All Activity

I bought some rear headrests once from a 1996-2002 4Runner that worked

LASAR is not a large company...they are a small company. LinkedIn shows 18 employees. When they announced they were moving to Prineville a few years ago, they told the press that they expected about 25 jobs. D&B Hoovers shows revenue to be $1.2 million. Even if these numbers are slightly off, LASAR is a tiny company in the scheme of things. No wonder they used AI to draft the letter.

BAS put an 880050-501 from an M20M on ebay this morning.

Any idea what the total staffing head count is between Mooney and Lasar? I assumed only handful of people were left. Any idea how many people are left between the two? Engineers, mechanics, and parts people—builders? The letter makes it sound substantial but perhaps that's part of the image.

I need one and Lasar is back ordered with no current manufacturing source. Anyone have a source? 914020-017 bushing-$41.40 Back order-Waiting list (still sourcing)

@Jetpilot86 Kudos for the empirical data compilation, thanks for sharing.

If the "true cost" of a part is more than the market will bear in a sustainable fashion, then you can't charge that much. I think there was just a different assessment of the business and marketplace between the two managements. I'm not sure the new path is any smarter than the old one. Maybe less so.

Sounds like those didn’t taste good going down.

My first thought as well. I don't have a problem with using AI to rewrite things like this for clarity, but at least spend some time tailoring the output.

So the suggestion is "other diseases such as colorectal cancer" would only have been detected by the AME and not regular health care? Also, it would have to be presented externally since "excluding a digital exam." My understanding is the finger wave is about prostate not colorectal cancer. Likewise for body marks, scars and tattoos. Apparently this is strictly for body identification purposes. With DNA being available seems of little value. I also doubt that for most GA accidents people don't reach out to the FAA Aeromedical for body identification information.

When I read the term "true cost" I immediately jumped to misallocation of fixed costs. Mooney surely has a lot of fixed overhead at that big facility that would be much lower per unit if they could just spread it out across some volume... and with volume decreasing now that the fleet is shrinking, there probably is some reckoning that's long overdue. I could see that hiding on a P&L for a while with a big healthy dose of "next month/quarter/year will be better, and we can spread those costs out at our current price levels". The real problem is that Mooney has a facility sized and equipped to build airplanes out of, and they're trying to support it by building parts. That has probably never been a solid long term business plan.

I think that would work perfect, but my system is a 12v. Thank you for the offer though

I finally got tired of sanding and painted my headliner. It was in 9 pieces with some major holes. The plastic was vert brittle. It had the structural integrity of a saltine cracker. I reassembled all the parts with fiberglass and epoxy on the back side. Recreated all the missing parts with fiberglass. Sanded, painted, built it up with more fiberglass until it looked good. It is very robust and about as flexible as the original plastic.

If you replace them, you will traumatize the fiberglass and paint. Chasing the threads will get it working without screwing up the appearance of the cowl.

This is what I have:

Q: "How can I fix this?" A: Install new nut plates. Not sure how that didn't answer your question? Most nut plates are squished at the end so they will retain the fastener. Tapping it out removes that, which is why it's best to replace them. Not sure if the cowl ones are like that, but replacing it would be the easiest and most professional solution.

As I read this post, two thoughts came to my mind: Why would a relative large company like Lasar use ChatGPT (or a similar LLM) to craft the post? Don't they have people that can write a genuine letter to its customers? You can tell that this was generated by AI because of the "—" or the " instead of the ”. When I had the corrosion issue on my first annual inspection, Maxwell ordered a new aft stub spar from Mooney. What Maxwell charged me for the spar was ~4.6k, and labor was ~20k. I assume that Maxwell adds a markup to the parts, so most likely Mooney price was lower. It surprised me how "cheap" the part was, even more considering that it was backorderd and Mooney had to manufacture a new one. Talking with Patty from Mooney I know that they did a batch and they had a few bad parts that they had to scrap. So I'm quite sure the spar was priced below cost.

Very true, but Mooney didn't need a middleman to raise prices 30% across the board - they could have done that themselves. "below true cost... drains our ability to keep lights on, ... That math doesn’t work for a week". Don Maxwell had previously posted on Facebook that he had seen the books and said that Mooney couldn't survive on making parts. What the heck has Mooney's so called "management" and "new owners group - US Financial, Jonny, etc" been doing all this time? Surely they knew they were selling parts below cost. And a "uniform price increase" means that they still really don't know which parts were below cost and which were appropriately priced - that is called "machete management". Most of what is in the letter - "AOG triage, quick wins out the door, weekly Kerrville+LASAR stand-ups.. Prioritizing the “grounders”: Identified the SKUs that park airplanes when they’re out of stock and locked specs, dates, and minimums.... Tightening the plumbing: Clear change control, traceable paperwork, and purchasing tied to real shop schedules." - that is just Business 101. I will ask again - What the heck has Mooney's so called "management" and "new owners group - US Financial, Jonny, etc" been doing all this time? And this "Tapping Kerrville know-how: Capturing invaluable knowledge and leveraging the know-how" - that is what all the MSC's used to do.

All the Citabrias and Decathlons I have flown have two mag switches and a push button start.

Do you happen to know which Toyota model/year headrests fit? I am only aware of certain years' Nissan Pathfinder.

When I bought mine, it had an Insight 602 on the right side of the panel and still used the OEM TIT gauge on the left/center panel. The Max it ever read was about 1560-1580 when I was manually logging. I upgraded to a G2 to get data monitoring, then switched to a G4 on the left side when I upgraded to an ESI500 as my standby AI as the OEM Airspeed was freed up. As the old engine log went with the old engine, I have no idea when the 7 ohm probe was installed. Just glad @Rick Junkin kept casting doubt on it’s accuracy so that when Kendrick also brought it up, it was fixed. I assume it was the wrong probe before the G2 was installed and perpetuated when the OEM was disconnected as the G4 installed.

This has got to be the number 1 question I have seen since BasicMed started. Perhaps says something about where our heads are at

It was a beautiful day up north yesterday. Record breaking highs today, then possible freezing temps by Sunday.

It's identical to the requirement for your old Class II medical. It's a check for the possibility of other diseases such as colorectal cancer and can be answered based on medical history alone. I knew that my PCP would question it so I brought her the discussion from the AME Guide. I tell people all the time: your PCP understand medicine; it's your job to educate them on the FAA.

I currently operate under basic med. My class II med recently expired. The form for Basic Med is essentially identical to the form for a FAA medical. In either case, what I would like to know is why on God's Earth is #9 (Anus - not including digital examination) required for a medical examination?