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About Mooney_Allegro

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    Lives Here

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  • Gender
  • Location
    Henderson, NV KHND
  • Interests
    Flying, cars, scuba diving, trains, snow skiing, traveling.
  • Reg #
  • Model
    2015 M20TN

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  1. I used AirFleet Capital for my financing back in 2016. They're based in Chandler, AZ I believe and have various locations. The contact name is Jim Blessing. Their number is 800-390-4324. At first I applied with AOPA financing and was rejected despite spending days on their application process. I wasn't happy with AOPA Financing one bit! My credit was perfect, with no outstanding loans. I applied with AirFleet Capital and my loan was approved within days. AirFleet was a seamless process and I'd definitely use them again for any future loans. Everyone was super nice at AirFleet. Jim is an aircraft owner and often attends all of the aviation trade shows. They would be my number one choice in the future. My interest rate back in 2016 was 4.39%. I have no idea what it would be now.
  2. Sorry Ross, it's been sold already. I've been getting a lot of calls in the last few days. I tagged it sold, but it's hard to see if you're not looking for the sold tag on the original listing. -David
  3. Oil changes for the plane are between 25-30 hours and no more than 4 months time. I've been using Phillips 66 X/C 20W50 with Camguard. I cut open the filter at every oil change and if I have any questions with the filter, I send the filter element to ALS Tribology in Phoenix for analysis. I use to use Howard Fenton in Tulsa (recommended by Blackstone), but Howard died unfortunately. For the oil analysis, I send samples to both AvLab and Blackstone. Yes, it's overkill, but I like the comments by Blackstone. I don't use the US Postal Service any longer for oil samples, as the postal service has lost two of my samples, the most recent late last year. This was with a tracking number. Instead, I use FedEx 2 or 3 day air and it always gets there. The engine burns about 1 qt. in 10-12 hours roughly and the oil analysis results have been good. Everything has been in the green. Hopefully it will stay that way. My oil does get black fairly quickly, but so did my previous 1998 J model. I do unscrew my oil cap & pull it out slightly after I'm finished flying to vent as much vapor as possible. By the time I'm done cleaning all the bugs off (20 min.), I screw the cap back on. I've read that this practice may help with corrosion prevention (limit moisture), but I don't know for sure.
  4. Electric Mid-Continent Attitude Indicator, removed from a 2015 Mooney Acclaim Type S. It has about 700 hours and was removed to install an L3 ESI-500. Works perfectly, but has no paperwork with it. The stats are below: MFG PN: 4300-313 Serial Number: J15-10554 Rating: 10-32 VDC, 1.5A MAX Weight: 2.7 LBS Panel Tilt: 0 degrees Lighting: 28V B/W (Blue/White Lights) MOD: 5,6,7,8,9 Cost Comparison: A new one would cost $3,100 and an overhauled unit would be $2,000 Price: $500 including shipping within the Continental USA via FedEx Air. Dave 770-365-6464
  5. I just paid $2.55/gallon for 100LL on Wednesday 4/22/20 at Texas Gulf Coast Regional (KLBX), and $2.60 same day at Williston Airport, Florida (X60). Amazing prices!
  6. Check hangar space at KLZU. I've had a hangar there on and off over the years and my experience is that they always have space available. Aero Industries 770-980-0808. There's a different company on the southside of the airport (Air Harbor), but they are a lot more expensive (newer hangars). I don't know how current this info is, but this is what I remember.
  7. Thanks Paul! I signed up for the service last night. Also, thanks for helping me with my Savvy engine analysis in the past.
  8. Dan, I don't mount the O2D2, but just lay it on the backseat if I have two people up front. If I'm by myself, I lay it next to me on the co-pilot seat. I have the same issues with the tubing. It sometimes gets tangled up especially with the headsets, iPad charging cord etc. -Dave
  9. Highly recommend Henry Weber Aircraft, Lancaster, PA (MSC). It's worth the flight.
  10. blakealbers, I use the Mountain High ALPS face mask 18,000' and above and the cannulas below 18,000'. The masks are used with the Mountain High O2D2 Pulse-Demand Oxygen system that has an audible alarm and blinking red lights in the event of oxygen loss. I regularly use a pulse oximeter to check blood oxygen levels and pulse. As backup, I have a Precise Flight portable oxygen tank all set up with masks and ready to go IMMEDIATELY in the event there's an issue with the ship's oxygen. There's been at least one Acclaim crash due to inadequate maintenance on the oxygen system while flying at FL250 and a second close call in an Acclaim just out of maintenance. Luckily the second Acclaim pilot recognized hypoxia and took immediate action by descending. When I first took delivery of the O2D2 system, on a flight to Sun 'n Fun, the main oxygen supply line on the O2D2 blew off at FL250. After a few seconds, I heard the alarm, and reattached the O2 line. I had to hold it in place most of the flight. After I got on the ground, I called Mountain High to complain. They immediately