201Steve

After Jewel f’d up my engine, I asked Zephyr to re-overhaul it, he said “I can do whatever you want but I’d just be taking your money if you ask me to overhaul it again”. So they did an IRAN, basically doing all core engine work without fooling with the accessories again (Jewell sent those items to someone else anyway). To include line boring the case, overhauling the cylinders, new cam, new lifters. What else is there if everything else had been inspected and determined GTG?

Silver miner?!, weather station operator, mechanic, pilot, electrical engineer- what has Eric J not dabbled in? They all sort of made sense until this.

Mine does not. from memory of a previous part hunt. I think recommended by a msc

1ch116-6 down limit or p6-24014 or 1en1

Or they don’t pay anything back. That’s another lawsuit over many years that would kick the can down the road.

If you’re looking for a place to save, this would be a good place. Can have them wire it so all you have to do is add servo later if u decide u want it. It’s only 180 hp and they are generally coordinated in cruise. I guess if I had it it’d be nice but I don’t miss not having it. Now auto trim? Game changer. Make sure u get the trim servo

I think I want some too. Gonna PM u Don

@William Munney I like your clean panel. Not overfilled w gadgetry. Not sure how I feel about the offset screen but I see what you’re doing.

I think I’d pick more than 1 of the options

How does one determine the existence of an inclusion? Just curious

If it’s already paint stripped, I can’t see a good reason why they wouldn’t (or at least on request) do that test as standard. It’s pretty easy to work with. Spray, wait, wipe, spray, wait, wipe.

envisioning how I’ve read that a factory reman is performed, they strip everything down, check it, throw it in a pile of good or not good, and then an entirely new engine is built of from a pile of random “good parts” I can’t imagine anything must stay together so long as they “check good”. A new pushrod and a new rocker, for example, just met each other on assembly. They haven’t even exchanged phone numbers before they start banging each other. just my internet guess

Here’s a question for you (spring loaded), how much pressure is required to keep the nose down in an initial climb with full trim up? That’s probably the most extreme scenario for control pressure.

What’s your method for this? Set up to desired speed manually, and then just click on the AP without any preselections, then select the desired horizontal source? pitch vertical and selected horizontal? (I wish pitch could be selected with its own button like any of the other settings)

For crying out loud!!!!

I know there’s a million page thread out there on this, but since Garmin released the gain addendum to supposedly correct this issue, what’s everyone’s result? I have found very little change. Everything works great on my AP except climbing through turbulence in ias mode. It will chase the speed by 10 knots. If bumpy, I initially climb in VSP. I had my avionics guys update the gain ad per the Garmin SB. No noticeable change.

5 days later still no pics = fake news

Pack and flight plan wherever you are. Even at the run up pad if missing a chart. Cellular-Worth it.

I was planning on a flight to Kansas City tomorrow about 900 NM and scrubbed it this afternoon for an airline ticket after discovering my personal minimums were forecasted to be exceeded. 60 kts on the nose. speed minimums. I refuse to travel at skyhawk speeds.

Yeah that’s what I did too.

How did you determine the 5%? Little sprinkle with your TLAR gauge?

I think you answered your own question. some folks on here will recommend some “Mooney value guide” that was built 3 years ago by a broker, but such as you say, it’s what someone is willing to pay given the market conditions. Value guides are good for stuff with no current comparables on the market. Since there are several, I’d take all the metrics into account (how long it’s sat, your desired sale speed,etc) and then price it plus or minus relative to the current field.

This. So many people have died within a quarter mile of an airport trying to save the airplane. if I have an engine failure, I care nothing about the airplane. Whatever consequence comes, I’m fine with it so long as I’m sitting at my dinner table that night.

@EricJ which part is bs? The only relevant fact is they lost money from a regulatory enforcement. Whether they could have prevented it is almost entirely irrelevant. It’s something that has to be dealt with whether on the front end or the back end no matter what in the form of time and money , and even the best of the best are going to get hit with regulatory enforcement no matter what. The rules are too cumbersome that it’s absolutely impossible to do right every single time.

I mean, you said over $1,000 and you’d retire the airplane. That’s the cost of an aviation headset. Hell a starter is like $2,500 now. I would be ecstatic to repair a once-every-fifty year part on my airplane for $1,500. Don’t get me wrong, I’d love to pay $149 like the version they probably sell for some tractor application but until there is regulatory reform to decrease the liability and thus increase competition (particularly for antique applications) there’s no incentive/ money to be made unless it’s at an insane margin. Blame big brother for that. LASAR just recently had to recall a ton of parts it was supplying bc big bro decided they were doing something wrong in quality control. (I forget what it was but it’s on here somewhere). You are paying for that regulatory BS in other parts runs. It is what it is. I’m not defending it, but at least you didn’t pay $1.2 million on the front end for a piston single (that does the same thing sorta), the now going rate. We are still ahead.