Mooney_Allegro

I used Bob Bramble in Sarasota. He's great. Cost $1700 I think 5 years ago. My KI-256 has lasted about 600 hours, and 5 years. It's about time to get it overhauled again.

Again, I'm glad Mr. Simile is ok. This reminds me.... "Where are the M20J AmSafe seat belt options"? Please Mr. Richard Heitzman, offer something for us M20J guys. At least it would offer protection from some types of crashes.

The ELT just sold, so it's off the market now. Thanks for your consideration.

Wow, I just viewed the video, he's one lucky guy. Glad he's ok and hope this isn't any type of major set back for Mooney.

I thought about bladders for a short time, however I don't like the fact that I'll lose some useful load. What is it, about 30 pounds for the bladders? I do Coast Guard Auxiliary flying, and most of the guys I fly with are over 220 pounds, so I can't afford to lose anymore useful load, or maybe they should be put on a diet.

My 1998 M20J started leaking this winter, and I'm scheduled with Paul this summer. I've already patched the RH tank once, spending over $1000, and a week later, I still had a strong smell of fuel in the cabin when the plane was topped off. I took it back to the people who did the patch, and they advised me it's suddenly leaking at a different location and will cost another $1000. Instead of tracking down leaks one by one, I've decided to get both tanks resealed and be done with it. Paul will presenting at the Mooney MAPA convention in Kerrville, TX next month, so I'll look forward to meeting him there. I'll post my experience with Weep No More after the reseal.

I just ordered the JPI M113-3/8 CHT Gasket Probe from Aircraft Spruce. When I asked why this wasn't offered to me back in 2010, sales advised that it wasn't available for a 4-cylinder at that time, only the 6 CYL version was available. Whether this is true or not, I don't know, but I'll be happy to have a more accurate reading for the #3 CHT for sure. Thanks Marauder, your cockpit video presentation made me spend $100+!! . Also thx to everyone else who added some comments.

This used ELT has a new battery that expires Jan 2020, and a brand new whip antenna that was never used. Includes all the hardware to hookup in your aircraft including cables. Transmits a 406 MHZ emergency signal to the COSPAS/SARSAT satellites and a local 121.5 homing signal. Includes certification statement from Sarasota Avionics that it is working & serviceable. Reason for selling is that I upgraded to the Artex1000. Contact David Lincoln, Mooney63Q@gmail.com. Cell: 770-365-6464. $500 includes FedEx shipping by air in the USA.

Thanks for the photo of your setup. I'll call JPI about the piggyback. I wonder why this piggyback probe wasn't offered 4 years ago when I had the 830 installed? All I was told was that I needed a probe to fit around the spark plug, and that I won't get accurate temperatures from #3 cylinder. I think JPI told me this.

Thanks Marauder, if I could find a device that will piggyback from the CHT #3, that would be great! Keep me posted on what you find. I was very impressed with your uniform CHT's! .

Marauder, Nice video of your panel! All of your CHT's seem to be pretty close in temperature. On my J model, my #3 cylinder always shows about 100' hotter than all the other CHT's as displayed on the JPI EDM-830. I'm told by numerous Mooney Service Center mechanics that the 100' hotter is false, since the harness is placed around the spark plug ring?, instead of where CYL 1,2,4 are getting their temperatures. The #3 cylinder already has a CHT pickup for the ship's CHT gauge, so the JPI probe cannot fit in there. So basically I subtract about 100'F to my EDM 830's CHT #3 and that brings me in the ballpark of the other 3 CHT's. My ships CHT gauge only shows CYL #3, and that temperature is pretty close to CYL 1, 2, and 4. Are you getting similar CHT's because your probes are all picking up the temperature at the same places? Thanks!

I'm looking forward to attending again in May. Last year was my first time attending & I met some really nice people including Dr. Chen. Lots & lots of beautiful Mooney's.

Hi Eric, Congratulations on your new Mooney! I live in Henderson, and have my plane based there as well. My plane is getting some avionics work done in Florida, but it'll be back at some point in the spring. Looking forward to a fly in someplace!

I used Jim Russell in Delaware when I owned a Piper Warrior II. He did great work, & I had many nice comments on the plane. I don't have experience from any other shop. Good luck!

I had the new Artex ME406 installed 5 years ago with the rod antenna. This year at Oshkosh I purchased an Artex 1000 to get the GPS interface, for more accurate search & rescue. I'll be selling my ME406 sometime in the next few months with a whip antenna.

