Parker_Woodruff

Quote: LFOD That sounds like a great quote. Is he giving you a break on 500 install since you will be the guinea pig? I am salivating over that 500, but I am not sure what I would get for MX20, but I am thinking not much. I will just wait for the HSI to take a dive.

Quote: eaglebkh I wouldn't give up the STEC - couldn't imagine there's much trade-in value given the cost of acquiring an STC for a used STEC (essentailly the same as buying a new STEC). Does the A/P not work, or does it just need a few additional components to get it functioning? Also, what about keeping your vacuum AI and forgetting the standby electric? I know you mentioned the quote was without the standby elec, but you'll already have an elec AI when you pop in the G500. That way your AI's won't be dependent on the same power source. Yeah, I'd have to ditch the GDL69 as well and use the money to buy a 496 or 696. But heck, a G500 and a 696... You're going to come down with a bad case of TMDS (Too Much Display Syndrome)...

Quote: JimR I can't say that I "need" a vernier cowl flap control, per se, but it would be nice to have more than three options for setting them. Perhaps more importantly, a vernier control would presumably be more substantial and less susceptable to damage during entry and egress from the cockpit, as my cowl flaps are always open for ground operations and the handle sticks way out and is in the way.

Just for serious grins I got an avionics quote from David Hartsell at Hartsell Avionics in Tyler, TX (KTYR). He quoted me approximately $28,000 for the following if DO NOT get an electric standby attitude indicator. Good news: I'd have some sweet equipment and just barely be into 6 figures on my plane after upgrades. Bad news: It's a lot of money and I've got 4 years and 6 months till the plane's paid off. I later sent him a reply saying I'd rather have a KMA 28 audio panel instead of the Garmin 340 because I could ditch my David Clark intercom and have additional features that the Garmin 340 doesn't have. (That's the first time I've said anything like that about King v. Garmin). After doing that I'd probably be closer to $27,000 on the install, and probably under $25,000 if I pawned everything off on my own. That said I could pass on the Garmin GDL69 for XM weather purposes and the GTX330 transponder and be under $20,000. Does anyone want to buy any of my equipment? This is what I'd have done: David, Thanks for your time today. If you could let me know a couple quotes, as well as what you could get me on trade for my current equipment, that would be great. I need to figure out if I must sell this equipment on my own to pay for the upgrades or if your trade in values are substantial enough. I appreciate the help! You can view the seller's ad of the plane I bought in February HERE. Install: Garmin G500 Garmin GDL69 to receive XM weather Garmin 430 (owner provided) Garmin SL30 NAV/COMM Garmin GTX330 (ADS-B compliant) Garmn GMA 340 Audio Panel Electric Standby Attitude indicator Remove: King KCS-55 HSI KX-165 with Glide Slope KX-155 with KI-203 CDI KR-87 with slaved heading KI-227 KT-76A transponder KMA-24 Audio panel KN-64 DME STEC Turn Coordinator that can be hooked up to an STEC autopilot. Vertical speed indicator Vacuum system with attitude indicator

Quote: KSMooniac I'll add that I only run less-than-WOT (outside of the approach environment) if I'm loafing around on a sightseeing trip...something like 20" or 22", 2300-2400 RPM and 10-20 dF LOP. Otherwise, WOT all the time! Running at partial throttle is less efficient...and I'm all about efficient speed.

Looks like a nice plane except that panel is hard to look at.

Quote: Mcstealth Drove through Dripping Springs the other day to go eat at the Salt Lick. Should have dropped by to confirm your testimony :). Congratulations and, maybe next time!! Damn hour plus wait, for dinner!!! Had the live music going so atleast you were entertained.

Quote: Mitch Sadly the Mooney display site is very much missed here at Oshkosh. With that said, Ronnie Kallis and Jennifer Mitchell are here selling airplanes. They are staked out at the MAPA both. According to Ronnie, Jennifer is selling two airplanes here

Quote: JimR Every plane is probably different as far as the trim and flap indicators go, but I read that full down aileron deflection is equal to 15 degrees flaps. So I usually set takeoff flaps by turning one aileron down with full deflection and then visually matching the flaps to that. On my plane that technique places the flap indicator at the top of the takeoff range. I then match the trim indicator to the flap indicator and it works out pretty well.

