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Schllc

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Schllc last won the day on January 16

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    M20TN 601P

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  1. Wow, this looks like an incredible deal. Good luck! It should go quickly.
  2. I thought those new style caps were placarded for 100 gallons? That is what my acclaim with the new caps is in the poh and placards. The old style caps on my 2007 had a different filler neck, and the placard was for 102 gal. They didn’t have those caps until 2008, I don’t believe the tanks changed so the filler caps must be the reason for the lower capacity.
  3. All GA planes that have ceased production will suffer the same fate as commander, and Mooney. Even those still building will have issues with older models simply because of the low volume. In the grand scheme of aviation all of our planes are incredibly rare, and while scarcity and shortages are not pleasant, they are just part of owning an aircraft. If that wasn’t difficult enough the FAA is an anachronism, and stifles most innovation and production. For one who expects parts availability for any reason in any model to be simple is just wishful thinking.
  4. I’d look at scheme designers. If nothing else it would be a specific document for expectations by owner and paint shop.
  5. I don’t know an owner of any aircraft that isn’t struggling with some parts issues, required and discretionary. Owning an aircraft of any make or model is a labor of love these days. if you want to separate the wheat from the chaff about any plane, all you have to do is to talk to actual owners. Everything is a trade off…
  6. I bought an Ovation 3 to finish my ppl and get my instrument rating, I had about 10 or so hours when I purchased. It is not the most common path but it’s absolutely possible and I do not regret the decision. Year one insurance was about 40% more than I pay now, but not as much as renting a plane, and my reasoning was that I would be establishing habits and routines in the plane I planned to fly. It definitely took a lot more time with an instructor than a Cessna would take to be comfortable flying alone, but being that my plan was to go directly into instrument training, I was going to be spending time with an instructor anyway. I ended up flying with one for close to 100 hours as I was also transitioning to the Mooney. My instructor had no Mooney experience prior to me. In retrospect, I would find a mooney specific instructor if I had to do it again. (I was not aware of Mooney space yet) As long as you are committed to flying frequently , and understand that an advanced airplane as a trainer will take more time, go for it. I’m not the only one here that did it this way, and the others who have opined, are pleased with their decision as well. Also, contrary to a lot of opinions of those who did it the traditional method, I didn’t bend or break anything on my plane during training. Go Mooney!!
  7. At 30 years do you do the windows and windshield too, or the fuel tanks? I’ve always thought the fuel tanks are a must before new paint….
  8. Great excuse to go get another rating! Taildragger, seaplane, glider etc…
  9. I completely agree with the architect, at those power settings there isn’t a danger zone, and I am skeptical of mechanics diagnosis of these things. I have seen many cylinders changed that didn’t need to be. If you are down around 20-30psi maybe it’s an issue but if it’s 50’s and making full power, I would wait and see before I grounded my plane im not familiar with that engine monitor, but how far back can you really go with the data? What are they considering low compression? Is the engine still making full power?
  10. I’m pretty sure the only wiring would be the annunciator panel, assuming that’s an easier route to the upgrade. the ultras do not have the annunciator panel, it is integrated into CAS messages on the g1000nxi. one would think software is easier to modify, but I don’t know what hoops the FAA makes them jump through for certification.
  11. I don’t claim to know Jonny personally, but I knew he was commuting from New York in the plane to Kerville. If I had to fly that route once a week or more frequently I wouldn’t use the Mooney very often. That’s a long haul, and a lot of potential for icing in between. Even with fiki, doing that regularly would be stressful, at least for me. I’m not saying I couldn’t do it, just not sure I would want to. That may take the fun out of flying my plane. I didn’t know about a group of people making an offer for the conversion but pretty sure we would have heard about it here if that happened. If not I would think they would need 25 people willing to pay 50k +(that’s a wag btw) my buddies tbm was only 75k and that was three screens in a turbine The avionics change would literally be plug and play with regard to labor. The only big challenges would be the panel, the NXI doesn’t have the annunciator panel, it’s integrated and you would probably put the mid continent backup in between screens. all of the lru’s can stay and the screens use the same harness and mounts I have no idea what it would cost Mooney, or if there are prior obligations to Garmin that are an additional complication, or any vendor for that matter… It’s baffling that there is a an easy, viable option to generate real cash flow immediately, and there isn’t even an acknowledgment. Is it regulatory, financial, mismanagement, apathy, destitution? where is @A64Pilot? He knows the airplane manufacturer angle mooney has to have copious amounts of data from the g1000 over the years with upgrades and software etc. how many hours of testing is really required?
