Davidv

I think it's funny that they have two different versions. Like anyone in the market for a jet pack would have a budget constraint or the self restraint to not get the higher thrust, higher endurance, and cooler jetpack.

Thanks Trek, may be a separate issue but my right CiES sender stopped working a few days ago on my G3X (still showing level but shows full when not full or gives erroneous readings). Any word on this?

Yeah seriously, I could def Monday morning quarterback the landing (why was he pulling up? It wasn’t as if he was trying to reach a runway) but holding a camera as you’re about to crash?? The end of the video, narration, and music has me thinking they were on their way to drink some cool aid to join up with a spaceship...

I could be wrong, but I believe he was referring to the nefarious act of "forgetting" to put the gear down if he had a catastrophic engine failure or was near overhaul. In this case insurance pays. However, if you're making an off airport landing insurance is probably going to be involved anyway so it doesn't matter as much as making a perfect emergency landing on a runway with an engine that's toast.

Was fuel exhaustion the definitive cause?

Haha yes, Scotty said he was booked until March. It wasn’t too bad of a wait for me, about 45 days from the time I sent them the deposit to dropping it off.

There appears to be some confusion about "technical support" in the Mooney forum that I can try to clear up. This is not meant to be level 1 tech support from Mooney. The usual email support email addresses are monitored and will be continued to be answered on a daily basis. Sure, it may take some time to hear back on a question about an electrical issue in an E model, but the team does it's best to answer all questions. You can probably appreciate the challenge and resources required to answer all technical questions about thousands of aircraft built over the last 60 years. The Mooney technical support will monitor the forum and jump in when it looks like an answer to a specific topic or question will benefit a larger audience. Part of the reason for the forum and registration is to bring owners closer to Mooney. I've heard so many stories about people visiting Mooney at Oshkosh and being ignored by the sales representatives because they weren't potential Ultra customers. Allowing users to register for the website is just an initial small way of recognizing the thousands of passionate owners as part of Mooney's valuable community. Of course, no one has any obligation to participate in the forum but it's there if people want to use it to network with fellow owners or ask a model specific question. Mooneyspace will forever be the #1 forum for enthusiasts to discuss everything from daily flights, to technical questions and jokes - or to complain about Mooney . David

I can tell you it's about double the cost of the NA 550G brand new...

All I read was "Dates", "Private Strip", "Hotel Room" and "Cliff Face". Sounds like a pretty typical night for Ted Kennedy.

I have a feeling there will be some E-lated folks around here.

FYI, now up on the site and deals with a few of the questions/comments on this thread: https://www.mooney.com/december-18th-2020/

115 landings in 176 hours for me. It’s more intuitive for me to show it as hours per landing (average flight time) which is about 1.5 or .65 L/H.

It's funny, because I first read @mike_elliott's post as a negative to the electric backup, but then I remembered that bitcoin is currently trading for $22K. Maybe he's saying the electric backup is worth much more ? Based on Mike's guidance, I promptly changed the price on my ebay listing for my electric backup to $22K.

Haha, he said he filled two giant trash cans with nothing but wiring. My two vacuum pumps probably helped too...

