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JimB

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Everything posted by JimB

  1. I have owned my Mooney since 2019 and every year have tried to upgrade or improve on everything. Airframe has 2910.7 hours with no gear up damage history. Engine has 1134.2 TSO. Compressions 3/18/24 #1-76, #2-74, #3-71, #4-73. New (12/20) MT 3 blade Propeller has 71.7. Garmin Dual G5s Garmin GNX 375 GPS/Transponder Garmin GNC 255 Garmin GTR 225 Garmin GMA 345 Garmin GFC 500 Autopilot JPI 900 Primary Engine Analyzer Whelen LED Orion 650 Nav and Strobes CIES Digital fuel probes Mid-Continent digital clock/timer and USB charger Garmin GSB 15 charger ACK ELT Model E-04 Aircraft BEW 1702.0 lbs Arm 44.06 Useful Load 1038 lbs Main landing gear shock discs replaced 06/21 New Sky-Tec 149NL starter 04/22 RH Magneto overhauled 04/22 Main Door seal replaced 05/21 New Prestolite Alternator and Zeftronics regulator 07/19 Replaced NLG Steering horn 06/19 Bruce custom fuselage cover Aircraft is currently in maintenance at KIND (March 18) and will be returned to service with fresh Annual, 91.411 (Altimeter IFR) and 91.143 (Transponder) checks. Also installing Microkit Solutions Landing Height and Gear Warning System LHS-200-C. All Garmin software (G5s, GFC and GNX) will be updated to the latest versions. This was to be my “forever plane” and I have treated her as such. She has taken my wife and I all over the Midwest, the Southeast and to the Bahamas. I have upgraded everything I could and next on the list was to be an updated interior. Nothing wrong with the current interior but it is a bit dated looking. I am only selling since I don’t have the opportunity to fly her as much anymore and my wife and I have changed our long term plans. I will also provide manuals and Mooney specific tools if you want them. Offering her for $124,900 OBO
  2. I'm probably not going to 100% agree. I think in certain circumstances they are pretty much perfect. If I had a service type business and fleet of vehicles I would use them. Something like an HVAC or plumbing business where the trucks go out in the morning and return to shop each day and go maybe 100-150 miles at the most during the day. I also think something like Amazon, UPS, Postal carriers, FEDEX it all makes a lot of sense. They all leave with a full charge each morning and come back to be charged each night. And there is very little maintenance.
  3. Just drove from Indianapolis to Galveston. TX. Yes I spent a lot of time charging. But I will say this is by far one of the nicest, most comfortable and absolutely the fastest vehicle I have ever driven. Long trips not all that great with the time spent charging. At home, you wake up every morning to a full tank of gas and about 320 miles of range.
  4. It comes as a complete kit from Garmin with the control head, servos and all the brackets. Its hard to piecemeal it and you will have to go to a Garmin dealer to buy it and install it. You might find one that will let you assist but in the overall installation its not going to mean that much. And BTW.... IA= Inspection Authorization AI = Artificial Intelligence
  5. Yes. Flat rated at $450 for the transponder/encoder and all the altimeters installed in the aircraft. G5s, GI-275s, G1000, G3X, standbys and mechanical. Biggest issue we run in to is tracking down static leaks and it doesn't matter if the aircraft is new or old. Usually its pretty easy and it doesn't add to the cost but sometimes it can take a lot of time.
  6. I don't know why anyone would think calibrating the G5s is difficult. I have done a bunch. It's just part of the 91.411/.413 check. As a digital instrument, once it is calibrated, it stays pretty consistent.
  7. Well typically a Hobbs hour meter is for billing/log book time and the tach is for tracking maintenance. A lot of newer Garmin systems provide "Air Time" and this is what you use for maintenance tracking. Never seen a maintenance meter. Maybe it was wired to a squat switch.
  8. Indianapolis Executive - Baxley GA - Fort Pierce, FL - North Eleuthera in my F model all in the same day....it was a very long day even with the stops.
