Jakes Simmons

Need a little wisdom of the crowds. My Ranger’s panel is currently opened up getting a new gps/comm, txp, audio panel, and two AV30’s. My #2 nav/comm is a -214 with a very recent MX170C driving it. My avionics guy said he would swap out the 214 for a VAL 429 while the airplane is open for 500 labor. The labor would NOT include any splitters so if I did it, I would essentially have a standalone VHF NAV w/ILS and the MX170 would become purely a #2 Comm. I do not plan on adding any more boxes to the panel after this work save a Hail Mary pass in case the AeroCruze ever gets certified. Beyond the new Garmin 355, all tech updates will be with portable stuff. And I am a CB. My question is going into the future, how really practical is VHF nav going to be? Should I save some AMU’s and ride out the -214 until it fails and stay 100% satellite based? Or is having a VHF back up worth the 2.5k? I still have seats and the possible a/p to go. Would any of you consider buying a satellite based only IFR plane? Appreciate the opinions...

Appreciate the upload! That is going to help...

The headrests look great. I have a ‘76 Ranger I’d like to upgrade the seats and add headrests on as next year’s project. Would appreciate your offer of additional detail on the process you went though. Maybe post in the document section of the website. This summer, I had the spatial interior done by Bruce. One thing pretty makes everything else look old...

Also if coming in from West, try to wait to let down well East of the mountains from cruise. I had a great tailwind last time I flew in there but let down too early, caught the rotors off the lee side of the mountains. Worse turbulence I have ever experienced in a small plane. AGL made it all worth it though.

I would add 50k to the price. That covers a glass panel, both tanks reseal, new rubber bumpers all the way around. Whatever figure that amounts to should give you an idea of the relative value. If it is less the 120-130k with that 50, I would think you have a winner.

That’s a good one.

I appreciate the info on the ALCO switch, that looks about the best option so far. My PTT buttons are internal on both yokes. Earlier today I saw what I REALLY wanted at MicroCenter. They had multi colored buttons for use in building an arcade cabinet, remember those big ones you could smash on all day long, day after day, quarter after quarter? Unfortunately the mounting hole is bigger than the whole side of my yoke but so cool...

Shoot, I was unaware there existed an STC for the M20C with 180. I’ll have to check it out. Nothing was on the MT site last I looked.

