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About Sandman993

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  1. You gotta be s**tting me! It takes another 90 days to get the autopilot delivered after you order??
  2. After about a dozen studies and at least one set of core samples, the FAA wants get paid 1.5m for re-topping our 3400’ X50 runway. The private sector would be less than $300,000! What a racket! i shoulda gone into poly ticks...
  3. Anyone hear an update on the TT coming online for the Mooney? They mentioned it would be shipping in late 4th quarter if memory serves.
  4. I just can't let this go without adding how important it is to operate the engine frequently and properly based my previous statement on the centrilube stc. Taking for granted, operating the engine regularly as a given. Also, the notion that all cams are created equally may not be accurate. Now and then, there can will be a dink in a bunch of new ones in terms of hardness. At some point I was told that putting trust in a cam that has made it to TBO once and can be used again is a viable option over purchasing new. Just looked at some serious degradation on a couple lifters inside a big continental last week viewing through a bore scope inserted into the oil filler tube. So, while the cam placement is lower in the Conty, they aren't immune to corrosion either. There was one extended period in the mid time engine where it was dormant for an extended period. This is a long way from the intended subject of the OP...sorry for the hijack. I'll go back to sleep now.
  5. I concur... after reading myself to sleep on the subject more than once, watch those oil samples closely for corrosive contamination, water etc, run the engine in flight minimum once a week to operating oil temp 175 degrees or better for at least 15 min. Change oil and filter 25-30hrs... And pray... that should go a long way towards cam and lifter longevity in what seems to be one of the top weakest links in the chain. Certainly one of the most expensive, but preventable issues.
  6. They finally contacted me with directions to buy another sim card. Now I have to look inside to see if I have a 2g, 3g or 4g sim... actually they want me to send a picture of the circuit board so they can identify. Then it’s $25 every three months. I’m no electronics guy so all this is another language.
  7. Ok let's... In my view, the lions share of the market is certainly with the Cirrus...folks love the notion of the parachute in a single engine platform. Imagine the extra sense of well-being while traveling at night, or over crummy topography and forests. It's the next best thing to a second engine in certain conditions. Those are things that nag me while wondering where I would go if the fan motor quit. Also, the gear is down and welded on a cirrus and surely that must help with insurance cost. But, like driving a jeep is for girls ( this should piss someone off), most accomplished pilots might appreciate the retract gear, the complexity and the sporty, masculine, if not down right sexy looks of the Mooney. While the Cirrus looks ok, I'm not getting that wow when I see one. Sheeple do go where sheeple go and translates to sales momentum. I still don't have a clue how some can justify the $800,000 plus for either brand...That's getting close to turbine territory.
  8. I would also like to add, at previous engine overhaul by the former owner...NEY Nozzles were installed. For those unfamiliar, NEY nozzles are oiler nozzles aimed at the cam lobes to facilitate lubrication. Both the intake lobes had substantial wear and for those that don't already know, two intake lobes are double tapped as they carry intake valves of all four cylinders. Ney nozzles in my engine didn't do the trick. The FWF people maintained the centrilube system would afford me the luxury of never having to buy another cam for this engine. I'm hopeful.
  9. My attempt at avoiding future cam spalling was to add the centrilube stc to the new cam at overhaul. Although the old chewed up cam didn’t really become unreliable, it did send metal fragments through the prop governor (ruined that housing $) and oil pump damage $. Those are parts you guarantee at overhaul and mine wouldn’t pass standards. Rollers are probably a good way to go, but can’t weigh in on those since didn’t go that way. Wish I could’ve talked myself into doing a dual mag setup instead of keeping the Siamese twins...research at the time seems like it would be around another 9k and I was already getting my clock cleaned pretty good with the 10.1’s and the new cam stc’s. Been dialing back a bit on the manifold pressure lately as the da in this colder weather has been substantially in the minus and the placards are staring at me. It’s kinda cool to reduce mp back to 28” and it still scooby do’s. IMO, one would probably be pleased with the 390 as long as he or she can live with the cost... I suspect a lot of wholesale changes and hidden costs to make that work where a 360 is supposed to go.
  10. Am I crazy or did I read you’re not supposed to use this type of cleaning process on fine wires.
  11. Does anyone know which inspection plate the roll servo is on the century IIB? How to clean? asking for a friend...hehe
  12. I know you’re not the one in the market... just quoting your wisdom.
  13. Find an accomplished, knowledgeable Mooney guy to help you understand what to look for. Better yet, hire him to look for and with you. Be passionate about’ll be learning a thing or two on the fly, pun. There are many strengths and weaknesses to look for. Not knowing can cost a bundle... no guesses. The art is in the buy, and can be a real fun part of the journey. I see folks try to buy the best price deal possible and while that may work for some, it turns into alligator tears for others. And a huge consideration might be, buy from someone who can afford to own an airplane... stay away from those guys that buy a ship, park it outside and wear everything down to a nub. Look for the best cream puff your budget will allow. Right now you don’t know much, most here have been in your shoes... well, not your shoes, but shoes like yours, me included. Enjoy the Chinese arithmetic.