  9. No worries. The price is actually very reasonable. Just thought I would ask
  10. Sounds good and that is what I thought but wanted to make sure I wasn't missing anything. Sounded like it might be possible from reading the install manual but I didn't know of any GPS units reporting data in AGL. Guess I should ask since I am a Mooney CB, any coupon codes or discounts?
  11. Maybe I missed it in this thread. Are any of the GPS units reporting altitude as AGL based on a terrain database or are all of them reporting MSL?
  12. Just another unrelated data point that I have noticed in the used aircraft market. A 210 is going to cost a lot more to buy initially (for a comparably equipped aircraft), for maintenance and for operation (fuel and engine reserves)
  13. This gets described a lot online. I wonder why Lycoming doesn't publish a SL with the procedure in it?
  14. That looks like a front seal to me. Maybe clean it up and see if the prop is slinging it outward. Even a front seal might show some on the front of the case. For it to all of the sudden spring a leak at the front of the case seems a bit odd.
  15. Both GI-275s will have a battery back up source that are certified to last a minimum of an hour. There is also a required capacitance check that is done annually to be sure they can provide power for that hour.
  16. I use http://www.berkshireinstrument.com/ in FL
  17. It has a lot to do with parts production. You can't sell non-standard parts (nuts, bolts, o-rings, switches, circuit breakers, etc.) without some sort of approval. Something like Rosen sunvisors aren't going to get a PMA since they aren't form, fit, and function identical to the original part, but they can be manufactured under the STC. But does that make it a "Major" alteration? If I am following Appendix A to Part 43, I'd have a really hard time classifying that as a Major. Would I so I don't have to answer nit picky questions from another IA at the next Annual or the FAA, sure. But that doesn't necessarily mean that I think it is a Major alteration. Don't mix the certification regulations of Part 21 with the performance regulations of Part 43. Whenever you are performing a repair or alteration you have to evaluate it to determine if it is a Major or Minor per Appendix A to Part 43 and the classification of repairs and alterations is really about data. If you classify it as a Major, you have to have data Approved by the FAA (field approval, DER 8110-3, STC, etc.). A FAA Form 337 is not always required depending on who is performing the repair or alteration. 21.8 Approval of articles. If an article is required to be approved under this chapter, it may be approved— (a) Under a PMA; (b) Under a TSO; (c) In conjunction with type certification procedures for a product; or (d) In any other manner approved by the FAA
  18. That is not necessarily true. But in this case, the installation of a G5 would be considered a Major alteration and would require a 337.
  19. Yes. The P5001 is the connector providing NAV and ARINC info. It also provides power to the unit.....
  20. I'd love to see some pictures of the upside down connector. If you look at a back plate on 530W rack, there are cutouts for the connectors. It would be virtually impossible to install them upside down.
  21. Hey! I get it! But if you haven't been trained at all then just watch a YouTube video I guess. You will figure it out eventually. And you realize not all those pictures were airlines? One was a P3
  22. I do get the CB pilot and aircraft ownership thing, but I have to just say this is a really bad idea.... I have seen what an aircraft looks like up close and personal after a fire started by someone filling O2 and those people had very specific training on what they were doing.
  23. I'd like to know how it flew 2 months and 12 hours with the fuel line not tight and no one noticed. Review of the maintenance records revealed that nearly 2 months before the accident, fuel system components consisting of the engine-driven fuel pump, servo fuel injector, manifold valve, and fuel injectors were removed for testing and overhaul. The components were installed and according to the pilot, the airplane had been operated about 12 hours over 3 or 4 flights since installation. There was no record of any subsequent engine work after the overhauled components were installed.
  24. An A&P can leak check the static pressure system but not the altimeter. So theoretically one could have their altimeter(s) sent out and recertified. The A&P could reinstall it and leak check it. Only repair stations can do the required 91.411/.413 inspections and certifications. But you are right that you also have to have the encoder and the transponder checked, so it wouldn't make much sense. One thing to keep in mind also is that if you have an A&P install a new G5 for you, it isn't necessary to redo the IFR certification at that time as long he/she performs the static pressure system tests and inspections. The unit is considered tested and inspected at the time of manufacturer.
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