Thought I would try to give a pirep on the Hartzell two blade, scimitar prop I recently installed on my ‘76 Ranger. The short version: unless SOMEBODY ELSE is paying for it, I think the original Hartzell paddle shaped two blade with non AD hub is the best and smoothest, the three blade Hartzell is fine if balanced and pulled back in cruise, and the scimitar two blade doesn’t offer enough of an advantage for an out of pocket cost. Now the long version: Purchased my Ranger @ 18 months ago and it came with the three blade Hartzell with about 400 hours on it. Like probably a lot of Mooney’s with the “3”, insurance paid for it during a previous owner’s gear up in the 90’s. My previous Mooney experience was time in two separate “daily driver”, 60’s vintage, M20C’s with O360’s. These both had original props, never routinely balanced, and I was amazed how turbine smooth they were. And they scooted. My Ranger was never as smooth as I remember those two Mooney’s. And then I got a ride in Oasis Aero’s 180 horse M20C after dropping my Ranger off for tank resealing, once again the difference was evident in vibration levels. After returning to the home shop, I had the prop dynamically balanced and it measured out at 1.2. Prop guy said they shoot for anything under 2.0 and he wouldn’t be able to get it much better then it already was. Did a bunch of research online, talked to prop shops, and gathered the understanding that not all O360’s like the three blade and with a four cylinder engine, there can be a mild resonance issue causing vibration. Because I was thinking about this a lot, and I remember the smoothness of previous aircraft, I think the “vibration” of the three blade took up a larger role in my head than existed in real life. Every time I flew, I noticed vibration. Also had the prop “flipped” on the mounts. No change. Cut to, the Ranger is in for an annual, I was offered the chance to buy a brand new Hartzell with spinner before the next price increase, at cost. Wow, that swept edge looks cool! It’s gotta be better right? It’s got all the latest aerodynamic research, probably be hard to keep my Ranger under 200 kts with all that cash spinning off the front. So I did it. Flew it briefly...eh. But it was new, still needed to be dynamically balanced after the grease settled, so I flew it to its recently changed home base. Twelve flying hours later, brought it to Tiffin Aire in Ohio. Super nice folks! They changed the oil, alternator belt, added grease slowly to the prop, then spent a bunch of time with me going through the balance process. So it’s better, but I wouldn’t say 12k better after all is said and done. Bruce Jaeger flew my Ranger recently and explained to me all Mooney’s are noisy, all Mooney’s vibrate, my airplane was actually just fine, stop whining, wear a good ANR headset and enjoy your fine ride. He said the Mooney is designed differently than a Beechcraft and tends to transmit more engine commotion to the fuselage tubing. He then flew a perfect abbreviated approach and GREASED the landing with barely a moment’s float. I figured he knows his stuff. With the three blade, my Ranger performed better under 100 kts. Take offs were noticeably quicker and shorter, it climbed strongly at lower airspeeds. If I had to routinely operate out of shorter strips or to get over obstacles, it would be my prop of choice. After 100 kts, I have not noticed a significant difference in climb performance. In cruise, the vibration levels were actually not all that bad when operated high at 2350 rpm. It seemed to do about 10% better in the pattern in terms of airspeed control and getting slowed down. My new two blade super cool looking scimitar is not a smooth prop. It is better than the three but not by so much I believe it’s worth the price. During climb is when it’s mildly annoying and I pay attention to fly coordinated. Cruise, it’s smoother, but it is more of a higher frequency vibration than the three blade. At best, 3-4 knots faster, I have all the 201 mods save wingtips and flap fairings. Pattern work is tougher but it does go fast when pointed downhill. It is zero percent quieter, boy, Mooney’s are loud. Today, I did cardinal heading speed runs at different altitudes. Here are the final averages if interested in comparing; OAT 65F 26.5 MP 2670 rpm, 3000 ft MSL ... 151 kts OAT 61F 23.2 MP 2650 rpm, 6500 ft MSL ... 148 kts OAT 50F 20 MP 2550 rpm, 10.5k ft MSL ... 145 kts ””. 2350 rpm. “”. 144 kts OAT 48F 18 MP 2550 rpm, 12.5k ft MSL ... 144 kts ” “. 2350 rpm, “ “. 141 kts leaned for best power, average gps speed over four cardinal headings after speed stabilization wait. So stick with your balanced three blade or two blade if it’s already on there. If somebody else is paying for it, look for a good paddle shaped two blade or look “cool” like me with the scimitar. on a side note: The Spatial Interior by Jaeger does work, there really is a noticeable increase in shoulder room and his brightening of my interior makes the cabin feel bigger all around. Fly safe.

I tried a search earlier but mainly found threads discussing the Velcro style added PTT or an emergency mic button. I’ve got a 76 Ranger with PTT buttons on both yokes but they are the same tiny, little, red, wimpy, and sharp ones I seem to have been plagued with over multiple light aircraft. I want a real rounded button! Parts store searches only brought up the same fragile stuff. Has anyone here managed a source for a big ‘ol comfy mic button or momentary switch like the big iron has? Appreciate the wisdom in advance. Getting the GNC 355 and 106b combo installed early October, would enjoy having a new manly button to go with.

I was out of town when he did it. I’ll look for pics. The insulation we found in there was good stuff, just thick, self supporting. Let me know how the Soundex works. I have heard good things. If the existing stuff in my ride wasn’t already good, I wanted to try Soundex. Couple more hours on my Ranger and I will write a PIREP on the interior and the new prop I installed.

Depending on your budget, I would include a call to Bruce Jaeger. He is currently transferring ownership of his interior business, I was one of his last aircraft. His side panels do give you extra shoulder width and are durable and owner installable. I thought I wanted new armrests but turns out I don’t miss them. My M20C also had newer insulation. Bruce liked the material but said it was installed wrong, it was compressed against the tubing with the possibility of holding moisture against the metal. He trimmed a bunch away. I am impressed by your work so far, wish I was closer to lend a hand.

Appreciate the input. I had done a thread search but was only seeing the fluctuating issue. My engine runs awfully fine, it was needle over red making me nervous. I wonder if the POH vs Lyc manuals was one more example of the manufacturer being conservative.

Appreciate any help/advice on possible diagnosis. Ranger with O360. Mid time engine. Original combo manifold and fuel pressure gauge. Starting engine from cold, boost bump on brings pressure from zero to 6 on the gauge face (redline). Once engine started, always on 1 to 3 blades, boost pump off, fuel pressure reads 7 or slightly above, at least a full inch above posted redline. Boost pump on or off only tickles the needle regardless of throttle setting. At take off, full power, fuel pressure needle drops back to between 5 and 6 but stays below redline. Cycling boost on and off during flight only nudges the pressure needle letting me know it’s working, plus noise when on the ground. Bring power back to idle or very low, fuel pressure rises back to 7 or just over and stays there. After being tucked back in its hangar, fuel pressure gauge back to zero as normal. So idle and low throttle settings, fuel pressure reads high and above red line, full and high throttle settings, fuel pressure reads below red line. No fuel drips after flight. Engine runs just as perfect as always. Mechanic by phone suggests gauge is bad. No Mx on field where aircraft is based. Guesses? Safe for cross country to Mx? If weather ever breaks down south, next planned flight is Maxwells for the annual. Hope everyone is staying healthy and safe...and employed! Thanks ahead of time for consideration.

