Ragsf15e

Well that’s good to hear they can be repaired at multiple places!

Agree with both. A small difference in the outboard measurement is a lot of fuel though, and there’s rivets/screws sticking up from the bottom of the wing that can mess with the measurements. Luckily, I rarely have more than 65gallons onboard, but even then care is required because as you said, i notice some fuel hitting the monroy tanks anytime i fill above about ~20/side. Careful filling, measuring, etc is still required.

If i fill it completely, my reading is also a bit wonky for the first 20ish gallons. It’s decreasing but not exactly in line with the totalizer. Then magically they both line up when there’s almost no fuel in the money tank on that side. It’s a little frustrating but not terrible.

I have the same exact setup as you. I used your measurements and checked them from engine stumble to full on the left. They were close, but it’s easy to get a 1/2” variation in measurement and that might be significant fuel. As @Aerodon said, it’s not linear. I know my cies are very accurate 20 gallons and below, so i fill and set my total starting fuel based on that, but there’s always a little question about exactly how much is in the tanks? Especially since you can fill them up past what the paperwork seems to indicate…

Nose gear truss/assemblies… they need heat treatment, so not easy to repair until/unless Lasar gets its pma back. No sure i want a salvage one either.

I fly the M500 (2015 model). It’s great if it meets your mission. It is limited on range or weight or both depending on what you’re doing. Pressurization at 250kts and 25000’ is nice. It climbs initially at ~1500fpm and above 15000’ at about 1000fpm all the way up. Maintenance expenses are an order of magnitude higher than the Mooney. Maybe this is an exaggeration, but they are at least triple or more from msc maintenance on a newer mooney. Can be even more depending on what parts you need.

This question is usually once a year and it’s usually the speed brakes. Not certainly, but that’s most likely.

Its the one-off parts that aren’t easy to make that worry me. Intake ducts are a good example. Mine is for a 252 and it’s a weird shape and different material than the vintage ones which are also difficult to get. Gear motors (or gears) might be another example.

I agree. Even if we end up with “Textron pricing” like the Cessna and Beech folks, at least there’s parts available. I think this pricing is a change both at Mooney and with Lasar. I was going to pay the new price anyway since I need the part, but I told them the original price was $760 through top gun and I had ordered and paid at that price three months ago. Laser told me they would actually lose money at that price as Mooney‘s price went up as well. Maybe I should be mad that Mooney changed its price in the middle of my order? In the end, laser gave me $100 off what they quoted me, so at least that’s something.

It seems like Lasar and Mooney have agreed that my order three months ago is still with Mooneys vendor and will be delivered in September. We’ll see. However, I ordered the part through Top Gun and they charged $760. Lasar wants $1015. So you guys were clearly correct about the pricing.

One note of caution from a concerned citizen on this lovefest… yes, I’ve used jimmy several times. Yes I enjoyed our conversation. Transaction was completed smoothly. However, he sells a lot of Mooneys sight unseen. He probably looks through the logs, although I caught some things on my recent purchase that he didn’t see (and both of us missed a big one in the logs). He hasn’t actually looked at these remote sales except for pictures. I say this because he sold my airplane without seeing it and I hope I didn’t misrepresent it to him or the new owner. Not everyone is going to sell through a remote broker and be totally honest/open. Due diligence folks. Don’t count on a broker catching everything, especially on an airplane he’s not seen.

Done. We’ll see if that helps. Lasar emailed me back saying they don’t order that part (which is what they originally told me and why I used Top Gun). Lasar is confusing it with the intake ducts for vintage models. I assured them it’s a valid part and they should put my order back to mooney. We’ll see how it goes, but this doesn’t bode well…

Here’s a real world casualty because of this switch. I had a part on order through Top Gun with a six month lead time. It’s a duct for the intake on a 252. Top gun just emailed me and said the order went through Moomey three months ago and went to the vendor. It’s still on order from the vendor and its supposed to be at Mooney in three months. However, Mooney will not take orders from anyone else except for laser, so my order was canceled. I have an email in to laser see if they can get me that same part since I already ordered it but my hopes of seeing it in 3 months are much lower now…

I’m sure there are small differences, but the M500 is a rebranded Meridian. Mine is a G1000 and some Meridians are as well. I think they’re pretty similar. However, There’s a huge difference between M500 and M600 because they certified a whole new wing on the 600. It’s faster, has much higher Vne (which the M500 is very limited in) and can carry more.

It’s really hard to compare useful loads. There are Citation Jets with UL under 800lbs with full fuel. Probably under 500. Heck, my 252 has Monroy tanks and it’s FF load is only ~400lbs. Especially when looking at turbines, you have to consider your mission. The M500 holds 1140lbs and the M600 holds ~2100. I’ve only actually filled it maybe 6 times in 1000 hours. My normal mission is ~350 miles and 750lbs gives me both a one hour reserve and an ifr alternate a good distance away. With that fuel load, I now have ~950 of actual pax/baggage available. The M600 has even more capability for flexibility with load vs fuel vs range. It will never be as efficient as your mooney but fl250 at 250ktas true and pressurized is pretty darn good. Cost for the TBM… I don’t know, but ask an owner instead of the internet. The M500 has had annuals between ~17k and over $120k (FOD damage that was partially covered by P&W). Average around $30k-$40k. Most annuals were at a service center and covered all ADs, SBs etc (not inexpensive). It’s not a Mooney!

Consider an M500 or M600 as well. Lower costs than a TBM and good utility. I fly an M500 for a company as a corporate airplane. Let me know if you have questions. Pressurization is a game changer, however turbine maintenance costs should be well understood first!

I used a G5 in my F for two years. It required much more power than my cig lighter could supply, so I only ran it on battery. Eventually I bought the “double battery” which was great. I just put the G5 below my knees right in front of the seat. If you want to use a splitter for someone else, it took me two or three times to find the correct size and configuration on Amazon but it does exist. You just want short, straight cannulas, no “oxy saver” or other stuff so that it can sense your inhale.

Or, if you’re at 10.4gph, go slightly richer very slowly and watch them all rise to see how far from peak you were at 10.4 gph. Obviously don’t do this at higher power settings. Either @Pinecones way or this will ensure you see all are lop at that setting is.

Mine is only ~20 lop on the richest cylinder at that setting, so not a lot past peak (but plenty safe and cool at 65%). That’s why I’m thinking your mp is too low for all to be past peak.

I agree with @Pinecone. My 65% LOP setting is 2350/29” at 10.4gph. 26/2500 seems way too low manifold pressure at 10.4gph to be lop. Are all of them really past peak there? I just did this yesterday and it’s smooth on my engine (sb) with 2 mags, and gamis. My spread is more like 0.2 though.

Was that snow on the wing root??!

Sorry, yes, it’s a realtor sign. Ive seen them cleaning out both hangers over the last few months.

I had similar low readings over the winter, but in the summer I am seeing 180 on the same probe. Yesterday I flew with takeoff temp at 93f and isa +18 up to 10,000’ and my temp was ~180-190 all the way up. Settled around 170 in cruise. I think the oil cooler is very effective in cold temps. (same engine as you)

G&N took about 3 weeks total to gather all the parts, overhaul and send back. Almost everything internal was replaced with new, so total was $4200. Luckily most of the parts were available new with some research and digging, but one gear was advertised as 10 week lead time. They looked at it and said it was serviceable, so reused it. Obviously shaft and spring new as well as most of the other gears. Reinstalled this morning with my mechanic. Took ~3 hours (alternator, intercooler, starter, etc). About to crank it up and leak check, fingers crossed!

looks deserted.