bmcconnaha

That seems to go against the common theme that three blades mounted to a 4 cylinder vibrate more than a two blade. In fact, of the two propellers allowed with the 390 stc, the two blade has no rpm restriction. If I could have gone MT tho, I would have.

The 390 has about 80 now

Well, engine mount was OH 75 hours ago, new engine mounts as well…. prop def is not in contact with the cowl….. good point on the rubber isolators torque tho… maybe someone can chime in with the correct torque, and I can check that. thanks!

I installed a new engine in my J. Ever since the install, the vibration of the left panel has become more evident. I don’t feel like the plane has an excessive amount of vibration, but the panel shakes more now than it did before. I had the shock mounts replaced, made a little difference, but it still has some vibration at certain RPMs. Prop has been dynamically balanced. Made it slightly better, but still there. Anything else I can check? Or do? I believe he balanced it at 2300, I’m leaning with having it rebalanced to 2450-2600. I fly high and that’s where I spend the most time. The panel still has the original 6 pack, including the century AI and slaved HSI. I assume the weight on the panel isn’t helping things? thanks! Bryan

While I agree on the easy install on the built in power conditioner, I would want to have a conversation with them what was changed on the new surefly unit vs the old. After I installed the first lycoming EIS and suffered from occasional rough running, they said I had an original eis, that didn’t work well with 28v. They shipped me a new one, and Cyl 3 was intermittently firing out of the box. Lycoming themselves asked me to go buy a surefly and install their external power conditioner. So far, it’s been perfect. Minus the fact lycoming still has thousands of dollars of mine in not yet reimbursed warranty claims.

After my lycoming EIS (rebranded surefly) in a 28v airplane, that ultimately had to come out (after 3 attempts from lycoming to the tune of about 5k after labor, still not currently reimbursed from them) I ended up with a surefly. For you 28v guys, I wouldn’t be the guinea pig on that. I have the power conditioner, and it is fine. Plenty of room to install it in the J. Also, I find the electronic mag to have more noise slightly in the radios. The power condition did a good job eliminating that. I made the mistake of pulling non shielded wire first, and had to re do it with shielded.

i have tried both of those with not real good results. i just cant seem to hold still enough, lol.

yes. very hit or miss, and i do not feel all that accurate. when you can get it to read (maybe 10 percent of the time) i get saturation levels in the high 90s at 11500 feet. i KNOW it is not that high. checked with a finger oximter, its usually 5-10 percent lower.

aviation simple green, or standard?

wash wax, or simple green?

https://adamspolishes.com/collections/plush-microfiber-detailing-towels/products/adam-s-microfiber-waterless-towels i use these towels for either thier waterless wash, or the blue wash and wax. the microfibers do an excellent job on bugs with their texture.

Interested in a set as well! Thank you

Did you ever get your roll figured out? I’m fighting a similar, but slightly different issue. Mine flys straight but the ailerons are in different spots, and the yoke is turned to the right slightly.

Any idea what could cause the fuel pressure gauge to bounce all over when I hit the PTT. Intermittent. Doesn’t typically do it with the engine off. Not having issues with the radio outgoing issues either, just the gauge bouncing all over. Started as a small twitch, now it’s all over the place. TIA

Ahh, of course. Century 2000 that century just went through the computer on. Thanks!

Thanks for the info, all. On a separate. It’s, will we see the ability to go from a legacy g1000 non waas to an NXI setup? I see some other manufacturers have, but didn’t see mooney listed on Garmins site.

Anyone have an idea what year WAAS in the G1000 system on an Ovation or Bravo? And how would one verify if it’s equipped on earlier G1000s? Thank you

Old thread, but my brand new precise flight speed brakes came with a single button/annunciator combo, not a left and right separate annunciator

I’ll probably get some opinions on the values here on MS and from a couple of the main Mooney brokers. All American figured it would fetch in that 180k range. I don’t know if that is high or low. I probably won’t sell it for less than that. Unfortunately I am into it much more than that, but like all airplanes, you don’t get 100 percent return on your investments. It’s slated to go to aero comfort in October, and I have already paid half of his fee for a complete executive interior. If i don’t sell it before then, I’ll either keep it or assess the values then with a brand new interior and market it.

I’m thinking of putting my J up for sale to shop for a bravo. Very unique J. IO 390 installed in April of this year. Equipped as follows: 2000TT/all logs/no damage history 50 since factory reman IO390 50 since new hartzell top prop Avidyne IFD 550 LYNX NGT transponder PS Engineering 450B audio panel. new airforms powder coated baffles New engine control cables new knisley exhaust plane power alternator lightweight starter engine mount overhauled at engine change oil cooler overhauled all new Teflon non life limited hoses Whelen LED wingtip and tail strobe, wired in sync Whelen LED landing light 2900 gross weight precise flight speed brakes installed at august 2021 annual at a Mooney service center. Reiff turbo XP preheat surefly magneto with power conditioner turn key. I’m sure I’m forgetting something

KNR was the shop I mentioned in the original post. Kerry is about 500NM from me, but is about 60 days out from being able to help. October isn’t great for me, and I’m running very close to an instrument checkride, a d a cross country trip to Kansas and texas. Was hoping to get it done sooner.

What did they do to fix it? Mine isn’t rolling one way or another, the yokes are just crooked and the ailerons go opposite ways in flight. I’d like to confirm flap rigging before we go bending the aileron trailing edge. I really think it should be all the way gone through. I really didn't have time to bring it back today. Two other issues delayed me leaving with the plane yesterday, and today we left on vacation.

Just got my J out of a service center annual. It was supposed to be rigged, but it feels worse than when I dropped it off. The plane flys straight, but the yoke is turned, and the ailerons do the same thing. One up one down in level flight. Anybody have a recommendation for someone who has rigged their plane from start to finish the correct way (in the pacific NW preferred). I’d tackle it with my a&p, but we do not have the travel boards. If I can’t find anyone closer, I’ll head to KNR. He has a pretty decent article on rigging, so I’m sure it’s an easy project for him, but a long flight for me. TIA

my 1990 J had the single mag in it. Serial 24-3146. its not a split mag system with an IO390 with a surefly on the left mag spot.

surefly is fine. get the power conditioner and all is well.