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jclemens

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Everything posted by jclemens

  1. jclemens
    You know you want it......
  2. jclemens
    No, my shop rate is $90/hr. Inspections are flat rated. I make no distinction between any model Mooney for the purpose of a flat rate inspection. While an acclaim may be a little more complicated than an C model, it is a lot newer. The old C model warrants a much closer inspection than the 50 year newer Acclaim. An aircraft is usually assigned 2 technicians and an inspector during an annual. A Mooney of any flavor takes 2-3 days from start to finish if it doesn't have any issues that need to be resolved. That's 16 man hours between the two techs working on it and probably about 4 hours from the inspector each day. Adds up to about 50 hours of labor.
  3. jclemens
    Our flat rate for a Mooney is $1850.00. That will get you 3 factory trained technicians for about three days, which equates to over 50 man hours of labor. If one guy is performing your annual in 24 hours, he's not doing it right. He may being coving the basics, but couldn't possibly be doing everything Mooney wants done.
  4. jclemens
    The operator can indeed tell the intensity of the precipitation. A skilled operator can map the boundaries of the cell including the height. The images are just like the radar images you see on TV, just instead of green/yellow/red these are monochrome, higher intensities show up as brighter shades of green.
  5. jclemens
    I respectfully will have to disagree with your high performance/complex list. A SR20 doesn't meet the criteria for either, being not over 200 HP with no retractable gear. a 182 is high performance, but not complex. Mooney's, depending on which one, are all complex, but only half are high performance. DA40's are also not high performance or complex.
  6. jclemens
    If need be we can set them side by side and correct any thing that doesn't match your current paint scheme. Or, just park it in a hangar to keep it away from prying eyes. Lot's of solutions to this conundrum...
  7. jclemens
    Last time I checked an SR20 was a training aircraft, you'll be fine.
  8. jclemens
    It's weather radar. They all tilt up and down. There are books written on the subject of radar operation, but basically you adjust the tilt to match the altitude your cruising at so you paint ground clutter about 3/4 of the way out on the range you have set on the radar screen. Then anything else is a reflection of weather in front of you. While TIS-B and XM Nexrad is a great tool for avoiding weather, nothing beats live radar for navigating through it. The newer systems make it easier to use, but this one is still a better than no radar if you intend to fly in inclimate weather.
  9. jclemens
    That is exactly what it is, and the Sperry Weather Scout Radar system was fully overhauled during this restoration. Both the receiver/transmitter unit in the wing and the indicator in the cockpit were both overhauled. The system functions as good as new. I was getting accurate returns up to about 50 miles out with it. It was determined that removing it would involve too much work to get the wing back in non-radar form, we didn't want to just pull the indicator and leave the radome. It is old, but it is still a useful piece of equipment, especially when augmented with the TIS-B weather from the GDL88. Plus it looks cool, which was the most important factor in the decision to keep it.
  10. jclemens
    The fuselage is not carbon fiber, it is just fiberglass. And the whole thing isn't, just the cabin. They basically took an acclaim and cut the metal away, replacing it with fiberglass to make it wider and incorporate two doors.
  11. jclemens
    I will be happy to install anything the next owner wants that's missing, just need a credit card.
  12. jclemens
    There is/was a "Scheme Designers" logo on the tail, so they actually paid professionals for that design. I though the paint lines made the fuselage look like an old Piper Comanche.
  13. jclemens
    I think I have one of those Blaupunkt speakers in stock. Couldn't say whether the sound quality is any different or not.
  14. jclemens
    LOL, the O3 just had a battery that was abused at S-n-F, nothing major. I would go into more details but I need to get this Ultra back in the hangar before the factory pilot's get here....;)
  15. jclemens
    They told me today it starts at **only** $650k. This ones obviously a test bed aircraft, it has a big test probe on the left wingtip you can't see in the photos I took. I am sure the fit and finish on the production models will be as expected.
  16. jclemens
    The good folks from Kerville dropped in to my shop today for a little snafu on the O3 they had at Sun-N-Fun. They brought this with them too....
  17. jclemens
    Here is a photo I took today of the plane and one of the panel lit up.
  18. jclemens
    Like many other M20K's it does have a heated prop. The intent was to climb out on top of any weather that you may encounter ice in.
  19. jclemens
    I'll attempt to take some photos as soon as I get back to the shop. Panel shots are really hard to get, all the big bright screens wash out the photos and make them look weird. Best to just come view it in person
  20. jclemens
    Well, the time has come to sell my most recent project. This 231 has everything anyone could ever desire in a 231. I run a FAA repair station and we are a Mooney service center. All work was completed by us. I will most certainly forget something but here it goes. Airframe: 3400TTSN NDH Brand new grey leather interior, all new solar grey UV glass, 2008 paint (8/10), fresh annual (all brakes, disks, shock disks, tires, tubes, gear stripped and repainted, etc.) factory O2, new masks, speed brakes, etc... Engine: TSIO-360-LB, about 25 hours TSMOH New turbo, new exhaust system, O/H'ed fuel system, new GAMI's, new Meryln waste gate, new intercooler, new mags, new harness, new baffles seals, new mounts, new hoses, sitting on a freshly powder coated mount. If it's not listed here, it's probably new.... Avionics: Aspen 1000 Pro PFD w/ EA100 autopilot adapter and APS4A altitude preselect coupled to the KFC200, driven by a Garmin GTN750 and a GTN650, remote Garmin GTX33ES transponder and remote Garmin GMA35 audio panel, both controlled on the touchscreens. Weather and traffic from the Garmin GDL88, as well as a freshly overhauled Weatherscout Radar just for kicks. Bluetooth comes from a Garmin Flightstream 210 to run all your portable devices. JPI EDM700 engine monitor with fuel flow is hooked to both GTN's giving fuel range rings. This plane flies as good as it sounds and is dripping with technology. There is a listing on TAP here with photos: http://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20K+231+MODIFIED&listing_id=2168971&s-type=aircraft Also there is a thread on here detailing some of the project as it progressed: Anyone interested can contact me directly on here, or jclemens@daytonaaircraft.com, or call 386-255-2049 M-F 9-5 and ask for Jake. You can also contact my broker listed in the TAP listing.
  21. jclemens
    He did it because you are supposed to test them at annual. If you have to bang on the wing to get them to go down, they failed the test.
  22. jclemens
    I can't troubleshoot your electrical problem online, but if you want to bring it to FL I am certain we can fix it. The electrical system in a Mooney is pretty typical to most GA aircraft. It's really not that complicated. With a multimeter and a wiring diagram it's not that hard if you have a grasp of things. I will say Mooney's idea of a wiring diagram is kind of tough on the eyes to look at.
  23. jclemens
    I piece of 5/8 plain rubber hose fits snugly over the pitot mast. Plug the other end and push the hose over the pitot mast to obtain the desired indicated airspeed. Use a little LPS or similar to make it slide smoothly.
  24. jclemens
    Dynamic prop balancing will make your plane noticably smoother in almost any case. The only time it won't is if I just balanced it and you take it somewhere else to get it rebalanced, making it worse
  25. jclemens
    Your speedbrakes and the OP's need to go back to Precise Flight for repair. They should extend and retract simultaneously at the same speed. If extended and power is removed they should both slam down. There were several different variations of components used in the speedbrakes over the years, some more reliable than others. They started out vacuum driven and cable operated, then went to self contained electric units with an asymmetric logic unit. The early electric units had gears that were prone to damage. Sending them back to the good people in Oregon will get them up to date and working properly.
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