Basic Member
  • Content Count

  • Joined

  • Last visited

  • Days Won


KSMooniac last won the day on April 21 2016

KSMooniac had the most liked content!

Community Reputation

1,722 Excellent

1 Follower

About KSMooniac

  • Rank
    Won't Leave!
  • Birthday June 4

Profile Information

  • Gender
  • Location
    Wichita, KS
  • Model

Recent Profile Visitors

4,737 profile views
  1. Operating costs are eye-watering from everything I've read. Maybe not compared to a pressurized twin, but even compared to a "regular" twin in many cases. I know someone locally that just stepped back down to a nice V-tail due to expense. He did enjoy the Malibu, but got tired of feeding it. Sent from my LG-US996 using Tapatalk
  2. Not impossible, just hard to find. They come up rarely. I bought some with a complete salvage plane. but I'm weird that way. Sent from my LG-US996 using Tapatalk
  3. No. GFC 500 won't interface to the old stuff at all. You'd be better doing 2x G5 at once and just bite the bullet. You'll recover some useful load and increase reliability. Sent from my LG-US996 using Tapatalk
  4. Testwest here has done extreme drag reduction on his 77 J and gets 165 KTAS at 10 GPH. That's the best I know of...and he's a pro test pilot so I believe his numbers. Off the top of my head, his mods are: Later model overhead vent retrofit, plus replace fuselage skin to delete pop-up scoop F/G smooth belly (may have antenna inside) Wing tips with nav antennas inside/cat whisker delete Forward COM antenna delete LoPresti cowl Hartzell Top Prop F/G low profile lower gear doors/caliper rotation/aft blister delete Optimal rigging He hasn't repainted, either, so new jetdriven-quality paint might bump that up a bit more! Roy LoPresti was an aero design genius and went after drag reduction first and foremost when turning the F into the J. That formula still holds true today for the speed/efficiency freaks! We have more to work with than he did in 1975...but it takes effort and money. If you like to tinker, get after the rigging of gear doors and control surfaces. Check cowl fit and repair as needed to keep it from riding up (like mine!) and creating a step behind the spinner. Get rid of obsolete antennas, beacons, etc. Keep it clean. Remove dead weight. If re-doing interior, consider non-leather to save weight. Put some ballast in the baggage area (like a couple gallons of water) to move the cg aft if you don't have folks in back. It all adds up to more speed! Or be happy with what you have! Starting with any Mooney of puts us at the top of the efficient speed class. 5 knots more cruise speed only saves ~5 minutes on a 350 NM flight at typical J speeds. Will you spend 10 AMU to do so? I won't answer. Sent from my LG-US996 using Tapatalk
  5. Hard to answer! Essentially zero after a lot of work on my part...Buying and parting a salvage plane with that kit. I plan to build an engine mock up (with un-airworthy pieces) and assemble the kit first to double-check everything, then get anything overhauled if needed, and finally install on my plane. I didn't, and wouldn't, buy the kit at the last retail price of ~34 AMU. Can't buy a new one today anyway. Sent from my LG-US996 using Tapatalk
  6. I went the other direction with my MT prop...12 lbs lighter than stock McCauley. I won't intentionally buy any Hartzell due to their propensity to issue AD's when they need a sales boost. I still plan to add a TN kit one of these years too and think that will suit me more than the 390+Hartzell. Sent from my LG-US996 using Tapatalk
  7. Wow, if that's real that is a substantial change from a few years ago... $4000 each vs $2100. Maybe the CMI PMA jugs entering the market have helped us? Edit: airpower is showing $1587 for CMI & $1986 for Lycoming IO-360 wide deck/angle valve jugs. Spruce shows no stock for 390 jugs, and $2143 for 360 Lycoming jugs in stock/drop ship. Sent from my LG-US996 using Tapatalk
  8. Consensus from years ago seemed to be that the juice isn't worth the squeeze for the 390 conversion. If you've already got the prop maybe it isn't awful. Go price a replacement 390 cylinder before you decide. Sent from my LG-US996 using Tapatalk
  9. Thanks for doing this again! Count me in, pax TBD. Sent from my LG-US996 using Tapatalk
  10. Congrats on a successful clinic! I'm looking forward to the Caravan after missing last year. 74 ships are registered! Sent from my LG-US996 using Tapatalk
  11. I feel this is getting closer to economically viable. Something like the Dynon Skyview HD system will help enable this whenever it is blessed for Mooneys. Standard panels could be built on a bench and dropped into an airframe easily if everything gets ripped out and replaced. Stripping the interior and panel is easy...and going back together without vacuum lines, wet oil and fuel pressure lines, etc coming thru the firewall simplifies reassembly. I just hope they can deliver. Garmin options might work as well at twice the price and still make sense. Sent from my LG-US996 using Tapatalk
  12. Your CHTs are very high too, which increases oil temp and decreases oil pressure...they're all related. Oil pressure is easily adjusted higher by an A&P by turning a screw, or removing the regulator and adding washers as needed and reinstalling. More pressure is always better in a Lycoming, so I'd encourage you to get it cranked up into the upper limit of the green. You should also carefully examine your baffles or doghouse and seals, close up gaps, etc to get those CHTs down below 400 and hopefully 380. That will help decrease the oil temps too. Lastly you might verify proper vernatherm performance and check the oil cooler for obstruction, bent fins, etc. Sent from my LG-US996 using Tapatalk
  13. With the new G5 and G3X installations we might finally see prices come down on the GI-106 indicators...they have really held their value. If it were me, I'd want a separate, full-time CDI for the SL30, especially as an ILS backup. Garmin has all of their installation manuals available so you can read the details and limitations. They also have great participation on Beechtalk with lots of helpful diagrams of various panel goodies. Sent from my LG-US996 using Tapatalk
  14. I'd consult with Don Maxwell...his shop has repaired far worse in-situ. Don't give up easily or quickly! Sent from my LG-US996 using Tapatalk
  15. Yeah, that website is some sort of copy or archive or zombie even though the regular site and company went away many years ago. I don't know of any other option. I just don't fill past 6 quarts in my J. There is an argument to be made against those in that the oil they collect from blowby is nasty...full of combustion byproducts, etc and not what you'd choose to circulate through the engine. FWIW Sent from my LG-US996 using Tapatalk