MikeOH

Was your fuel selector operating smoothly from left to right and SUDDENLY got stuck? Or, has it just slowly become stiffer until you can't move it? If it happened suddenly, I'd be very concerned as something, that you don't know what, has broken. You might end up with a completely blocked selector! Personally, I'd want to get that figured out before flying again. As for your speed at 9500 feet you really need to correct for density altitude to obtain TAS from IAS.

Ok, I'm confused. In another thread you asked about used covers for 'your girl.' Now, you are 'attempting to purchase an E that needs paint.' So, if you don't own an E, why do you need a cover? And, if you are going to buy an E that 'needs paint' why do you need a cover for a short outside stay; paint after that.

Your God damn right you hit a nerve. No need for your pompous put down of the America who, by your own admission, was needed for that same manufacturing you are so ready to criticize. I never mentioned a damn thing about military force. A bit sensitive, too, eh? We were discussing manufacturing techniques related to their application to aircraft manufacturing. There was ZERO need for you to interject an insult to the nation that was instrumental in keeping your country from falling to the Axis powers. Or, are you really going to claim the UK would have been just fine without US help? Really? "History doesn't lie," I've heard. I'm not looking for gratitude, but I won't tolerate America being put down without responding. Tell you what. You cease hurling completely unnecessary insults and I won't have to respond. Deal?

What are these $$ you speak of; I thought a real CB paid with just a case of beer

WOW! This thread has made me real glad I bought my plane with the equipment I needed ALREADY installed and WORKING! Yeah, it's 'old': 430W and STEC-30 with altitude hold, but I don't think there's anything the new fancy stuff would allow me to do that I can't. I wish I had advice for the OP, but I think once these shops have their hands on your plane, you are screwed. I don't think showing up with an attorney is going to do anything but make them mad. I suspect that shops with these kinds of issues are hanging on by a thread, and count on taking new deposit money to pay yesterday's bills; you then have to pay them more to actually work on YOUR plane. Only when the amount of money is high enough to put you at the front of the line, does your plane get worked on. Seems like you have to pay their 'ransom' to get your plane back and then try to sue to recover based on the original quote...which if not very clear in writing is going to be extremely difficult. And, if my suspicions are correct, there are no assets of any real value to go after even if you get a judgement! What gets me even more after reading these horror stories, is the apparently standard excuse "of when we got in there....". PUUHHLEEEASE, like an experienced shop is surprised when working on a 50 year old airplane that the install isn't the 20 hour plug and play they envisioned when they quoted you??? Come on! Oh, and the "Mooney's are hard to work on.". Well, they kinda knew that upfront me thinks! Using those excuses is pathetic. I feel for you guys with your planes hostage at an unscrupulous avionics shop. Good luck!

Think of how quickly the Brits would have won WWII if they didn't have American crap ships to contend with, huh? Should have had Lucas Electric in charge of building 'em, I guess

No idea what Mooney's fully burdened labor costs are. What I asked was, "How many manual labor HOURS are being spent with the present methods." Not sure how to make that inquiry any more clear???

Me three. After my 430W service I had to 'reset' the OBS calibration as Paul noted.

If you intend VFR only and have ForeFlight, I wouldn't even worry about updating the Garmin; especially if it's 2019.

I'm struggling with that. Why can't Joe Blow Machine Shop build to Mooney's print/requirements including traceability and heat treat coupons/data? It seems that if the FAA had to approve every last part and manufacturer (no, NOT standard parts), the manufacturer would have to build everything themselves, or be stuck with a single suppliers, any one of which could stops production until they can get the FAA to approve another supplier. Is the FAA oversight really that bad??? I thought PMA applied only to third party manufacturers that wanted to supply to the market in general; not to a direct supplier for a certified aircraft manufacturer.

Interesting. Thank you for the education. Does this apply to all parts? Say Mooney is fabricating a small flat metal part with some holes in it. Now, they decide to have an outside shop fab the part. Do they have to get the FAA to approve this, and the subcontractor?