sent me a different oxygen line that stayed in place. Why they sent me a line that slid out so easily I do not know. On long flights, I try to take a second pilot with me to help prevent fatique. Flying pilot, and pilot monitoring (works radios etc.) After the fuel stop, we switch duties. I recommend having contingency plans for loss of O2, frequently checking your oxygen levels, know your hypoxia symptoms, and know how your oxygen system works. It's always a great idea to check your oxygen connections in the tail if that's where your tank is to be sure maintenance hooked everything up properly after servicing. Test it on the ground before you start. Make sure everything works. I also put the face mask on while on the ground. It's too difficult to put it on in the air. (might miss radio call when taking off headset). Flying at high altitude allows you to get above most of the weather into smoother air, allows you to operate above the icing (in my experiences), and your true airspeed is much higher. It's also nice to take advantage of a nice tailwind. I had a groundspeed of 355 knots over two years ago from Las Vegas to Atlanta. The Mooney is an amazing machine! P.S. As far as comfort, the key is to not strap the mask on too tightly. I keep mine just a tad loose, otherwise I'll get a headache on a long flight. The other issue is to wear earplugs along with your noise cancelling headset. Why? Because using the mask creates a slight gap between your headset with the headstrap, along with your sunglasses, so the earplugs compensate for this and allows you to quiet things down like normal. You just have to turn your radio volume up so you can hear ATC and your co-pilot. I don't use earplugs with the cannula or below oxygen levels.
  11. A word to the wise: Make sure your service center times the mags correctly and installs them correctly. My MSC did NOT time my mags correctly at the 500-hour mag check back in Sept. 2018. They mistimed both mags by 8 degrees and installed the mags incorrectly. I flew around for over a year with misfires at high altitude and I couldn't run lean-of-peak anymore after my 500-hour check. Plus both turbos were hotter than normal for well over a year. About three hours after my 500-hr mag inspection, after I complained, I took the plane back to the MSC and they checked everything and said all was well. After well over a year, I was so disgusted with my engine, that I flew down to Fairhope, AL in October to Continental, and they discovered the issues. Mags mis-timed by 8 degrees and the mags were installed canted to the left instead of towards each other. After Continental made the proper corrections, I can now run lean-of-peak and no more misfires at FL250. The mechanic at Continental, who was excellent (Doug Burdick) advised me that they correct A LOT of mechanic's mistakes all across the USA. I highly recommend Continental in Fairhope for engine issues. They know what they're doing.
  12. Can someone post the new article today (12/03/2019) from the Kerrville Daily Times? I'm not a subscriber to the newspaper. This is the "teaser"...... Mooney Aircraft employees return to work, face uncertain future Sean Batura | Dec 3, 2019 Updated 5 hrs ago After more than two weeks of furlough, Mooney Aircraft’s workers were back on the job Monday, but their future remains hazy. A statement by Mooney’s Devan Burns, listed as a human resources generalist, said the furlough is over, and said the oft-troubled company was in negotiations with another investor. Just who that investor is remains unclear, as does much with Mooney.
  13. @curusoam, First off, thanks for your comments. I have a bit more information to add to the mix. The plane has a G1000 with a datacard to record aircraft engine parameters. I'm a Savvy subscriber for over a year now, so they have the downloaded info, and I was able to find it. My fuel flow for most of the affected flight was under 18 gph. At about 45 minutes prior to landing, the FF spiked up to 35 gph for 5 minutes, then returned to normal. This must have been when the G1000 "range-ring" showed I had about 5 minutes of fuel. I checked my engine logbook after the leak was fixed last October, and the corrective action was, "Tightened fuel line on fuel transducer, leak check good". It was a five minute fix.
  14. Thanks Mike. I'm really glad to hear that it didn't come out of the factory like this. I just had flashbacks from Richard's crash and now this new crash in AZ, so it's been making me think a bit more about maintenance practices. That fitting was never something I ever thought about until last October. At the various maintenance facilities I've been to in the last 4 years, it's a constant theme from management....."we are having a hard time getting qualified people, and the experienced people are retiring". It's putting me on pins and needles everytime I take my plane in for an annual. There's been too many issues I've seen on my plane where things have not been put back correctly, and by chance, nothing bad has happened. Thanks for your concern.
  15. Perfect, thanks for the suggestion and photo. I've seen torque paint on I believe the major oil fittings. Is torque paint on all the fuel and oil fittings? Is that standard? If I remember correctly, sometimes I've seen cracks on some of the torque paint. I'll have to recheck the engine and look for that.