I just wanted to give everyone a quick pirep of Precision Avionics in Griffin, GA for anyone who is considering a minor or major avionics upgrade. For anyone who wants to the abridged version, they did an excellent job at a fair price and I would recommend Scotty Collins and his team to anyone (especially Brian, who worked on my plane and is now their Mooney expert). For the last year I had been considering a pretty big upgrade since my early 1990s electronics were starting to go. I actually got my instrument rating in my aircraft with the old avionics which made it slightly more challenging. My KG-258 would increasingly lean to the left during a flight, my turn coordinator was almost useless (the slightest bump would send it on a see-saw ride), the heading bug on my sandel was glitchy, my KAP-150 wouldn't fly approaches and liked to violently pitch up during climbs or descents in VS mode. In short, my avionics were trying to kill me but fortunately I made it out alive (and passed my checkride). Enough about me. My first quote with Scotty was for a 10" G3X, G5, GFC500. I then looked at my panel and saw everything the G3X could do as well as my need for an engine monitor and caught a case of while-we're-at-it-itis. My final build was a 10" G3X, 7" G3X (with engine monitor), G5, GFC500, GNC255A, GTR225, PMA450B, GDL51R XM receiver, and some Bose jacks. I had previously installed a GNX375 which I kept to act as my transponder and IFR navigator. For anyone who doesn't know the G3X is also a backup VFR navigator. I dropped the plane off around October 1st and he quoted about 6 weeks. It ended up taking 7.5 weeks to complete. Given the major surgery and my knowledge of avionics jobs time overruns I thought this was very reasonable. The final result turned out great and Scotty even put up with me choosing the wrong color for my panel so he ordered the paint I wanted and cut a new panel to have it powder-coated (he cuts the panels in house). If anyone else is familiar with avionics jobs, there is inevitably something that needs to be fixed or adjusted after the fact. In my case, everything worked almost perfectly. The only nits were my fuel pressure sensor reading about half of the old analog gauge and being able to change the comm and nav frequencies on my G3X (so I can tune the radios from the screen). Long story short, there was a miscommunication with Garmin on some of the settings. Scotty wanted to make sure I was happy so he paid for my fuel to fly back to his shop to rewire the radios and G3X. Brian took care of it in a few hours and now everything works as designed. And I gained about 75 lbs of useful load. Please don't hesitate to PM me if you have any questions. Before and after pics below along with one showing the wiring which I was pretty impressed with (I'm not an avionics expert).

Just to close the loop on this, changing out the fuel pressure sensor to the 75 psi version solved the problem. Scotty Collins from Precision Avionics was great and really wanted to be sure everything worked as designed. If you're on the west coast, it seems like @Baker Avionics is a great choice, but give Scotty a call if you are on the east or south.

We're referring to the fact that the MP wants to rise slightly as we descend and have to make some small corrections to keep it static. It shouldn't have anything to do with your prop. I assume your MP does this as well?

The MAPA one reads like an email I got from Nigeria "Please, dear sir, you must understand that in order to send you the King's inheritance you MUST send me $50,000 immediately".

Mooney just received a batch of Plessey springs, they aren’t easy to get from the manufacturer (I’m not making future guarantees) but not impossible.

Thanks Don, I also need to back off my MP a little in the descent, I'm glad this is somewhat normal. In the climb it holds steady at 34 inches though. Maybe something has changed on the availability of the springs? I know they are available and are actively being ordered. You're correct on the price though, somewhere between $1200-1500 from an MSC (and you may have to wait for one).

My friend who has one (‘76 A36 with a newly overhauled 550 and tornado alley) does over 200-205 at 15k, I’m only in the low 190s at that altitude. Granted, I’m usually flying with about 650 lbs of fuel plus me when I’m at that altitude.

The 300-350 I’m referring to is pretty much any model year that’s been retrofitted with the newer tornado alley equipment. Although I could be wrong since I’m not actively looking.

Absolutely agree, the TN A36 (tornado alley) can outrun a bravo in the teens and carry more, but it’s newer technology and about a 300-350k entrance point...for a plane built in late 70s or early 80s in most cases.

I’ll give you the perfect use case for a bravo as experienced on my flight Saturday from Longview, TX to Ft. Lauderdale, FL. There was high pressure over Longview with sky clear. About 250 miles to the southeast a cold front was pushing east. I climbed to FL230 in the clear, caught a 35 knot tailwind and pretty soon I was 7-8k feet above a solid cloud layer extending from the ground to 15k. My ground speed was around 240. Yes, I would have picked up some ice in an emergency but the freezing level was still well above ground level for the entire route of flight. Arriving in FL it was scattered clouds at levels above freezing. Of course, this is the near perfect use case for a non-fiki bravo and I’m not always that lucky!

It was PIE, see below for the routing