
Skywatch 497 Active Traffic Collision Aviondance System (TCAS) |
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| L3 |
WX-1000+ Heading Stabalized Storm Scope |
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| RC Allen |
Electric Backup Attitude Indicator |
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| Garmin |
GPS Map 496 GPS Navigator. Hard wired to power, and audio panel for XM radio, and XM Weather. Also hard wired to Samsung Q1 SSD through a DB-9 connector to a KeySpan USB to Serial Adapter. Provides GPS data to the FlightPrep Electronic Flight Bag. |
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This panel represents the finest workmanship, and the most unique setup of any Mooney in the world. It may appear at first to be over the top and complicated, but it isn't. The panel features dual IFR certified systems, that allow either NAV #1 (KING KCS55A HSI, Garmin GNS-480, Garmin MX-20) or NAV #2 (Garmin GNS-530W, Garmin G106A) to drive the autopilot in all modes VOR/ILS/GPS roll steering. The TCAS and TIS are nice for traffic, and you have weather, XM radio or external audio for those with IPODS or IPHONES. The electronic flight bag is great and augments the MX-20 ChartView with all published charts and plates.
If you really want an aircraft like this, but have some fear that the avionics would be a problem to learn or operate, have no fear. If you buy this aircraft I will spend as much time with you as you need to become a pro at using all of this gear. The EFB can be removed very easily if it is something you are not interested in. But what if I leave with the aircraft and have a question about the avionics down the road? No worries, this is my pride and joy, and I will always answer questions if you call me.
I have heard a lot of people give the Garmin GNS-480 a bad wrap, saying that it is hard to use, or that it is hard to learn, and they have never used it, but rather are just echoing what they have heard. Let me clarify this. The GNS-480 was when it was released, and is still today the best GPS/NAV/COM available on the market. For those who read the manual, or had someone give them instruction, will not fly without one. I have also heard a lot of people say that the GNS-530/430 is hard to use, but this too is due to not reading the manual, or not getting instruction. The advantages of the 480 over the 530/430 are numerous, so let's take a look. The 480 is not just a naviator, it is the only true general aviation FMS. If you are an IFR pilot, as most people who own a plane like this will be, then you know what a pain it is to input a complex flight plan on victor airways can be on the 430/530. With the 480, you put the flight plan in the way ATC gives it to you waypoint, select airway,waypoint, etc, and the same goes for entering approaches, departures, and arrivals. With the 480 you can enter custom holds, try that on your 530/430. If ATC tells you to hold south on the 150 radial of some vortac, standard turns 1 mile legs, and that hold is not part of a published approch, have fun with that on the 530/430. With the 480, you put it in like ATC gave it to you, and three button pushes later, the plane is holding hands off with roll steering. When you are on an approach, the 480 will give you the 500 feet callout for altitude, and will call your missed approach point, which means no need to guess where those points are while trying to fly the aircraft. Again, this navigator is super straight forward, and easy to learn, so don't fear the gear, I will teach you all you need to know.
At my airport they call me MR AVIONICS. I have taught people from all walks of life and age groups from the teenager to the senior to use their new gear installed at our radio shop on the field. I have taught a great number of people to use the Garmin GNS-480 and GNS-530/430 and they always call me to get a refresher each year. I do this FOR FREE, because I love aviation and want people to be safe. My life is busy with my medical problems at the moment, but I will make the time to ensure the new owner of this aircraft flies away good to go, and will be safe.
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Cabin Features
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Baggage Light This overhead light has an auto off feature to guard against inadvertent battery rundown...I've been there in other aircraft.
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Reclining Seats All four seats recline. The front seats are infinitely adjustable and the rear seats have three separate seatback angles with the last position suitable for sleeping.
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Windscreen Defroster Outlets Two temperature controlled and fan boosted outlets at the base of the windscreen assure a clear view ahead.
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Custom completely new interior installed in 2003 by top rated interior shop AirMod Inc.
Features include:
- Light Gray Wool seats with medium gray accents
- Gray vinyl trim side panels
- New aluminum side panels with recessed armrests mounted on extruded aluminum rails
- Non-hydroscopic insulation package
- Wool carpeting
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Custom new Leather wrapped yokes with Mooney embroidered logo center placards by top rated interior shop Aero Comfort in 2007. These yokes are extremely comfortable and fit your hand like a glove. Co-pilot yoke features push to talk button and map light.