Help me understand this. I thought as long as the finished part (wing spar, in this case) met all the original part design requirements the manufacturer with the type certificate was free to pick and choose whether to build in-house or subcontract out. IOW, I didn't think the FAA certified the production process, just the design. Looking at it another way, would Mooney have to get FAA approval if THEY bought the fancy CNC machine and started using it themselves? Are you telling me they are forced to use hand assembly, and manual Bridgeports since that's how the plane was originally built for certification?

My understanding is that the wicks only become important if you do a lot of flying in the rain, i.e. precipitation. Without the the wicks the precipitation you are flying through causes charge to build up on the airframe which then suddenly discharges and causes electrical interference to your avionics (p-static). The wicks slowly and continuously bleed off the charge preventing that. Even without the wicks, by the time you land and taxi any charge would have dissipated regardless of having wicks.

That seems like a pretty rational estimate. I wonder how many manual labor hours are being spent with the present methods...

What would they charge for set-up, jigs, programming, etc.? That is, what are the costs that would need to be amortized? Honestly, while I love all this talk of taking massive costs out of Mooney production, I'm skeptical only because I find it hard to believe that NO ONE at Mooney has EVER thought to pursue these cost reduction ideas. I just don't believe their management team is that ignorant that SGOTI can solve all their production woes.

Hmm, perhaps ownership isn't for you I'm somewhat serious with my humor. You really need to be mentally and financially prepared to spring for an engine OH at any time. Otherwise, you run the risk of your plane becoming a hangar queen or ramp rat; just look around at your local airport and you'll find many planes rotting away on the ramp. Many, I suspect, are due to owners that could afford to buy, but not properly maintain them. Before you buy anything, give yourself honest answers to these two questions: 1) Am I prepared to spend $15K to $20K year in and year out? 2) Am I willing to spend $30K to $40K at any point to OH the engine? (The above numbers are for 'vintage' Mooneys: A, B, C, D, E, F and maybe J). Can't tell you what to expect for newer models; never owned one of those!

Yes, sir! We are more than willing to tell you how to spend your money

WHOA! For a aviation part??? That has got to be a typo; I'm thinking they dropped a zero!

I carry a small pair of ViseGrips in the seat pocket for that possibility.

IF you are really planning on travel of more than an hour or two, you will really appreciate an AP. I lucked out, an AP wasn't on my list of required items, but the F I bought had an STEC-30 with altitude hold. Boy am I ever happy I have it:). It failed on me before a 4 hour trip...hand flying a total 0f 8 hours SUCKED big time. As gsxrpilot astutely points out, you want to BUY the plane with the avionics you want already installed. Buying a low cost plane and upgrading later will result in a high cost plane. Spend $15K more upfront and save >$30K. New avionics have to be the worst value ever; depreciation is 50%. Be the guy that lets somebody else cover that cost

How many hours has it flown in the past six months since you first posted? How much had it flown in the 6 moths prior to that? In the words of the sage Elmer Fudd, "Be vewy, vewy careful!"

So, criticism you agree with is welcome, but that with which you do not is deemed to be unworthy since it is clearly from those that 'simply lack credibility.' Got it

My point is: It doesn't matter what the outcome, Monday morning Ex Spurts will always be all too ready to criticize. Sad.

Yeah, I learned that there's always a few arm-chair QBs ready to criticize anyone, after the fact, for just about anything and excuse it off as "constructive learning." As far as 'knowing what to do' if the 'unfortunate event' happens to me...well, thanks to RedSkyFlyer, I'll know what to do.

Heretic warning!!! (And, I'll likely lose my CB membership over the following comment) Yeah, 185 bucks for a protected switch is WAY over the top STUPID. However, even with my limited ownership experience I long ago decided anything under an AMU is just not worth sweating over. Sure, you can buy a MIL-SPEC switch for $20 and a breaker for $35, go through the hassle and time of figuring out how to mount it, find a friendly A&P (assumes he will work for free, or add in his cost) to figure out how to make it legal, and, guess what? You saved, maybe, $125. Now, don't get me wrong, IF you enjoy stuff like this as much as flying the plane itself, then I can totally see this...you save a small amount, accomplish something you're proud of, and feel great! In my younger days, I enjoyed that kind of thing. Maybe when I retire, I'll feel that way again. Meanwhile, I'd have already ordered the $185 switch from Spruce, and installed it(yes, with proper A&P supervision).