Aerodon

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About Aerodon

  • Rank
    Lives Here

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  • Gender
    Male
  • Interests
    Looking for a 252 to replace Seneca
  • Reg #
    N4167Z
  • Model
    PA18, C172, PA34

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  1. I have one if you are still looking. Aerodon.
  2. Ed, I cut CNC panels and all the work/skill is in the CAD file. So I'd be happy to cut a panel for you on my machine, but can't share the file. Often it takes several iterations to come up with an acceptable product the first time I try with a new model, but then I can usually get it right with one draft template and then to final. C172's and M20K's - I can go straight to final on first cut. Aerodon supercub180@gmail.com
  3. Erik, I have a WX10A in working condition that I am going to remove. My plan was to cut the harness and sell the individual components to guys like Alex for plug and play repairs. However I could remove it with an intact harness if anyone is interested. I'm a fan of the WX500's, especially in a Mooney where panel space is at a premium. I am going to install a GTN750 to control the WX500 and use the second output of the WX500 to display on a SN3308. (Old technology, but still a nice way to get #2 Nav, WX, ADF, RMI all in one). I wouldn't install an older stormscope - the extra labour for installing the head in you panel will suck away any savings you might make one installing a WX500. Don
  4. I like low TT and unmolested airframes (prefer to do that myself). I would pay a premium for a low TT anyway. You are going to get hit with a bunch of deferred maintenance items, but then it settles down. The seller would like to value the plane as a mid life engine. I would argue that the engine is done, and would pay somewhere in the middle. If I could arrive at some logic for the asking price (Vref, Bluebook etc) and a slight discount for the engine then I say go for it. In 1998 I bought a C172 with 18 years and 650 tt on the airframe and the infamous H2AD engine. Lots of years just standing. The lifters were really bad at the first annual, we changed them and then looked at 1 cylinder every year. We got to 1800tt without any further lifters or cam failure on a non-T mod engine, then swapped out for a 180hp engine. The original engine would have done 2000 hours over 35 years. The low TT paid off, interior, paint, control cables etc were all still fine after 35 years. I also think you need to look at this a little differently, even if you were to pay too much for it now, you would get years of satisfaction having a nice plane to fly, and then still have a pristine M20J plane to sell with a proven engine and maintenance record, without any lingering doubts about the engine. And I think its been pointed out that only plane owners seem hell bent on maintaining value, whereas car and boat owners routinely accept a reasonable depreciation on the asset as part of the cost of having something nice to drive / sail? Don
  5. I think JPI sell 3' extensions. Or contact me at supercub180@gmail.com and I'll scratch through my box for short bits of wire that you could make one. Aerodon
  6. STD easily cured. A set of Beringers for an Archer are $6.5k including master cylinders and adaptors for the axles. Are the spindles changed for additional strength or to accommodate the brake hardware? Don
  7. Some of us are slow to figure this out, myself included. The whole product life cycle and maintenance philosophy has changed, and the best thing is to get on board by pre-thinking your maintenance strategy along with an upgrade path. My friend paid $4500 flat rate to fix a TRC899 traffic system. Then 18 months later it failed again. So rather than $5500 for another repair, he put that towards a $10k Garmin traffic system. IMO, Garmin have a more reasonable flat rate repair, warranty, and future 'plug and play' options (not always). There is quite a glut of as removed components - KCS55A compassions stems, radios, autopilot components etc. And sometimes you can get some very high serial number units, or recently overhauled units for 1/3rd of an overhaul price. Just like I keep spare tires, starters, turbo, alternator, magneto on the shelf, I now have a spare KG102A, KI525A HSI etc. A fair amount of capital tied up, but at least I have them ready to go, and don't have to worry about availability, overnight shipping etc. Not perfect, but I think it works. I don't plan on overhauling any more gyroscopic or mechanical instruments - if they fail, either find a good used one, or upgrade with new alternative products. Aerodon