Pilot Yoke Features:
- Push to talk button
- Remote transponder ident button
- Clearance playback button
- Speed brake deployment button
- Autopilot disconnect button
- Autopilot control wheel steering switch
- Electric trim switch with splitter to prevent runaway trim
- Map light
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Four custom Headset jacks installed new in 2007 by top rated avionics shop Bay Avionics.
Pilot and Copilot jacks feature:
- Standard headset and microphone jacks
- Ship Powered Bose X jacks
- Telephone interface jacks, which allows either the pilot or co-pilot to get an ATC clearance on the ground, call for weather, or simply make a call while aloft.
- External entertainment jacks, which allows either the pilot or co-pilot to plug in a DVD player, CD player, IPOD, or any other audio interfacing device. The aircraft has a switch on the panel to switch between XM Satellite radio, or the external entertainment interfaces.
Rear passenger jacks feature:
- Standard headset and microphone jacks
- Right passenger seat includes an external entertainment jack which allows either the passenger to plug in a DVD player, CD player, IPOD, or any other audio interfacing device for enjoyment by the rear passengers without affecting the pilot or co-pilot.
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Glaresheild refurbished to new standards and custom leather wrapped by top rated interior shop Aero Comfort in 2007.
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| (4) Storage Pockets One pocket each near the foot well of both pilot and co-pilot and one on the back of each front seat for easy access by passengers or front seat occupants. |
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| Assist Strap Located precisely to aid getting in and out of your Mooney. |
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| Baggage Access Door This door allows for loading from the bottom up making the baggage compartment much easier to stack baggage in. The door also has an inside emergency release handle for emergency egress. |
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| Baggage Security System Two tie down straps and hooks allow you to secure your baggage to assure its position at all times. |
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| Cabin Access Step If you look closely, the step is actually an airfoil design. This design produces as much lift as drag thus nullifying the parasitic drag of the step. |
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| Cabin Fresh Air Vents There are seven fresh air vents for maxium comfort. Four adjustable vents (one above each seat, two near the pilot and co-pilot left and right knees and one on the floor of the cabin. |
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| Cabin Heating and Ventilation Controls These two knobs control the amount of outside air and the temperature of that air as well. The heater in an Ovation is more than adequate for front and rear seats. |
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| Carpeted Side Panels Mooney uses a high quality wool carpet that has great wear and sound absorption qualities. |
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| Co-Pilot Push to Talk Switch Don't laugh, many other aircraft don't have this standard feature. |
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| Composite Interior Panels These panels are built for superior longevity, sound dampening and low heat transfer. These panels are made of sheet and honeycomb carbon graphite and covered with ultra-leather or wool making this model cozy, comfortable and built to last a long time. |
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| Four Headrests These headrests are fully adjustable and also removable. |
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| Four Overhead Lights One for each passenger, these lights swivel and have low/high settings for every need and are individually controlled at the seat. |
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| Fully Adjustable Rear Seat Belts/Shoulder Harnesses These fully adjustable harnesses come in handy for odd objects hauled in the backseats as well as passengers. |
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| Hat Shelf and Coat Hook A large hat rack (remember these aircraft are made in Texas) and a coat hook big enough to allow half a dozen hanging garments. |
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| Inertia Reel Shoulder Harness for Pilot and Co-Pilot For maximium comfort and safety, Mooney uses the inertia type shoulder/seat belts allowing you to move around in smooth air and hold you snugly in rough air. |
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| Leather Wrapped Control Yokes For maximum eye appeal and comfort, these yokes are padded and covered with the finest leather. |
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| Pilot, Co-Pilot shared Center Armrest This armrest moves from the vertical for entrance and exit of the pilot seat and horizontal for pilot/co-pilot comfort |
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| Premium Carpet, Cabin and Baggage Areas Mooney uses a high quality wool carpet that has great wear and sound absorption qualities. |
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| Removable Rear Seats The two rear seats remove individually creating a flat 6' cabin floor length from the rear bulkhead to the back of the front seatbacks for additional carrying capacity. |
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| Side Armrests, front and rear Built into the cabin interior composite panels, these armrests are comfortable and stylish. |
