201Steve

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.

This is prob why they didn’t want to make them

@Grant_Waite has all the si’s for the change out. He’s posted it here before

It lives on in Q world

How do you tell airman chromosomes from droneman chromosomes? Check the cockpit

lol I’ve heard a few of these about silly gossip. This is an interesting one bc of the technical nature of the material. It listens pretty goofy. “It’s got a wingspan of over 36’. Holy cow! That’s longer than a bus!” It’s too early to listen into the G1000 section. Maybe after coffee.

They identify as airmen, but the chromosomes don’t lie.

Different system James

@Mooney-Shiner what’s the 10 second answer on black max? I just started using it curious what issue you had

My guess is that it was taken down by the OP to run a lower profile on the topic. There are a lot of FAA wannabe police in the owners groups that decide on their own merits something isn’t right and should be reported. We’ve seen it happen over and over. The group tries to work for collective solutions and some idiot for no other reason than self righteousness makes it their mission to criticize and (sometimes) report. Anytime I’ve ever posted something questionably not owner Mx, I get side messages suggesting to take it down. I’m sure the same thing happened to OP.

https://mooneyspace.com/topic/50234-bad-news-from-the-faa-regarding-landing-gear-actuator-gear-set/?do=findComment&comment=895017

I don’t see any indication they’ve acted nefarious per se. I think more along the lines, they got tunnel vision about it. although I don’t know much

Just received this email from Cirrus: One of the candidate unleaded fuels – GAMI G100UL – is now offered at several airports in the United States. We want to remind you that Cirrus does not currently approve the use of any unleaded fuel – including GAMI G100UL – in Cirrus SR Series airplanes. Through our testing in coordination with the FAA and through field observations of aircraft that have elected to use unleaded fuel, we have seen damage to airframe components, which could create airworthiness concerns. Our responsibility is to ensure SR Series airplanes can safely operate with unleaded fuel, and we are working toward that through multiple industry efforts. We will keep you posted on updates when we have them. Click on the links below to learn more about our efforts on the aviation fuel landscape and Service Advisory (SA24-14R1) related to this issue.

Maybe it’s Craig trying to get his clicks up.

I love the 2 sentence topics and a disappearing OP.

@Joe Linnebur great feedback thank you. I did watch that video but it doesn’t say anything about retarding the timing which is the part. I’m not quite understanding, but I’m getting there.

Question for the mag gurus in here.... there isn't any good reading about how the mag retardation works on the impulse coupler. I get that it has a spring and spins the magneto shaft at a higher speed, but I'm not understanding how that also creates a retarded timing. Seems like, all other things equal, a faster spinning shaft would simply ignite the spark at the same time as it normally would. Would like to understand this better......

Well, went back today and it started pretty well from cold. I didn't have a lot of time, but let it warm for about 5 minutes and tried 2 subseqent "warm" starts and it fired up. Will be curious to see if perhaps it is a true hot start issue after the next flight to full operating temps. Interesting commentary above regarding baking a magneto in an oven for a true stress test. Could be a sign of an internally degrading magneto that's just showing early signs. We shall see.

Resurrecting this thread. 77j w/ a1b6D I am having trouble starting as of today it was nearly impossible to start and I’ve never had this problem. The D3000 “new” from Kelly is about 400 hours. After some research; it appears I can isolate the p leads simply by removing the p leads and installing the timing posts. Sounds like this should make both mags all time hot. If it starts, focus on the switch and remedy. If it continues to hard start (or not at all); focus on magneto\impulse coupling. (Side not here; make sure the grounding strap is not installed as it was called out in Mooney si m20-59a applicable to my serial number to ensure impulse coupling is energizing both magnetos). Today; I cold started OK ish. Seemed to fire a little funny but whatever. Trying to hot start; it was nearly impossible; and propellor back spinning was observed on a slight false start. Very similar results ans the original posters complaints. After much agonizing I finally got a cylinder firing with a lot of follow thru keeping the starter engaged much longer and barely got it going where it then ran fine eventually. It sounds like it started at 25 advanced and not from the impulse coupling based on commentary regarding back spinning. ok so eliminate the switch with timing posts; proceed from there. I feel like impulse coupling is the culprit. I looked to see if you could buy an impulse coupling assembly; with no results. Is it true that you can only buy parts for the impulse coupling and rebuild? That’s what it sort of sounds like. Is impulse coupling a part of a standard R&R or overhaul? I’ll probably just send it out as it is near 500 hours anyway. thanks for any feedback!

#4 without the whispy swirly line and no 3D N#! Just did mine sort of a fun process

Very cool Oscar!! Also, where did you get your vent conversion thingies

Very cool Oscar!!