Thanks for the PIREP. My ‘76 Ranger was dynamically balanced with its current three blade. Came out well within specs, the vibrations weren’t too bad but then I got a ride in an older M20C up at Wilmar after dropping mine off for tank work. So smooth, I thought it was a turbine with its two blade. That set the bug in my head although I am sure I would have been fine keeping what I’ve got. With the ‘76 “dirty” wing, I’d also like all the cruise help I can get. To answer Calandro, mine, like I am sure everyone else’s prop will be for sale once removed. It’s in fantastic shape, I will say the climb rate and acceleration on take off will be missed. I hope my new cruise experience will be similar to ‘718’s...

Appreciate you bringing this up. Next month I will be doing the same swap, down to the scimitar two blade. Have you had a chance to fly with the new prop yet? Crossing my fingers you gain an improvement, it was a hard check for me to write.

Want to give a quick shout out to AGL Aviation in Morganton, NC. Based on comments posted here, I flew my ‘76 Ranger down and back to them yesterday for rigging issues. I can easily add my recommendation and positive experience to the list. Lynn had my Mooney flying straight by lunchtime and I enjoyed meeting him and his family as well as the kind folks at the Foothills Airport. I definitely hope to bring the plane back to him next year for “goodies” as funds allow. Flew to AGL from Columbus, Ohio. 200+ ground speeds and smooth air at 9.5k. Wow, descent between 6.5 and 1.5k on the lee side of the hills was about the worst turbulence in a small plane I have ever experienced as I went through the rotors. Coming back, I climbed first to cruise before heading back over the hills. I won’t post return ground speeds. Suffice to say, it took a little longer. Thanks again to Lynn for the help. And there are surprisingly good coffee shops in the town of Morganton.

I ended up purchasing the '76 Ranger that I posted basing in Columbus Ohio on an earlier thread. In process of replacing all the pucks now, in March it goes to Weep No More for both tanks. I realize this subject has been covered in the past, I researched thread history, but I didn't really get a clear idea of folks' results. This Ranger has the 201 windshield but uses the original glareshield that does not extend fully to the windshield, and it is in rough shape. That area is covered by two different materials, one soft and the other plastic. Ideally I would like to find an early J glare shield that could be sent down to Hector for recovering. So far no luck calling all the salvage yards, and Hector said he rarely sees them come up anymore. My desire is one piece to cover everything under the windshield. The picture of the Ashby piece for the 201 does not give me an idea of length. Have folks installed this with long term success? I know it will require modification, is it worth the effort for a starting point or better to be patient on a used 201 shield turning up? Appreciate help in advance.

Yup, I travel for a living but will be back up Columbus way at the end of the month. Big Time Central Ohio Mooney Pilot Lunch would be cool with me. Appreciate earlier info posts. I’ll stay lurking on the Vintage threads, especially when I get closer to moving the plane.

Good morning, I am soon to be a new vintage Mooney owner! 1976 Ranger currently in its annual/pre buy. Although this is not the first aircraft I have owned, it is my first Mooney. I am coming from a ‘46 Swift. My questions have to do with what is going to be really new to me, based at an airport with no maintenance on the field. For many of you that is a fact of life but for me...I got spoiled. For the past six aircraft I have owned, I have always been at the same airport down South with an excellent shop only a two minute walk away. Whenever I had even a minor issue, the shop owner, who is a friend, always set aside time to get me on my way. Service! If the annual goes well, it looks like I will be based at Bolton airfield south side of Columbus Ohio. Super friendly folks, bbq on the airport, but no mx. Especially for you owners in the Columbus area, what has been your experience with local mechanics, anybody willing to travel if the airplane is stuck? Any special advice for a new owner in this situation? I’ve done owner assisted annuals in the past to keep the cost down, but not sure how that would work if having to fly to another shop. Appreciate any info and thank you for all the great posts about keeping Mooney’s going on this site. It has been an ongoing help and pleasure to peruse as I get closer to the big day.