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| Tinted Windscreen and Side Windows The sun UV is greatly reduced with this shade of tint which also allows normal night vision. |
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| Two Chart Lights One for each pilot and Co-Pilot located under the control yokes and the intensity is infinitely adjustable. |
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| Vertically Adjusting Pilot and Co-Pilot Seats As these seats move higher, they also articulate forward for shorter legged pilots/co-pilots. |
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| Retractable cabinet storage glovebox located between the pilot and co-pilot for storage of pilot operating handbook, maps/charts, and telephone media interface cables. |
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| Rosen sun visors. |
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| Sound-Dampening super sound proofing composite interior. |
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Control Features
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| Direct Nose Wheel Steering The rudder pedals connect directly to the nose wheel via push/pull tubes allowing for positive taxing characteristics. |
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| Dual Flight Controls Pilot and Co-Pilot Yokes, Rudder Pedals and Breaks. |
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| Electric and Manual Elevator Trim The fully articulating tail moves fore and aft up to 10" at the top of the vertical stabilizer. This full trimming tail produced far less drag that trim tabs and contributes to Mooney's overall low airframe drag. There is an LED cockpit indicator for the trim setting. |
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| Electric Rudder Trim Because Mooney Ovations are comfortable cruising in the high teens, this rudder trim with LED indicator is helpful for the takeoff/climb phase of flight giving your right leg a rest. |
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| Electrically Actuated Speed Brakes Located on the wing so as to allow maimum drag at cruise/decent attitude and miimum drag at high angles of attack, these speed brakes are certified for the entire flight envelope. Speed brakes do two things; allow a decent rate of about 1,000 fpm or reduce your speed about 20 knots in 30 seconds....or some combination of both like 500 fpm decent and a speed reduction of 10 knots. All of this with no power changes therefore no shock cooling. |
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| Electrically Operated Flaps The flaps on a Mooney are full span (wing root to aileron) for more control at slow speeds and are pre-set for takeoff/approach and landing. There is an LED cockpit indicator for the flap setting. |
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| Electrically Operated Retractable Landing Gear Mooney gear is very rugged and trouble free incorporating a trailing link design and rubber pucks for dampening. This is the fastest retraction/extension fully enclosed gear in the industry taking only four seconds to cycle. The system is complete by incorporating an airspeed sensitive gear warning/bypass safety switch. |
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| Emergency Gear Extension System This is the only cable system in a Mooney. The emergency gear extension system is a electric actuator disconnect latch located between the front seats guarding a T handle ratcheting pull type (like starting a lawn mower) gear lowering device. It is fool proof and may never be used, but it is good to know it is there. |
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| Parking Break push/pull control locks the brakes for run-up, etc. |
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| Push-Pull 4130 Chrome Molly Tube Flight Control System This system allows for precise adjustments to the control surfaces and long life, consistent control inputs as opposed to the cable and pulley system used on most other piston aircraft. |
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| Push-Pull Vernier Primary Engine Controls These vernier throttle, prop and mixture controls allow fine adjustment and also make lineal changes to the power settings. |
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Electrical System
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| 14 VDC Cabin Accessory Outlet Allowing you to power your 12 volt computer, I-pod or other accessory, this standard system costs over $500 to install aftermarket. |
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| 28 Volt Electrical System A 28 volt system means less amperage for installed equipment (compared to a 12 volt system) allowing your amps to power more equipment. |
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| Auxiliary External Power Receptacle This receptacle is located on the pilot's side aft of the wing for lineman safety in case a jump is needed. The receptacle can also be used as an externial power source to power the systems and avionics without the engine running. |
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| Cabin Lighting Cabin lighting at night is via the four overhead reading lights and the baggage light. |
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| Dual 70 Amp Alternators, 28 Volts |
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| Dual Cockpit Selectable 10 Amp-Hour 24 Volt Batteries The selected battery receives the full alternator charge and the deselected battery gets a 2 amp trickle charge. An alternator failure still means about 30-40 minutes power from the dual batteries. Dual batteries also give you a "second chance" at starting your aircraft. |
