bmcconnaha

Very good points. I saw the thread in Mooney being for sale again after I posted this question. I was wondering about the future value of a J, and I think you hit the nail on the head. Nothing else out there has that mix of capabilities and economical operations. as a side note, I’m based out of Coeur d Alene Idaho. Aerostar is based here. They obviously don’t make planes, BUT…. They support the existing fleet, and what I have heard, excellent parts availability, and fast lead times on what they don’t have in stock. I’m hoping someone can do something similar if mooney decides to close up again.

that is for sure an option!

fourteen months ago i bought a 1990 M20J with 1880 hours total time, no damage history. nice enough airplane, but stock interior, original paint in ok shape. stepped down from an SR22 turbo. Ive been upgrading it throughout the last year. things ive done: IO390 hartzell top prop precise flight speed brakes led lights all around the exterior new nav/com and transponder for ads b in and out... thorough annual, and correction of rigging. ton more small things, but those are the major ones.... plane is currently in san antonio getting a new interior from aero comfort.... heres where it gets muddy. after the interior gets done, i want to finish the panel (g3x and GFC500, plus some other small stuff, cies senders, new radio for com 2 etc) multiple quotes for avionics (we are a an avionics dealer, but not garmin) put that at about 58k to finish the panel. I plan to paint the plane down the road if i keep it. another 20k. i dont see me being into this for less than 260k all in. thats a ton for a J, but its very unique with the 390, and performs well. it meets my mission for travel for me solo, or with one passenger, and does it well (flew from idaho to taxas at 13500, one fuel stop, 162kts true at 13500, 9.7GPH). no one has ever sat in the back seat. thats the good. the bad: a big bore 4cyl will never be as smooth as an io550 OR tsio540. no FIKI. no built in o2 (i prefer to fly at 11500-15500) should i finish this airplane and fly the heck out of this new IO390? its a consistent 162-167kts true, or cut my losses and buy an ovation or bravo?

Could you post a picture of where your referencing on the plane?? Mine has lock nuts if it’s where I’m thinking

i have a couple we bought before the pricing increase still available... PM me if you need one. Still taking 430/430w and 530/530w on trade.

we sell both JPI and EI... both fine units. i like talking to EI better for support. EI also has a trade in rebate for trading one of their old units. PM me if i can help with pricing @Peter Rejto

I wouldn’t say that…. The 390 J is treating me well, but… I really miss a turbo charger….

i think i am officially regretting not buying it....even sans FIKI.....

grapes are a go to for me, especially in the summer. lots of water. i really like "perfect bar" protein bars. I like to stop for coffee and lunches, but sometimes that just doesnt work out. i have a small cooler i put on the floor on the copilot side.

im talking about the lapbelt latch

i will tell you ive snapped my thumb in the fixed belt latch a few times when its cold.... that sucks!!! lol

Man i was so close to getting them, and between the out of place loop and worried about hitting them getting in and out ob the px side.... this just reaffirms for me...

that was my main concern. if i could get them on the floor, i would. until then, ill stay fixed.

Great, thank you. Pretty sure I’ve read that article before, just didn’t catch that.

I thought so as well, but it says fuel or oil strainers or filters.

Hi all! My 390 in my just crossed 100 hours and it’s due for both an oil change and a cleaning of the Challenger air filter. I regularly change the oil and oil filter, but I want to make sure the air filter is approved as owner MX. FAR 43 says: (23) Cleaning or replacing fuel and oil strainers or filter elements. but it doesn’t specifically say air filter. what say you?

Depends how the installer reads the equipment list for the IFD. It's certified to slide and be a direct replacement for a 430/530w. The equipment list in the manual says other equipment may work, but hasn't been tested by avidyne. The GI275 will work with the IFD, but it's up to your installer to sign it off. I did this with a pair of G5s before they were listed in the install manual. We are doing this with a g3X at the end of the year.

No thanks. I briefly looked at FWFs stc. Not for me.

I've been talking about a field approval for one from their DER.

Two blade. I don't see the point of any more weight on the nose. I had the plane at 17500 today, and it climbed fine. Coming through 17000 was still 400-600fpm. I'd rather have the faster cruise of the two blade.

Couple screen grabs from a video I took yesterday, coming home at 14500. Initial cruise was at 10500. It was 167kts true there. The bumps got bad, so I tried 12500, no change, so up to 14500. It was light, still seeing 700fpm climbing to 14500, 90-95 knots indicated. Nice tight CHT spread, this is 100 ROP. Just over 9 gallons an hour.

Unfortunately some common misconceptions. 1-Cylinders cost the same. 2- I did the swap right there in my hanagr in Coeur D alene. Didn't have to take it to a special location. 3- the prop. I think most people should agree that at engine overhaul, the prop should get one to. At min, an IRAN. The 390 was less money from Lycoming than an IO360A3B6. I was ditching the single drive mag anyways. The D engine was more money from Lycoming than both. I paid 9700 for a top prop. Sold my other prop in a day for 3. So, 6700 out of pocket for the prop, and I didn't have to pay to overhaul a 30 year old prop, and I saved several thousand on the engine vs either 360. 4- the 360 was certified in a day when rounding up was allowed to rate an engine, the 390 certified in more modern times, it makes as much or more than the rated 210. The factory test sheet showed it developed rated HP at 27 inches and some change manifold pressure. 5- after 100 hours, I can confidently say cruise is 4 knots faster on average vs my old 360 according to all the data I've downloaded (have each flight for both engines) 6-climb is substantially better. I find myself cruising in the low teens regularly, and even a short hundred mile hop, I'll climb to 10k no problem if I need to. 7- the install is almost identical to converting to the split mag io360 a3b6.

That wasn't the case when I ordered my 390 last year. 390 was less money.

I am headed to his shop this week....

if she was fiki id be calling you....