DaV8or

Quote: conom06d Well I'm kind of glad i found this thread yet at the same time i am not. I have this red debris too in my right tank but I always sump it out every time i fly. Now that I know what it is...i'm not looking forward to seeing the bill haha. Is that the price of the O&N bladder you saw or the reseal in oregon?

Is there any reason not to have the door, baggage and ignition keyed alike? All three use the same key blank, so it should be possible.

Quote: JimR Dave, O&N installed 64 gallon bladders in my 201 two years ago for almost exactly that price (plus tax). I think that that included a few hundred dollar price break because I had the job done during their Oshkosh special pricing period (which I didn't even know about until the price break was reflected on my invoice). They required only three business days to turn the job around and offered a five year warranty. Warranty work, if necessary, can be performed by your local A&P and does not require that your aircraft be returned to them for service. New fuel caps and stainless steel filler rings are included. Jim

Quote: KJATCt How are your temps, speed?

Quote: Geoff Dave, I agree. How about a diesel STC for the older planes using Deltahawk/other engines? I think LoPresti is pursuing this on the SR20.

Quote: testwest The full meal deal cost for the Weep No More was $8300. They quoted 3 weeks process time which was very accurate. The work order I got has a detailed work breakdown, I can post it if you want. Good luck!

Quote: KJATCt Ok so I have chosen the SWTA 201 cowl. I have the new engine and baffles in place. I have not flown it of course but I do like the engine accessibility this set up offers vs the “doghouse”. The fiberglass cowling should be here in about two weeks I will post more pix then.

Quote: testwest Our Mooney went through the entire Weep No More strip and reseal process at Advanced Aircraft in Troutdale a few months back. Since then, it has not leaked one drop. Highly recommended, if you need that job done that is where I would go!

So if they can't build the planes they had been building, can't develope new ones and can't refurbish the old ones, then I say they should just keep cranking out parts, work on new and advanced STCs for the old planes and consider redesigning and turning the 201 into a homebuilt kit. Maybe and I really mean maybe, consider redesigning the old M10 Cadet into an LSA.

I'm off to Top Gun on Thursday to flush the tanks and clean the screens. They say that just running a bunch of fuel through the tank until it comes out clean is about all you can do. If it persists, strip and reseal or bladders is all you can do. They recommended Advanced Aircraft in Oregon for the strip and reseal. They don't seem to have a website. Anybody know this shop?

I'll be there with my friend Tom. 25th to 30th. Not flying in though. I'll be looking up all things Mooney.

Quote: Kwixdraw I could see them making upgrade kits or something for an authorized technician to install as a stop gap but I doubt they would want to reup for the liability issues they already sweated out. Keep in mind that a tremendous amount of the cost of new aircraft is product liability related.

Also, most if not all new aircraft buyers don't want to buy a beater and spend then next 3-6 months refurbishing it themselves nor locating a capable party (ies) to do the job from top to bottom. That said, $139k is pretty compelling for a completely refurbished, overhauled, top to bottom stripped and darn-near remanufactured, J model.

Quote: N9154V Cost??? Would it be practical?? Would we pay $150,000 for a brand new F?? Would they be able to completely "0" time the whole plane and call it a 2011 model??

Quote: roundout While I don't disagree with the zeitgeist of the posts in this thread, I think that some folks may not understand just what kind of time and money it takes to bring an airplane to certification and production. Mooney can't afford to bring anything new to the table and can't afford to even really improve upon the existing airframe (max t/o and landing weights, for instance) because of the costs associated with certification.

Quote: KSMooniac No debris is normal, I'm afraid. Lew's idea about draining repeatedly sounds like a good first step to me. I can't remember if your plane had sat a long time or not before you got it, or if the prebuy noted anything tank-related. Can you refresh my memory?

Being a newby, I have to ask, how much do older tanks typically drain bits and pieces of the tank sealant when pre flighting? My tanks don't leak, but they are mostly original and everytime I drain a sample, I get a fair amount of pinkish red debis in the GATS jar. This is my first wet wing, so I'm not sure what is "normal". I know I'm in for a reseal someday not too far off, but how much debris can I handle and how hard is it to regularly change the fuel filter? The amount of crap I'm getting must be clogging something somewhere.

I'm a new Mooney F owner too, so I'm no authority, but I do have a couple hundred hours in a Piper Arrow IV that has pretty much the same engine. I have found that "warm" and "hot" are relative terms and the engine, being air cooled, cool off a lot quicker than we sometimes think. I'm not sure exactly what the time is, but at some point sooner than I think, the cold start proceedure works just fine. Today for the first time, I "hot" restarted my Mooney after refueling. I just primed it a little less (3 seconds vs. 5) than usual and it worked OK. Not great, not bad, just OK. So I'm still working on it too. My big question is, how do I get my Mooney to start without a bang! So far, mine (I've only started it five times so far!) goes a few blades and then BANG! it goes, but not without sounding like it's trying to break the engine mount. It's a pretty violent start. Should I try priming it a bit more?

Quote: Geoff 1. Product evolution. Keep the wings exactly as they are. 2 door fuselage in Carbon fiber with same basic profile, with an eye to potential future pressurization. This does 3 things, first it improves ingress/egress which is a problem for many older/heavier pilots; second, it updates the airframe to the future "composite" technology as well as providing experience for CF use in other components; third, provides a pathway to pressurization. Benefits would be enhanced speed/efficiency in current product line. Updated image for marketing purposes, and greater utility for he mobility challenged. 2. Use lessons learned in #1 to develop small turboprop capability (RR500). Think a Moonified Epic Escape.

Quote: Parker_Woodruff I think Mooney has the best value by far (especially pre-owned), but every aircaft Expo I go to with Falcon, there's generally someone's Acclaim there, but the Cirrus dealers get the crowd of non-pilots...they might look over the airplane, but the Cirrus has 2 doors, "looks" more practical, has some friendly sales guy that demonstrates a non-pilot can go from nothing to a plane and a pilot certificate just like that.

Quote: danb35 I can see a way that the front cylinders would be the hottest ones, and I can see a way that they would be the coolest ones, but I can't really see a way that one would be the hottest and the other the coolest--especially by 100 degrees.

Besides just the engine, there is also cowling and baffling to change. It's pretty expensive I'm told. I believe that LASAR owns the STC for this, so calling them would be the best start.

Looks good. I don't need an interior now, but I might consider some work in the future and I have a nephew that lives in Las Cruces.

I like the position of the armrests in the F, but they are too skinny for me and my elbow keeps slipping off. This happen to anybody else? I was thinking of making some new, wider armrests and I'm wondering if anybody has already done it so as to save myself some engineering time.

Quote: carusoam A couple of threads seem to end badly also.... I copied the mess, but it does not look the same when I pasted it....... -a- The web site you are accessing has experienced an unexpected error. Please contact the website administrator.