Aerodon

I've installed JPI ammeter shunts, they call for 1A inline fuses near the shunt. If the wire were to break (on either the + or - side) downstream of the shunt, you would have a pretty good short to ground. I would say Mooney just used 1A CB's, and hopefully they are close to the shunt. Aerodon

Building and re-building are too a large extent different skills and resources. It might only need the last 25% of the production line, what are you going to do with the rest of the space? The factory has type certificates and parts manufacturing approval and ability. So there are really only two things to do: 1) manufacture and distribute parts for existing fleet - probably does not leave a large amount of space or employees, but I am sure could be profitable. 2) manufacture existing line - I don't think the M20 series could ever be competitive with the Cirrus. Is a function of the design and construction methodology. If you could get a substantial portion of the labour done in a foreign country at 1/3rd of the labour cost, then you have a viable strategy. I'm sure the short body could have been converted to diesel for way less money. Any talk of new designs is just a non starter. If I had a bunch of money to develop a new design, I don't need a legacy design or factory to hold me back. I need a strong lead designer and team that can put together a clean sheet design. It probably needs to be composite, and then probably built in Mexico or offshore (Icon, Cessna TTx etc.) . And then look how those turned out. Also, this is the wrong group to speculate. All I really care about is ongoing support for the existing fleet because i am one of them. Whether a new Mooney has a parachute, autoload, more payload, cost $600 or 800k really does not make a difference to me because I'm never going to be in that market. If I were buying a new plane, 'manufacture stability' would be vey high on that list. Without it, your resale value could be zero (Adam A700), low (Mooney), or high (Beech, Piper Cessna, Cirrus). The first time I saw a rendering of the M10 I thought it would be a failure. It does not look good, did not fit into the Mooney mantra (speed and economy), and is in a crowded market. Mooney could have probably bought something like the Symphony rights for way less. Yes the Ultra has been a nice revision. But by now users have got a hate on going for G1000's. One idea that doesn't seem to have been tried very hard is the RR300 / 500 turbine (did it ever get certified). That would be a game changer and fit into the Mooney mantra. Aerodon

Did you see the recent test flight of the DA50 retractible. Composite, diesel engine, under 10 GPH, 20,000 feet, nice big fuselage. Performance - I'd settle for a real 180 or 200kts with range and payload. Manufacturers track record. Incremental change to product line. That is how successful manufacturers go about their business. Aerodon

This is the sad part of it: "None will be producing aircraft parts, however, which is certain to concern Mooney owners". If all 290 employees laid off were making airplanes, and they made 48 a year, then that is 12,083 person-hours per plane. I think Cirrus are in the 2000 hour mark. I recall reading a long time ago that Mooney were at about 4500 hours per plane when Cirrus were at 3000 hours. I may be out with these numbers, but I think the point is valid. Aerodon

I'm naked without my 660. We have a GDL52R and 660 yolk mount hardwired into our plane, and I use it for my #1 all around data source. Including weather, music, TFR's etc. And a record of all my flights; and tracks. Up until the recent software update, its been 100% reliable. Aerodon

Just updated my 660 to V3.6, and the flight log is corrupted. Data is garbage, and selecting a flight causes the unit to crash and restart. Has happened to multiple users. Garmin is working on a solution, but is still allowing users to download and trash their flight logs. Don

I know they show it next to the Pilots left knee in a PA28, but they don't say it has to be there. A lot of PA28's had the autopilot there, and it fits well. Also Pa28's have only 8.5" of vertical stack, so it is a challenge fitting everything in. And most of the settings can be controlled on the G5, so I don't think that is a bad location. Granted, I would like the 'level blue button' to be accessible from the copilots position. Aerodon

Brad, I can tell you first hand that you will have much improved Nav performance just by using the correct splitters and combiners. Sometimes its easy - One Comant splitter can provide separate outputs for each GS and each VOR. (1 in 4 out). Typical for GNS430/530 combinations. Radios like the GNS480 and SL 30 need a combined Nav / GS signal. I use the Mini-Circuits ZFSC-2-1 to split the Nav antenna signal to nav 1 and nav 2. These have a wide frequency range necessary to split the signal for both VOR and GS frequencies. And them sometimes you have a combination of the above. You may have to split the Nav 2 signal into GS/VOR, use a Comant splitter with the exact descriptions. Don't try drive a GS receiver from a VOR 'output' from the splitter and vice versa. Don't leave any ports open, and don't use t connections as shown in you picture. You will get remarkably better performance, even with your old cables. Aerodon

Hi Xavierde I'm upgrading my 252 at present. Traded the GNS480 in for a GTN750, SL30 and KR87ADF. Everything else will be remote: transponder, remote audio, remote DME, remote stormscope. Also adding an EDM900 to get rid of the factory gauges and make space for displays. Still very much deciding on displays - 2 G5's, G600, G500Txi, G3x etc. I need to keep the KFC150 autopilot for now, it's working just fine. With some GPSS and good vertical guidance, it will be better, or am I kidding myself? Aerodon

Did you miss the Oshkosh rebate? I have a complete new kit on the shelf ready to ship at OSH pricing... Don

I'm removing a GTX345 to install a 345R to create panel space. If my GTN goes down, I'm pretty much grounded until its repaired anyway. I think a 33ES is a viable ADSB out solution for anyone who has a GTN or GNS480 to control it. Paired with a GDL52 or 52R, you get everything, including XM weather and music in. I have two extra 33ES's for $1500 each. Complete with connectors, and wiring harness if you want (extra). Don

I have one if you are still looking. Aerodon.

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

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

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

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

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

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

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

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

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

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

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

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

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