John Mininger

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About John Mininger

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    Quakertown PA USA
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  1. John Mininger

    SureFly Certified

    It's a mute point for me, I have an IO-360 A3B6D. But if I had two separate Slicks, and they were coming up on a 500 hour IRAN, I wouldn't hesitate replacing one with a SureFly. Assuming the SureFly's were completely certified at the time. The only other question for me would (will) be: If (when) I have a IO-360 A3B6, will I replace the 20BTC Slicks with two separate Bendix at 25BTC? I believe for the A3B6 both the SureFly and the ElectroAir ignitions are base timed at 20BTC. So there would be no real advantage (except for starting) until the MP gets under, say, 24. Am I over thinking this?
  2. John Mininger

    STEC-30 Altitude Hold

    I had a chronic problem with my STec 55 (non X) porpoising. It went up and down about 30' from its assigned altitude. It was barely noticeable in any turbulence. But in smooth air it was monotonous. It turned out the pitch servo needed be overhauled. And my A&P did also spray Tri-Flow on the yoke shaft, which was binding a little. My avionics tech had a neat trick. He jumped the power terminals on the trim servo, and then the pitch servo with a D-cell battery. The trim servo started fine with the D-cell, the pitch servo did not. He then removed the pitch servo and connected it to a power supply on the bench. It took about 3.5 volts to start, which is out of spec. What was happening was, the baro pressure would go up or down as the plane drifted up or down from the assigned altitude. The transducer would than call for up or down pitch from the servo to hold the assigned altitude. But the servo required too much voltage to start. So, when it did start, it would go past the point, up or down where it needed to be. And the altitude would oscillate up and down by about 30’. It seemed to me a little counterintuitive at first, that the servo that has the least amount of work to do, the pitch servo, is the one that first causes problems most of the time. But it seems the lack of work for the brushes are what cause the issues. I asked Genesys if there was anything I could do preventably to extend the life of the pitch servo. The tech suggested that while on the ground, turn on the autopilot and run the vertical speed up 1500’ and then down 1500’. VS is controlled by the pitch servo and doing that would give the brushes some movement. (Obviously, be sure the autopilot is off and the airplane is trimmed up before takeoff.)
  3. John Mininger

    SureFly Certified

    I just saw SureFly received the engine certification. Anyone hear any updates on ElectroAir's dual mag project? John
  4. John Mininger

    Rudder pedal extensions revisited

    Hi Brian, I just bought the Mooney 3" extensions from Lasar and installed them on the original cast pedals.They were Mooney parts so no STC. I didn't have any other pedals to compare the hole placement to, but when I looked at the extension brackets mounted to the pedals, it looked like it brought the pedal 3" straight back towards the pilot at whatever the original angle was. All the holes were in a straight line. On a potentially related subject, I remember reading a piece by Kerry McIntyre in the second part of a pre-buy article he wrote in the January 2018 issue of MAPA Log. Here's part of it: Make sure the shock discs are not cracked and ask how the plane handles during landing. If the pilot that flew it in says it’s a little squirrely there is a good chance the nose gear rake and trail are not correct. On 1960s planes Mooney had a kit to solve this problem and often the extra collar on the nose gear shock disc shaft is missing. On later planes, Mooney drilled the attach bolt hole off‑center on this collar and it’s frequently installed upside down. All of these items can cause the plane to be squirrely at high speeds such as touch down. This may seem like a trivial issue, but when you run off the runway on landing and into the ditch that rips off the landing gear, you will realize this is an important item (especially if you do not have shoulder harness). I can tell you that my J was a bit squirrely on landing. It was like that ever since I got it, so I assumed that that's just how it was. That was an incorrect assumption. I took the plane to a MSC to have some very Mooney specific things checked out and sure enough, the collar on the top of my shock disc shaft was on upside down. When the collar was installed right side up, and the nose gear rake went from forward to rearward, my roll out became much more stable. I bring this up because if you put 3" extensions on the rudder pedals you're going change to some degree the amount of force needed to move the rudder. If your rollout is a little unstable now, and you use the same mussel memory for steering on the ground during rollout, you could get a surprise. I don't think it's dangerous as long as you're aware that it could be different from what you're used to.
  5. John Mininger

    Rudder pedal extensions revisited

    Ahh, yes, that would also be helpful.
  6. John Mininger

    Rudder pedal extensions revisited

    When I installed mine, I found it much easier to re-install the pedals with the extensions mounted on them, than to take out the pedals in the first place. That bottom Clevis pin right behind the bottom lip of the cast pedal I found very hard to get at. You will need a mirror and needle nose pliers at least.
  7. John Mininger

    Rudder pedal extensions revisited

    It looks like the hole alignment brings the pedals straight back 3", keeping the same alignment as before. That's how I installed mine. I will say though, the extensions do give you more leverage when pressing the brakes. So you might want to be careful until you get used to them. I wouldn't want to fly without them.
  8. John Mininger

    How much did Mooneys cost new by year/model?