  12. Yes, I know mooney holds the cards to this upgrade at the moment, and I really don't understand why they wouldn't at least try to crowd fund it with owners willing to bite the bullet, but there is much I don't know about the inner workings of a struggling company. Garmin did say that if they forfeit the TC they can do the work, which is really a double edge sword. None of us want to see them go out of business. All that being said, I am of the belief that it will happen sooner than later, simply because there is money to be made. Who knows.....
  13. I agree with most of what @EricJ to a point, and that is the interpretation of the regulations. I do not have experience with the FAA, but I have encountered bureaucracy and government employees in many venues. And one of the interesting parts of the rule books is that they are largely written by people with myopic goals, and this inevitably causes conflicts in their own rules. specifically, a bureaucrat will find an excerpt from a rule which appears to prohibit your request, meanwhile you profer an alternate interpretation, or a different section of the code, that actually permits you request. At this point the bureaucrat digs in his heels, and it becomes a war of attrition by someone with unlimited time and money to argue. It’s at this point the system breaks and they all rally around the restrictive interpretation and make it an ego thing, completely forgetting the entire reason they are there is to service the customer. They have no competition, therefore no real inherent incentive to be cooperative, so they stamp your request failed under the guise of “their liability”. They are free to interpret the rules however they choose, you are not allowed this liberty. the rules for these things are usually either incredibly poorly written, or they are using tortured interpretations. Perhaps a case could be made for each length version the short, mid, and long body, but to exclude arbitrarily because of a version designation which constitutes minor changes is not the intent. The FAA need a complete overhaul of the rules for GA, they are horribly outmoded. Or at least a rewrite of the process for approving innovation. Most of these laws were written when a lot of these advances were not even an idea, much less a reality. I may see the point of saying it isn’t “the people., but it is absolutely the culture, it is an inevitable route for any public entity. Ultimate authority with no competition, never makes it better. Ever.
  14. I read it again recently to and had a question for @Sabremech. the ovation and acclaim both eliminated cowl flaps with the cowling design. Wouldn’t eliminating that complexity from the new cowl make it simpler to manufacture? Or does that make the FAA approval more difficult?
  15. History is usually a pretty good indicator of future results and if you look at examples like the commander or the Comanche you see how things really unfold. Ten or so years ago when shopping for my first plane I was really intrigued by the commander but if you read things on the internet it’s like googling health symptoms. I was convinced that they would all be grounded in the next few years and become paperweights. 10 years later they are really in no different position. Will support eventually end for the g1000? It’s safe to say yes, it will at some point. But in the next 20 years? That potentiality is slim to none. Furthermore, the path to create an upgrade path to the NXI will happen. The reason is simple, there are enough planes to make it profitable. There is also the potential for a field approval to remove the g1000 completely for regular avionics. With regard to the age and function of the g1000, I did a major avionic upgrade to my Aerostar recently. I put in two 500txi’s, a 750, 650, 825 traffic, 345r tx, a 275, and the garmin EIS. I had to use an stec 3100 a because the gfc600 isn’t approved yet for that airframe. I have close to 100 hours behind this new panel with all the fancy touch screens and I will tell you what. If it was possible but 100k more to put in the legacy g1000 into that airplane instead of the new stuff, I would do it in a heartbeat. the g1000 is not clunky, or awkward, or outdated at all as far as I’m concerned. it is still the epitome of what a glass cockpit should be. I absolutely hate the touch screens with no tactile options and the only thing I miss is the flight steam option.
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