jeremyc209

This is the problem with that idea. Even posting my plane here with a couple pictures I had members showing up to theory craft on how much of a deathtrap it was. (it isn't) You'll get the full spectrum of opinions on every aircraft you invite them on. I've thought about doing the same thing with a website where people register and can upload actual, paid prebuys of planes, but that would no doubt piss off a ton of people. In the end it seems the best option is always finding a competent and trusted mechanic to do your first look (if you aren't able) and prebuy. I ended up buying a plane that was within driving distance to me because I wanted to thoroughly look it over myself before sending it off for a prebuy.

At least you can power cycle a glass panel to correct a "freeze" (does that happen often though?) but when steam gauges or legacy radios or vacuum pumps crap out, not much you can do in flight.

Anyone have a picture of what the tail section vacuum lines are "supposed" to look like with the PC (rear turn coordinator 1965) + Accutrak installed? Mine came disabled with two aileron servos gone and the lines in the tail cone are all different types. I'm about ready to reinstall the servos and replace all the lines but I'm curious what baseline I should be shooting for. What do you guys use for vacuum tee's back there? Clamps?

I would let the owner know everything you posted here, and based on their reaction/effort to correct the situation, leave a detailed review of the shop on Google. You certainly don't have to let them continue working on your plane, but they should be given the opportunity attempt to make it right and if they come up short, you should let others know about your experience with a review.

Funny how @Garmin Aviation Team has yet to weigh in on any questions or feedback offered in this thread/ad. It's probably going to take a tad more effort to get people away from FF.

Yeah I was just curious which button was used for PTT and what you used for the vacuum dump. I'm in the process of getting my PC system running again and considered the panel vac dump + yoke PTT replacement.

Yeah it's just a lot of money to test out another app, I do see used Strarux units for a couple hundred on ebay though. Then deal with having to sell the Sentry if I did switch etc. Would love to get away from the iPhone too. Simply testing out a different app is a bit of a commitment.

What button did you use for this? Got a pic?

I'm still getting a few drops of water in samples out of my right tank and it's been hangared/dry for well over a month with quite a few flights and top offs since it last saw any rain. Some steep turns seemed to work some more out early on. I haven't experienced any engine roughness on that tank that I could detect though.

I wish Garmin Pilot could use my Sentry, I'd give it a shot if so.

I have a perfect copy of this book that was included with all the materials I got when I purchased my plane, Revision #8 9/15/2000 When I get some time for an extra project I'll scan it and upload it if people are still interested in checking it out.

That makes sense, is the tube supposed to just dump air a little higher than the box but behind the radios? Seems like a lot of trouble to move air a foot or so in the same air space.

Anyone know what this is? Under the copilot side of the panel by right knee. Two red capped ports and another with clear PVC attached but it's just open under the panel, it doesn't attach to anything else. Small connector with a few wires and a "14v" sticker.

Can't answer your question but I was able to rent one for my C recently, it's snug but plenty of room for me. Sure beats the ramp.

Mine is all the way left on the bottom row and the numbers are a bit small. It would be nice to have a bit more obvious of an indicator when temps start getting near the danger zone instead of the first warning being 30deg passed a much more reasonable redline for the engine.

This was the response from Insight. 450/500 for warning levels seems pretty useless right?

I have a G2 Insight and I'm wondering if I can adjust the thresholds for green/yellow/red CHT bars. Default is red at 460 (!!) and yellow at 410 I believe. I'd prefer something more like yellow at 400 red at 420. I can't find anything in the manual about making any of these changes, but I'm assuming they have to be adjustable somehow to account for different engine applications right?

Got the wingtips sorted. Some decent matching paint came with the plane. Are these same switches available from spruce or elsewhere? The fuel pump switch is pretty "loose" in particular but a couple of them are getting there. My beacon occasionally doesn't work as well but I haven't confirmed if it's the switch. Wouldn't surprise me though. It's a strobe, not sure if they're prone to other intermittent issues. (It works without the other strobes on) I secured a small hangar at my home airport though, one of the few private hangars came up and I asked around at the right time. The public hangars are probably a 5 year wait so I'm definitely happy!

Awesome! I bought a set of these cap covers to use in the meantime since we tend to have a lot of weather come through this time of year and they've definitely got a lot of good use already. (pic from spruce)

Yeah it seems like most options aside from serviceable originals are very spendy. Stainless would be great but not for 800/wing in parts alone right now if I could even get them. I wonder if I have something similar to that poster going on though, my left tank is pretty decent while the right side is pretty bad. I need to take a closer look.

Yeah I grabbed a set of those rubber cap covers off spruce since I didn't know how long it will take me to sort out the repair, they seem to be great quality and were holding on fine in the 38kt gusts out at the airport today when I swung by. The fuselage cover was hanging on for dear life but getting the job done

Yes! That sounds great, I'll look up the catalog for your F to compare part numbers and PM you. Thank you!

Correction: I have been pointing things out that I have found myself and asking for advice about those specific things. Nothing you two have offered has been helpful, and you just ignore any explanation that doesn't fit with your narrative. I did not buy a perfect aircraft, nor did I ever claim to have, nor am I pretending to have. I am expecting to find other issues, but I feel confident that the major items were covered in the prebuy and annual that I had done, and that I paid a fair price for what I got. Oh, absolutely.

Yes, water sounds and flows differently, it doesn't evaporate quickly, plus it's literally a different color. I knew something was wrong before the sample even finished filling. It's almost like I was trained on how to check for water in the fuel tanks. Here's a video from 4 years ago of the plane in the same carpeted hangar that it came out of last month when I bought it. It's been there a lot longer. You guys don't have the whole story, so you fill in the gaps with worst case scenario stuff. If it's genuine concern, I appreciate that, but I hope you can appreciate that you're missing a ton of information that I have. I didn't come here to open an investigation into the history of my aircraft, I've already done my due diligence. It's honestly kind of amazing the conclusions you two are coming to with so little info. It's a local plane. Its prior field (PVF) is 20 minutes from me. I've spoken with numerous people on that field including the reputable mechanics that worked on the plane for years, Hangtown Aviation. I got my Mooney transition training from a fellow Mooney owner and CFI that has a hanger across the aisle from where this aircraft was stored. The previous owner was not an "open checkbook" kind of guy, but did take care of the plane, and kept very good records. For example, from the day he purchased it in 1996, I have a "flight log" of every flight he made since then. He basically doubled his logbook workload to create a separate log for the aircraft which included the route, times, and notes, and maintenance intervals. I have a large box full of records that came with the plane. It was not a ramp rat sitting in the corner for years as you two seem to think. I don't think he did much if any flying in rain, and in the last few years only flew with a safety pilot. My best guess on the filler neck corrosion was that it's been there for a long time he deemed replacement unnecessary for that reason. The door and baggage seals let some drips through but I found no evidence of corrosion or standing water inside when we stripped the interior. I did have a good prebuy done and was there for a chunk of it to inspect myself. I have talked to them and they are going to make it right for missing the filler neck pitting. Maybe, if you're just trying to "help me out", stick to advice on the current situation instead of making up stories about the history of the aircraft? What's the point of that anyways, you think I'm going to return the aircraft? Get a "post-buy" because a couple guys flipped out over a disconnected nav antenna? How does your opinion of the paint job that you've never seen matter? Come on now. In the last 18 months it's had 3 annuals and at least one prebuy. I think I will survive. If I don't, you can say I told you so here in this thread. I have a good relationship with my local mechanics and I take what I discover to them for advice, not just y'all. This forum is supposed to be informational and enjoyable. Let's keep it that way.