My GTX-330 transponder was sent to Garmin & is now a GTX-330ES, for $1200. It's GPS data comes from either the GTN-650 or 750. I already have traffic through the Skywatch & use XM for weather data. Sarasota Avionics is predicting that Garmin will raise the price soon for the upgrade to "ES". I wouldn't doubt it as we get closer to the 2020 date. I chose to get it done early to get it out of the way & avoid the "rush" as is being predicted as we get closer.

Marauder, Just to give you an update. I had Sarasota Avionics replace both the GTN-650/750 under warranty. I then flew it 4 hours & pretty much experienced the same things as before. The GTN 750, which uses the top antenna had range/clarity issues while talking to JAX Center & Charleston approach while at 9000'. When I switched to the GTN 650, which uses the belly antenna, I was heard 5x5. The squelch breaks still occurred on the 650, but not as frequently as before. Both the squelch settings were set to 75, as directed by Garmin. It seems everytime I have a range issue, more times than not, the center or approach controller is off my left wing. Is it possible there could be a blind spot from my GTN 750 antenna while transmitting? I'll do some more troubleshooting for the squelch breaks by turning off equipment one by one to try to isolate a possible RF issue. I wonder if the transponder somehow could be affecting the 650 to cause squelch breaks, because it seems the squelch breaks don't occur on the ground, it's only when I become airborne, and the GTX330ES is activated only above a certain speed. I'm heading down to Sarasota in a month or two to have them go over the installation with a fine tooth comb, because Garmin says none of my issues should be occurring. What was the outcome of your issues?

Various data fields blink at different times on the GTN650, every few seconds. My GTN's are not on a rheostat, it uses an internal photocell. Garmin acknowledges these units have a blinking problem through a service letter I received through email months ago. Currently there is no fix, but they said that a fix will be available sometime with a future update.

Bob, I'm curious, do you keep a battery charger hooked up to your battery when your plane is sitting in the hangar? I use the Battery Minder, model 28252-AA for aviation use & recommended by Concorde. The battery charger I bought years ago from Sporties was not recommended for the Concorde battery, and I don't know if it shortened it's life or not for the last battery I had.

They disappear often how? By getting broken off or people stealing them?

Hi Pat, Count me in on a meeting w/Garmin at Oshkosh. I'll be at Oshkosh Aug 2nd & 3rd only. My GTN's were installed by Sarasota Avionics, I believe they are Garmin's largest installer of the GTN's. Here is the list of descrepancies: 1) GTN 750 range is very low. I have to monitor the GTN 650 to make sure I don't miss a center radio call. 2) GTN 650 has constant squelch breaks up to 45 seconds, even after 2 different Garmin dealers made numerous adjustments. 3) The GTN 650 display blinks so frequently that it looks like Christmas tree lights. (blinks every few seconds) 4) Annoying squelch break at end of every "inbound" transmission. Lasts about 1-2 seconds. My install was done in Feb. 2014, so it's very recent & I have all the latest versions of software. These issues have greatly increased my work load in IFR conditions. I have to monitor the 650 w/the same frequency as the 750, & the squelch breaks are so bad with the 650, that you don't want to monitor the 650 at all. I consider this a safety issue. Next week Sarasota Avionics is swapping both my units out for new ones, under Garmin's direction. I should have more data late next week.

Before I bought the J model, it was serviced religiously at Henry Weber's facility. They have a great reputation w/good people. The terminal restaurant use to be good too, but that was years ago when I lived in Reading, PA. I'm going to schedule a trip sometime this summer to Weber Aircraft, as I'd like to talk to them about installing a standby alternator in my J. They've already installed one in a J a few years ago, & it was featured in AOPA magazine.

I always monitor guard (121.5), however sometimes I need to turn it way way down due to all the chatter & primarily because my new GTN-650 keeps breaking squelch which lasts up to 45 seconds even after adjustments on all frequencies. At the airlines, we are required to monitor 121.5.

Richard, I've been waiting for the Amsafe airbag system for my J model since 2008. I've seen the Amsafe website, videos, and safety data, and want the piece of mind of having protection between me & the instrument panel/yoke in the event of a survivable accident. Please make this project happen!

Marauder, It certainly sounds possible, however I never had any squelch or range issues with the 430W & 530W. I know those radios were a completely different design & platform vs the GTN's. Sarasota Avionics notified me that Garmin will replace both of my GTN's, so I should have more information in a few weeks when they make the swap.