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| Dual landing and Taxi Lights Bright 24 volt sealed beams times four for excellent runway/taxiway lighting at night. The lights are located mid wing on both wings. |
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| High Security Key Operated Ignition Switch Mooney uses a unique diagonal cut serialized key making the ignition lock practically pick proof and the key copy resistant. |
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| Navigation Lighting Standard red, green and white light mark each wing on this model but rather than one while light on the tail, this model has one white light on the aft wingtip of each wing for maximum identification. |
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| Protective Pop out Circuit Breakers Mooney uses the white stripped version of breaker easily seen by the pilot from his vantage point. All breakers are located together on the right side of the panel and well marked. |
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| Rotating Beacon Mounted on the belly of th3e aircraft, this flashing beacon doesn't interfere with the pilot's night vision. |
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| Systems Annunciator Panel with Master Warning Light The unique thing here is the master Warning light located directly in the Pilot's field of view....very alerting, very safe. |
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| Three Point Strobe System Modern Mooneys have the "twinkle" type strobes. These strobes flash quickly four times per strobe in sequence. These continuously flashing strobes actually draw a white line in the sky to a ground observer, again with an eye on safety. The wingtip strobes are guarded by a light fence to protect pilot and passenger vision. |
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| Voltage Regulator with High/Low Voltage Indicator This indicator is located in a cluster in indicator lights mid-panel. |
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| Wing Tip Recognition Lights These are very directional (straight ahead forward facing) halogen pencil beam lights that allow traffic to see your Mooney from 3 miles in the day to 30 miles in the night. This Mooney looks like an airliner coming in to land at night! |
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Fuel System
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| Electrically Driven Backup Pump This is your backup fuel pump if your engine driven pump were to fail and has a high (for engine operation) setting and low (aids in purging vapors during a hot start) setting. |
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| Engine Driven Fuel Pump This is the primary fueling pump for the engine. |
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| Mechanical Fuel Quantity Gauges These gauges are located on each wing visible to the pilot and used for a fool proof way of judging the quantity of fuel as well as easy partial fueling without the use of tabs or fuel quantity sticks. |
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| Monroy 120 Gallon Extended Range Fuel Tanks. The extended range fuel tanks add more than two hours of extended range to the bravo. The extended tanks add a total fuel quantity of 120 gallons of fuel or 60 gallons per side (118 gallons usable). |
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| Three Point Fuel Selector Located on the floor between pilot and co-pilot, this positive indent valve has a left tank, right tank and OFF position. |
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| Two Internal (wet wing) Fuel Tanks The source of your fuel, these tanks do not hide moisture in wrinkles or seams like bladder or aluminum fuel cells allowing any water to gravitate to the single point drain point on each wing. These tanks hold 44.5 gallons useable per wing giving this model good range. |
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| Wing Tank Gascolators and Low Point Quick Drain managing the fuel is the easy part on a Mooney. Only one point to sump on each wing and one point on the belly which can be drained from a cabin control. |
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Instruments
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Powerplant
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| Lycoming TIO-540-AF1B, 270 BHP |
| AiResearch TAO413 Turbocharger with/Density-Differential Pressure Control System (Turbo manifold and turbo replaced with new parts at the 2006 Annual) |
| Dual Magneto Ignition, Shielded Ignition Harness |
| Lightweight Electric High Speed Starter |
| Dry-type Paper Air Filter |
| Constant Speed, Three Blade Propeller |
| Fuel Injection System |
| High-Volume Dry Vacuum Pump w/regulator |
| Full-flow Oil Filter |
| Alternate Induction Air System |
| Dyna-Focal Engine Mounts |
| Oil Quick Drain |
| Air/Oil Separator |
| High Efficiency Intercooler |
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Other Features
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| Cav Aerospace |
TKS Known Ice de-icing system. The system is a weeping system used to provide both anti-ice and de-ice capabilities to general aviation aircraft. The system contains a prop slinger, a windshield spray bar, and leading edge panels for the wings, vertical and horizontal stabalizers. The system is capable of holding 6.5 gallons of glycol for a 2.5 - 3 hour endurance. The system is certified to fly into known icing conditions by the FAA. The system takes approximately 3 weeks to install at a price of $43,000. The product was installed in March 2008.
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