  8. I'm familiar with the requirements, anyone have the actual SB or Drawings for me? 1) Engine changes (minor) 2) Control counter weights (minor - bolt on) 3) Brakes themselves, easy enough to do, but fairly expensive. Changes from 30-56D single piston to 30-65 double piston brakes like the later Mooneys. 4) Gear doors - major cost of parts and labour. So I was looking at the Beringer wheels and brakes. They are quite compact, and might fit 201's, 231's, 252's without gear door modifications and then all the newer Mooneys that come standard with double piston brakes. If they were to be STC'd, I would say there would be a number of 252 owners who would commit. I realize that there would still have to be a 'deviation' from the gross weight increase instructions, but I would imaging that someone could get it right with a 337? I've started a discussion with Beringer, volunteered my plane for testing. Anyone else interested in helping with this idea? Aerodon
  9. If there are leaks in the tubing to or from the Merlyn, it becomes more unstable than before the Merlyn was installed. Or time for an overhaul of the Merlyn? I have a spare one on the shelf if you want to minimize downtime? Aerodon
  10. Here's what Airpower show for a TSIO360SB New List Price: $101,547 You Pay: $81,547*Payment: $946/Mo.+ Add to Cart*Exchange Core Value: $19,000 Rebuilt List Price: $85,048 You Pay: $65,048*Payment: $755/Mo.+ Add to Cart*Exchange Core Value: $19,000
  11. I can help with a CNC'd panel for any Mooney. I've drawn some of them and cut a couple of M20K panels already. I don't share my drawings, there was a huge amount of trial and error getting all the instruments to fit properly etc. Send me an email with a panel picture and let's get started. I'm a big fan of the G5's - good way to clean up your panel and consolidate instruments. Aerodon supercub@gmail.com
  12. First I've heard of it, but its all about the force and area. The earlier O320H2AD engines had smaller lifters, then the T mode came along to make the lifters larger. In my experience, its more about the regular use of the engine than the T mod. Now for the O360 vs IO360 - I assume the same cam / lifter arrangement? So same bearing pressure on the face of the cam/lifter? Anything different about the valves / springs? If not, I'd put it all on the lack of use rather than the engine time. Aerodon
  13. This is a viable ADSB 'out' solution if you have a GTN. I have one, and carry a portable GDL52 between my planes for the ADSB, XM,Music 'in'. The subscriptions are the more expensive part (in the long run), so may as well be portable. Aerodon
  14. Yeah, just can't get good quality anymore. Next time get the 215 series with cooling fins and then maybe you will get a mere 3000 hours. Or add a cooling shroud and then 4000 hours? Aerodon
  15. I've flown behind TSIO360's for more than 2000 hours. Had the following failures: 1) popped a cylinder head of (cracked thread on head). Back in the days of factory overhauled chrome cylinders. Only 200 hours since overhaul, replaced under warranty. 2) seized valve leading to valve strike and cylinder replacement. Contaminated bits went upstream in the induction system and wrecked two more cylinders. Lead to you overhaul. 3) Pretty much done a top overhaul on all my engines at around 1000-1200 hours. It's definitely something that needs to be done by someone with experience. In your situation: 1) I would get someone to go speak to your previous mechanic and find out exactly what he did and when he last had his torque wrench calibrated. (the guys at Savvy?) 2) Make a decision early on if you are just going to walk away or start compiling evidence for a claim. Or report to FAA as an incident, leave them to investigate. I always try the no blame approach first - the objective to to find out what went wrong, what the status of the other cylinders etc. If he had all the proper tools, the proper specs, procedures etc. and you have confidence that he followed them then it helps. Go to the shop and ask him for some time to sit down and go through the paperwork - copy of the procedures, the actual torque wrench used, the parts list (new through bolts?) etc. I can't tell you how many times I've asked for specs and seen the mechanic squirm and ultimately unable to provide them. Thats fraud. If your guy is being non cooperative or shoving the blame back on you, I would throw him under the bus. 3) Sadly, I would have no confidence in the work done to date - now you need to find someone you will help you work through the options - I would say the minimum is redoing the top overhaul with new hardware, maximum is throwing in the towel and doing an overhaul. And I don't believe Continental will give a full core credit for a non-working engine. Find an engine guy or shop that can do an IRAN for you. 4) And then the hard part. If you repair the engine, you still have a mid life engine with a bit of negative history. So your airplane value might be average or slightly below average. If you install a Factory Reman, your plane is probably worth $20-30k more. Aerodon