Jakes Simmons

Yup, have to concur with the previous post. Lots of stuff was missed after a six week annual. Terrible communication, wasn’t given any idea of cost until very end. Sky Vista in Marysville Ohio is another fantastic shop. Not officially an MSC but they take care of a bunch of Mooney’s and now take care of mine. Shop has a number of young(!), enthusiastic mechanics. Breath of fresh air. My hope is that Lynn and Tamara fully take over Maxwell’s in the future and bring back the service that originally created the reputation.

Local shops were not interested in avionics work. Too busy with wrench turning to experiment. They are awesome at that, caught items previous MSC’s overlooked so I’m good with not pushing them. Have another message into Duncan. I get the possibility of a shop preferring not to install equipment from another seller but I’ve never heard that push back yet. Every shop save one has been gung ho…until not. The one exception was a sharply run place in KY that flat out appreciated the interest and said on the front end they were over two years out and weren’t committing any work to customers so far out. Nice and upfront.

Almost a repeat of a previous post. ‘76 Ranger, AeroCruze 100 complete kit sitting on floor of hangar for past year. Unable to find anyone to install it. It’s getting weird. I’ve worked my way through the list of shops provided by Duncan that have experience with the install and are within four or so hours of Ohio. Almost all calls/emails start off well. “No problem, We’ve done several of these, 30-40 hours labor, etc”. Then I confirm I’d like to get on a schedule with a short list of questions about panel placement, options, normal stuff. Then I get ghosted. Subsequent emails or phone calls go unanswered or with a promise of a dated reply that never comes. If it one was one shop, OK. But EVERY shop so far. I understand no one is hungry but I’d rather be told on the front end the shop is too busy and good luck then having my hopes raised, time wasted, then starting from scratch AGAIN. Kind of like the old dating adage, wondering if it’s me or what might be going on. If anyone has any suggestions or referrals for a solid avionics shop that stays involved, I’d appreciate it. Spring is getting here quick and I’d like to figure out if there is an a/p install in my plane’s future so I can keep it. Or go ahead and get it on the market before it gets to winter again. Thanks again for the help.

I concur…sweet!

You are not too too far from Wilmar, MN and Oasis Air. Weep No More is the sister tank shop there. I’ve had a solid annual done plus tanks a couple years ago. If you can make it to Columbus Ohio and Union County airport in Marysville Ohio, Sky Vista did my ‘24 annual and regularly maintains my C now. They are young and really sharp. Caught multiple issues that even Maxwell’s overlooked. Several Mooney’s are regular customers like myself. They definitely stay booked out though and you’d need to call now for April.

That’s a good idea, swapping plugs outright. The airplane came out of annual in October, plugs were rotated, cleaned and gapped then. Mech said everything looked good, it I wasn’t having issues then. Currently the covers are getting pulled to check for broken valve springs. I’m way outta town. Once mech’s are back from Thanksgiving, I’ll see if they can swap plugs while cowls are off. Will also let them know to examine harness more closely.

Also, approximately 500 hours on engine since O/H, 25 years ago. Mags have 60 hours since overhaul and were also adjusted two months ago during annual. Prop is five years old and 200 hours since new. It’s been dynamically balanced twice, including once last year.

Two steps back for every one step forward. Was making progress on the AeroCruze issue and now I have an engine stumper. 76 Ranger with the O360 and PowerFlow exhaust has started an intermittent stumble during climb out at MP’s above 25”. It’s not audible, no backfiring, but I can feel a vibration come and go, almost like when there is a little water in the fuel. Mag checks at run up and cruise power are perfect, no change from last 100 hours. Single point CHT and EGT needles are right where they always are. Adjusting mixture mildly doesn’t affect it. Once I’ve either climbed past 25” of MP or reduced throttle below that number, it either becomes imperceptible or goes away. Slightly reducing throttle to back off the enrichment circuit doesn’t seem to affect it either. A mechanic who used to maintain the aircraft years ago felt it was an exhaust spring issue, broken or weak. There is also some play in the throttle bushing where it goes to the enrichment circuit. Bunch of avenues to pursue but I don’t have an open checkbook to follow them all. Looking to see if anyone here has had similar issues or more trouble shooting ideas. I’ve checked carb heat, mags, prop balance, temps, no water in fuel, spark plugs, everything nominal. Except for this one issue, Ranger runs like a champ as always. Appreciate the help…

Unfortunately, no. We tried going down that road. Apparently 30 Rangers ‘76 and onward were manufactured slightly different in the belly area. The STC allows for the modification of the parts but I haven’t found anyone willing to do it.

Trying for a Hail Mary pass before selling my Mooney. Talked to Chris from Duncan Aviation, sounds like BK may eventually make a bracket for the pitch servo on my serial number Mooney, but no solid timeframe. He had mentioned hearing of several Ranger owners who had the -100 installed, their installers modified the pitch pushrod and servo bracket, covered under the STC, with good results. My original installer is not able to accomplish the mods. Currently I have a complete AeroCruze kit sitting in a box on my hangar floor. If any Ranger owners out there who have an installed AeroCruze 100 or know an owner that did, I’d appreciate a shout to gather info from your experience and a direction toward a shop who has done the work. The issue I’ve run into is my s/n 1213 has a different doubler under the cargo area vs earlier -C’s. The stock install kit does not work. If the hoops to install this a/p become too high, I’ll send the a/p back and sell the plane. For my type of flying, it’s a safety issue when carrying non pilot passengers. Appreciate the help…

I’ll send them to you once I gain a solution. Gears are not scalloped but teeth are worn down, worm gear ridge is worn razor thin in the middle.

Airplane is in annual now, original 20:1 gears are worn well past limits, including worm gear. I searched the site for discussions on previous folks’ needs but did not see any resolutions. We know Mooney won’t make new ones, LASAR is looking for any serviceable ones for me. Any vintage owners out there could point me in a direction for either the 40:1 kit or serviceable 20:1 ? Appreciate the help.

I second the positive opinion of the Mooney Mover. Received mine a couple weeks ago, SUPER smooth operation and I get to use already owned DeWalt batteries.

My ‘76 C had a three blade when I bought it. The vibration was noticeable at all rpm’s and like you mentioned, similar to older airplanes that lived on a school flight line I had flown in the past. One thought was a three blade prop is out of “sync” with a four cylinder engine. One thing to try is remounting the prop 180 degrees from its current position. That has helped some folks. What I did, and really only because my income was much higher then currently, was buy a new two blade scimitar prop from Hartzell, replace the engine mounts, and then had the prop guru at Maxwell’s dynamically balance the set up. REMARKABLE difference. Plus I never liked the three blade. Besides vibration I thought it was slower at cruise although quicker off the ground through the first 500 feet. Vibration is fatiguing for the pilot and hard on the instruments. Try a dynamic balance first, check condition of your engine mounts, then maybe rotate prop mounting. If all else fails, work a WHOLE bunch of OT and get the more efficient two blade. What’s funny is the smoothest flying Mooney I experienced had the original inspection ridden prop. Like a turbine…

No further contact from Duncan or BK since the initial email asking for an IPC for the airplane. They offered no alternate plans. Previous dealings with them indicate a history of pushing off any “issues” and liabilities to the shop being used. Disappointing to say the least. I get it, partially. Not a lot of profit made on this unit but I would pay a grand more if the unit was better supported. On a side note, the Uavionix products are very reasonably priced, preform better over time, probably not a lot of profit there either but every single dealing I’ve had with them has been exemplary. Installing the STC’d AVLink and AVMag now. I wish they did an autopilot…