    It still doesn't sound right when one can buy a really loaded LSA (with a parachute) for $200,000. I wonder how long it will be before OEMs start offering the Dynon HDX system.
  9. John Mininger

    How much did Mooneys cost new by year/model?

    And it's really, really labor intensive to build.
  10. John Mininger

    How much did Mooneys cost new by year/model?

    That is amazing!
  11. John Mininger

    How much did Mooneys cost new by year/model?

    I heard some interesting numbers at Oshkosh this past year. Probably some of you others heard them also. At the Mooney Owner's forum a spokesman for the Mooney factory mentioned the number of manhours needed to build an airplane by the various manufacturers. Cirrus 1200 manhours, Cessna 172 1800 manhours. Mooney Acclaim 6000 manhours. 6000! And they hoped with some experience to get that down to 3000. I believe our aircraft were designed in an era when labor was just not as high a proportion of the total cost of production as it is today. I can't imagine we're ever going to see new $250K, or even $400,000 Js. Mike Busch is fond of comparing the price through the years of a Cadillac to a Cessna 182. The inflation adjusted price of a 182 has increased far more then the Cadillac. What I find even more interesting is comparing the price of a fully loaded high end ASTM certified LSA like a Bristell or a Flight Design, to Part 23 (or CAR 3) aircraft. I could buy a fully loaded Bristell, full glass panel, deluxe auto-pilot for around $200,000. Or a fully loaded Flight Design CTLSi GT for $179,000. And they both come with modern 2000 hour, electronic fuel injected engines that according to Mike Busch and Aviation Consumer, really do make TBO.
  12. John Mininger

    406 woes

    My Artex 345 406 went off a few weeks ago. Same experience as the rest of you guys. The AF called and asked if I was in distress. I told them no, and that the airplane was in the hangar and had been for the past two weeks. I was only a couple of miles from the airport so I went over and checked. Sure enough, the ELT was going off. The AF said that they couldn't get a position, probably because the plane was in a metal hangar. But they did receive the N-number from the broadcast. I called Artex and they said that they were pretty sure the problem was in the unit itself. They said that they would send me a new unit. I'm assuming it will arrive either today or tomorrow. I'll report back if that fixes the problem.
  13. John Mininger

    XE Vision Landing Lamps Installed

    Little Dipper Who installed them? Phil and/or Joe?
  14. John Mininger

    Power flow exhaust?

    PowerFlow claims what, a 10-15% improvement? I was told one time that you won’t really “feel” anything less than a 10% difference. I could feel the difference when I put the PowerFlow system on my 201. My take-off performance was noticeably better. One piece of advice. PowerFlow says you should have the system taken apart and anti-seize applied to the joints at every annual. DO IT! Last annual one of my joints was completely seized. The IA had to use a torch to get it apart. If I would have kept flying it like that I’m sure something would have cracked somewhere.
  15. John Mininger

    Cost for a factory new IO-360 for a J

    Good question. I think it's only been 3-5 years. But I hear from a few anonymous voices at Lycoming that if they would have had DLC coated flat lifters 20 years ago, they wouldn't have bothered to develop roller lifters. I have a IO-360 A3B6D in my J, and from everything I've heard so far I wouldn't be afraid to overhaul it and use the DLC lifters. My problem is: the only cost effective way to get away from the D mag, is to trade it in on a IO-360 A3B6 factory re-man. Then you get the roller lifters which is fine, but you also get an engine with Slicks that are timed 20 degrees BTC instead of 25. I know, I know, I can change out the Slick's for individual Bendix's and get the 25 degrees. But it does all seem to get rather complicated. Does anyone know how hard it is to start if you time the Slicks to 25? Theoretically the impulse coupling is now firing at 5 degrees BTC.