By Paul Papasavas, EAA 1285973
This piece originally ran in the December 2021 issue of EAA Sport Aviation magazine.
Right before 9/11, I decided to acquire an aircraft that was safe, fast, and affordable; the 1965 Mooney M20E seemed like a no-brainer. I got the airplane with minimal avionics, so I installed a Garmin 430, EI engine analyzer, S-TEC autopilot, EI fuel flow, and LASAR cowl closure modification. Around 2006, I refinished the interior. Over the years, I had considered an upgrade to a newer Mooney, but then realized I was better off upgrading this one instead, since I knew its history and carefully maintained it for years.
The process started a few years back with the Garmin GTX-345. I go to Canada several times a year; they require a 1090 unit (as opposed to a 978-MHz unit). In addition, in low-elevation areas, the GTX-345 with ADS-B In can receive ADS-B Out from other aircraft, even if they are not in range of a ground-based ADS-B station. The GTX-345 also provides FIS-B information, so I’m able to see weather, such as METARs, TAFs, PIREPs, lightning, winds, etc. The GTX-345 also adds an AHRS, so while connected to ForeFlight, I have a backup artificial horizon.
A few years later, I added two Garmin G5s. I got rid of the vacuum pump, the directional gyro, artificial horizon, and one of the VOR heads, and now had three separate AHRS sources in the airplane. The G5s provided an HSI, reversionary artificial horizon, their own GPS receiver and antenna, their own internal battery backup, and roll steering commands to the STEC autopilot.
Around 2015/2016, I worked with Electronics International and installed a CGR-30P. This offered me manifold pressure, rpm, EGT/CHT, fuel flow/pressure, oil pressure/temp, volts, amps, OAT, along with warnings for fuel quantity, and a carbon monoxide detector (this was a must).
Next, I decided to remove the Garmin 430 and replace it with a “slide-in” Avidyne 440, which integrated perfectly with all my existing equipment. I now was able to download data from both the Avidyne 440 and the CGR-30P to look historically at any parameter during any flight and input it into Savvy online to try to troubleshoot any issues.
Now, it was time to do some major upgrades. I was ready to repaint and wanted to do airframe modifications at the same time. I spoke to Dan at LASAR as we mapped out a strategy to get the most “bang for the buck” with speed modifications. We did the 201 windshield mod, and, while doing that, we replaced all the side windows, along with flap gap seals, aileron seals, dorsal fin, tail root horizontal fairing, and rudder/elevator hinge covers.
On the way back from Washington, D.C., in early September 2020, I stopped by Three in the Green and spoke with Bryan Fedder about taking on this project. When I dropped the airplane off on a cold day around Christmas, I left it in the hands of Bryan and Bryce, the lead mechanic; we continued to share design concepts and ideas over the coming weeks. Bryce started the task of performing an annual and then installing the LASAR modifications.
Since the Mooney factory was parts-constrained, sourcing parts became a big issue. The Facebook Mooney forum, my regular mechanics at Syrek-Mee, Three in the Green, and my own persistence together helped to locate all the parts we needed. Through the process, LASAR also provided unparalleled support for its parts and went above and beyond to help with other Mooney-related questions.
Over the years of painting, Bryan had a keen eye for what “worked” and what didn’t on the Mooney. After several weeks of sharing photos, we both agreed on a paint scheme that worked. About halfway through the process, I had stopped by to look at the progress, the bodywork, the repairs, etc. At that time, we also finalized the colors and worked out the remaining details.
During the process of having the airplane painted, I put in an order with Airtex for new leather interior, side panels, and carpeting. Kudos to Dodd Stretch, the president of Airtex, for bending over backward to get things ready before Oshkosh. Syrek-Mee Aviation in Old Bridge, New Jersey, my regular trusted mechanics, installed the side panels among other things, and put the final touches on the interior. When I finally saw the airplane in person, I didn’t even recognize it. It looked like someone else’s airplane. When it was all said and done, I picked up about 5-6 knots additional airspeed.
As an aside, there were quite a few people in the Facebook Mooney forum who helped with suggestions, part sourcing, and overall guidance in the journey. I can’t say enough about all the people involved in the process and the countless hours they spent guiding the journey. I feel like I’m stepping into a new airplane every time I go flying now; that’s a lot to say for an aircraft that was built before I was born! There is a little work left to do but, after 20 years of owning an aircraft, there is never a day I step into the Mooney and don’t feel grateful that I’m able to exercise my privileges as a pilot and share the experience with friends and family.
Attention — Aircraft Builders and Restorers
We would love to share your story with your fellow EAA members in the pages of EAA Sport Aviation magazine, even if it’s a project that’s been completed for a while. Readers consistently rate the “What Our Members are Building/Restoring” section of the magazine as one of their favorites, so don’t miss the chance to show off your handiwork and inspire your peers to start or complete projects of their own. Learn more ->
