SilentT

A part of me thinks I needs this. Then the other part says I have too much shit I don't need any more.

So by now you probably all know I bought an 85j that sat for more than 15 years before being flown 8 hours to sit another 15 months before being flown 10 hours a week ago to my latest location and back i asked for some more details and pictures and this is what I got asked for some more details and pictures and this t what the engine overhaul mechanic said he did to the internals of this engine. Something about I don't have to worry about the corrosion because it got a graphite Magnesium phosphate matrix. I asked for some more details and pictures. https://www.parkerhq.com/parco-lubrite-phosphate-conversion The latest mechanic did take the plugs out in borescope the cylinders and said it looks great but we didn't take a jug off. I also included some sexy engine shots that I took this morning

Too be fair.... Last week was 42kn gusts in MN... Almost landed backward. Did no flap at 95kn with only 40 something over the ground was wild.

Except I bought a plane not even lance knew about... And he helped with some log review. Although I am paying dearly as he said I would initially... Dang

Yuck... I have a feeling a previous owner thought they knew what to do and didnt know how.

not sure just got this pic today from A&P

The A&P pulled today and sent this pic, she will get it fixed. But none of us has ever seen this bulkhead deformation before. She was going to see what the options were, but no one i know has seen this. The big ass crack is what you see there, top left to bottom right

I'm new to this, I assume spinner can be repaired. Whats the situation with this bulkhead? Prop came off because there was leaking oil down the blades.

Oddly enough every single rubber mount for the pannel broke, and the damn thing fell on teh cross bar and shorted out radio master screw. A&P got new spacers fixed er right up. now in 2nd shop, asked em to check it make sure its ok.

Wow my prop is coming off right now because I picked it up monday and flew from sandpoint to flying cloud then to Peoria IL. Every stop had oil on 50% of the blade. its only got 80 hours but its almost 20 years old age wise. Soooo its going monday to get resealed. If it leaks after that... F*it 2blade MC whats this about oil choice, its an A36D, what should i be using?

I mean look, I'm a new mooney owner, I know nothing of the struggle. But I do ok with business... Why even talk about new planes. Thats R&D dollars and theres no way to cover those expenses now. New planes wont make money. Massive capital tie up, no production ramp, demand is too low, etc. Step one is what I see happening: Get the high margin business on solid footing; parts and Service. Parts production has to go up. Inventory is going to tie up all capital for the next 3-5 years. The fleet must stay in the air, or the game is over. Point, peroid, end of that topic. Step two: Only after profitability with parts and service; New developements on existing platforms. If you are going to spend development dollars, make sure its where the fleet needs it. What thing does everyone know is worng, or know how to make better, but doesnt have the development / regulatory power to push through. Step three: new training platform. When the team grows, develop a training platform. Low wing, fixed gear, hearty mooney for the training market, needs to be TAA to cover the commerical requirement in lieu of RG because no flight schools are buying an RG ever again. Step four: continuous improvement on prior platforms. Stay current with Acclaim / Ovation (premium tier), Relaunch the J/K with 4banger, and continued trainer. There is really no reason to go beyond a simple product offering and do it well. But it all starts with the high margin offerings which is parts and service. Getting past step 1 could take 5-10 years, just is what it is.

So I’m headed to Idaho to get my bird 84J after almost 1.5 years in the shop. ap is happy, I’m happy, he does final runup today while I’m in route and 50a cb blows for lower switches. He said cross tube felt warmer like they shorted to it, look as though they had fallen on it. But when he pushed them up off of the cross bar the cb would not reset. I'm headed there tomorrow and while not an ap I hope my EE degree can be of help to him. I’ve already flown the transition pilot across the country lol. any thoughts or recommendations here beyond look for burns?, I’m guessing checking continuity to ground, then start removing loads / all loads until it has no ground link and will hold a reset?

I need to make an offer on these for my 84J; they were done by Hector What would be a good offer?

I am so asking for one for christmas when my J arrives.

Not great but that's a story for another time. Still trying to get it home. Also in the headliner I saw those pics on first post. Did they show where the horns and speaker and two lights go? That's all I saw on the cannon plug was 2horns 2 lights and a speaker. Did I get that right?