mike_elliott

How old are your fuel lines? 10+ years is long time to trust fuel lines. Are the Mooney bladders made of material that is that much more durable than fuel lines to last indefinitely as to not pose a real risk to a potential buyer of needing replacement, or would it be fair to prorate them in a prebuy like you would wet tanks, gear donuts, engines, etc?

and also if you keep your wet wings in a hanger with fuel in them, they will last at least 10 years or more. Heat is the enemy of both. Jose, can a plane that has had bladders installed be converted back or is that "game over", do you know?

You might be on to something here. All of the O&N equipped bladder Mooney's just took a serious hit on value if the STC is not maintained, Just think of owning an L model now. If you cant get a part and need it, you would have a yard ornament instead of a nice Mooney. Perhaps you bladder owners can pool some $ and get Chris's girls to "make them an offer they cant refuse"

RIck, with the MP fluxuating form 30 to 20 or so, you are not making exhaust to run the turbo when it drops to 20. 4 reasons cause this. 1) fuel, 2) air, 3) spark 4) compression. Lack of compression would not be intermittent, so eliminate that. Since you have a set of Tempest FIne wires ready to go, why not put them in today and give it another shot. It would not necessary eliminate the spark as a cause, but from my experiences, putting in Tempest (even massives) does wonders for running a TIO540 A1FB motor leaned out. The Slick mags are junk but we are stuck with them until an electronic system is approved to replace it. Don Kaye eluded to one in the works. Unfortunately I think it is still on the same path the BK KI300 is. More worrisome would be a density controller/Fuel injection servo/pump issue

So you are saying your 83 J came and was certified with all of the same airframe and aero mods as the later ones that could pass the required FAA climb rate such as the one piece belly, etc. IF so, you have no problem, simply inform the faa of their error. If not, Get your wallet out and go get your plane certified to a higher GW.

Not true, Peter. Your logic would allow an F the same GW increase, right? How about the G? After all, it is claimed the 0360 is really as powerful as the IO360. Rocket engineering "got away" with it by throwing 100 additional HP up front to make the climb requirements. Perhaps an F could do this, perhaps your 1st gen J could also meet the FAA requirements. All it takes is a bucket of money, solid engineering data and test results to get the answer you want to hear.

Perhaps because the earlier ones did not/could not climb at the 10x gw landing stall speed over 2740#. If yours can, you might be able to get it recertified, just go do it!

One more time Peter...according to Mooney, yes. Don't believe Mooney if you don't want to, but what are you trying to prove?

My opinion (and its just that) is to save this step of wealth disposal until you are 1) Completely finished updating the avionics to all of the gizmos you would ever want in this airframe. Your avionics guy will not cuss about you to everyone he knows for the next few years. 2) Are ready to repaint the plane 3) Need a 5 AMU aviation shopping/spending fix 4) Need a new windscreen and you want to redo your glare shield 3M makes strip caulk (sold in the PMA section of NAPA aero parts stores) the works well to keep H20 out

Ironic, Yooper Rocketman. Ron Dubin, (Rocketman without the Yooper adjective) has 3 Mooneys all his own

EAR specialties group, division of 3M makes the confor foam seatfoam sells. I would forego the the firm layers personally. I didnt on my F model when they were redone, and found they really didn't add anything. There are 4 densities, just the 2 soft ones should be fine. The foam is like sitting on concrete for a few minutes when below 0 deg F, but will warm up to your bootie and shape really nicely for a comfortable seat and flight. 3M used to have the MSDS and burn cert sheets on their website. DISCLAIMER: I used to own a race team sponsored by EAR back in the day and got the foam for free. They also make the ear plugs and what launched this product (a byproduct of the foam sheets those little plugs were punched out of) back when they were a division of Cabot Corp. They have forgot more about hearing protection than Clarity, Bose etc know

Don, have your hanger elf contact me about this system!

This begs the question of which model Mooney will you be bringing to the Mooney Summit V Sept 29th 2017, George?

and don't forget the tax credit if giving to a charity like the Mooney Summit, Inc. You can deduct the fair value of the plane, which might work out to more than what you can get after you get beat down, fix all that's discovered in a PPI, advertise, spend time jacking with tire kickers, etc.

didn't yours break, Bob?

just saying....the Mooney Summit, Inc. will also accept planes for donation and the proceeds will go to help downed Mooney Pilots' and their families. If interested in making a donation like that, contact me or Zeke Durica zeke at ensignspars.com After all, it is the season to be giving Merry Christmas everyone

Have Clarence set the wastegate to be under redline at full throttle std day

The announcement of the KI300 has been the cause of many to drink the vaporware Kool aid here, and even one particular evangelist to quote the high reliability of this non existent product. Once I heard RC Allen had a "hand" in its' development and production, my hopes of it being viable were greatly diminished. see https://mooneyspace.com/search/?&q="ki 300" While in theory, the KI300 would be nice, what would be even nicer is an option for the ESI 500 to drive the antiquated analog KI autopilots. Those "fine swiss watch" KI 25X AI's are making Bob Bramble have a very nice Christmas once again, and will continue to do so (currently at about $2500/ rebuild and align every 500 or so hours). Nothing against Bob, he does a great job on filling this demand.

here we go again.... Chris, do you have the popcorn for the herd?

Max Rae probably had 10K to 12K mooney hours under his belt, and Joel Smith was reported above 15K, and a former factory "driver". That is a whole lot of Mooney time in the front 2 seats. Max loved to aggressively slip on final, perhaps one time too many. From what I hear, the plane rolled over on its back and stalled on short final. Keeping the speed up is key if your are not coordinated. Flaps on your long body disturb the airflow over the tail and can promote air separation, more so than in the mid and stubby body Mooney's. In the Bravo, you have all kinds of tools to get stabilized on approach as you know, Tony. I like to error on the safe side and would just go around if all is not "on speed, on slope" at 1 mile final. I'm too old to want to fly with my butt above my head anymore

as Mooney's test engineer for the K's and M's, Bob Kromer is THE expert. One would be well served to pay attention to what he says about how to fly a Mooney, especially about aggressive slipping a long body with full flaps at low airspeeds. The rest of us can have our opinions, he has the data. One does not need to be reminded of the tragic Max Rae/Joel Smith/ David ? fatality to know the consequences of airflow separation on the tail, and that was a J.

yes. If they were not named, the insurance company would pay the claim provided they met the open pilot warranty, but would then subrogate ALL of their losses against the pilot. Being named insured with a waiver of subrogation will mitigate this hedge.

I am surprised an insurance company would add a pilot as additional insured without a checkout by a qualified CFI. Typically, the do want make and model hours, not just make. Now if you are just concerned about your high time pilot meeting the open pilot warranty, that is a different and essentially a very exposed position for the pilot who meets the open pilot requirement If you just want to see if he can fly your Mooney, that is still different, and anyone who "volunteers" to check him out should do their do diligence on liability and insurance exposure.

If left outside in Florida, the plane will suffer from paint and interior damage. If you use a cover, the paint will be damaged as sand, grit will be ground onto the paint. You will also have the tank or bladders deteriorate much more quickly. The same is true if you leave it outside in Arizona, or San Diego. In Florida, corrosion will be more of an issue if outside. This is also true in Houston, Philly, New Orleans, and every place else on earth.