The POH in my 1990 M20J-AT calls for 15 degrees of flaps on takeoff. I've also noticed that climb performance is greatly increased upon raising the flaps. SureCheck doesn't make a checklist for the M20J-AT, but they do have one for the M20J MSE. That checklist allows for a range in takeoff flap settings from 0 degrees to 15 degrees. However, does the POH in newer M20Js agree with SureCheck on this? I really do like the performance and acceleration differences in operating with 0 degrees of flaps versus 15. Obviously there are stall speed differences, etc. Let me know if yall have any info on this, as well as your experiences with climb rates, etc. with and without flaps. For what it's worth, I'm getting 500-600'/min while accelerating slowly to Vy, whereupon raising the flaps I get 900'/minute. And this is in Texas late afternoon heat with full fuel and a passenger. There is always the delay in the VSI that I need to make sure I'm taking into proper account.

Sounds about right. Remember, high performance means nothing in this airplane. It's 200 hp, and not 201 unfortunately.

Quote: KSMooniac You're gonna love it, Jeev! Just don't let Parker slap some ugly BU stickers on it.

Quote: KSMooniac And yes, you read correctly that my first post-graduation job as a flight test engineer (and airworthiness engineer) up there. The summer before that I was an intern and the 3rd engineer on the program...we got to do all of the preliminary design, lofting, performance estimates, etc. that summer ('95) and it was great. Before the plane got fat, we had a 1300+ lb useful load and could do 194 KTAS at 8,000 ft. Ovation speeds and 182 payload with the gear hanging out...it is quite a plane. Too bad the empty weight grew so much, though.

You made a good choice on this one. Make sure and make a post once it's yours!!

Quote: Amelia Hi- just returned after a spell away from things electronic, and still in the market for rudder pedal extensions. Tell me more, Parker? Are they the regular Mooney ones? What size? (I gather the 3" ones are considerably more involved, installation-wise.) Have you encountered odd flying characteristics with them, or are you just blessed with tallness? How much do you want for them? Thanks so much, all y'all, for the thoughts. Amelia

Quote: Auburn02 Finally got around to getting an insurance quote, which came back surpringly at $1475 (175 TT, 0 in type, 0 retract, instrument rated). I guess I'm just used to getting the shaft from all things insurance and was primed and ready for a $2000 quote. That was from AOPA insurance, so I suppose there may still be room to improve.

Quote: Cruiser Parker, Need more details on these performance numbers. How rich is ROP........ 50°F? 150°F? How lean is LOP? What MP and RPM settings? 151-152 KTAS LOP is pretty good. At what settings. How about CHT? Over 360°F? thanks,

Check your private messages.

LOP in my Mooney costs me between 10 and 13 kts. I haven't really nailed down that figure yet. All I know is I've seen ROP numbers topping out at 167 on one occasion, but in general between 160 and 163 KTAS. That said I've only run ROP about 3 times looking for real performance information. LOP I'm getting between 150 and 156 KTAS, but generally around 151-152 KTAS. 1990 M20J-AT

what kind of power settings were you using at what altitudes?

I got a couple quotes back when I was looking. I got a quote for my 1990 Mooney M20J with a hull value of $84,000 for ~$1490 from the AOPA Insurance Agency. At the time I had about 2 hours in Mooneys and only about 34 hours of retract time. Total time was in the 420 hour region. On a 1985 Mooney 231 I got a quote for $1450 on a $90,000 airframe. I ended up with a $5100 commercial policy so I could teach in it/rent it. Edit: Does anyone have any experience with this group-buy at Falcon Insurance provided by MAPA?

$550/mo!!?? They run from $85/mo-$115/mo around here.

What's the rule of 46?

Quote: SagemGuy I think its because of that weird gender thingie! RFB

Quote: SagemGuy Funny. I just went the other way with my mixture control. I could not get the ROP where I wanted it with the push-pull control and replaced it with a twist type vernier in order to make a finer adjustment without "stops". The old one would always settle after setting at either 25 ROP or at 110 ROP. I used one from McFarlane to replace it. RFB