jgarrison

Supporter
  • Content Count

    191
  • Joined

  • Last visited

  • Days Won

    2

jgarrison last won the day on November 8 2018

jgarrison had the most liked content!

Community Reputation

197 Excellent

2 Followers

About jgarrison

  • Rank
    Full Member

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. The big difference between the MSE and MSE Limited was a KAP-100 Autopilot in place of the KAP-150 and no HSI. There were other minor differences. Like the lower side carpets were replaced with royalite plastic and if I remember correctly, there were no sun visors. No middle arm rest. Cheaper carpet material and seat material. Mechanical cowl flaps vs. electric if I remember right. The reference to the inflation adjuster above. The big difference(s) between 1994 and now are labor rates, the cost of non-factory produced components (which also include much larger liability premiums) and the cost of liability premiums for the factory. Since the Mooney airframe takes 5000+ hours to hand build, you have to figure that the cost of labor is probably three times now what is was back in 1994. Cost of an engine and accessories, probably 3-4 times. And liability insurance premiums maybe 5-10 times what they were then and not spread over as many units. I just got a 1989 M20J that I am hoping to turn into a basically 'new' plane. I'm guessing if it were actually new, it would probably have to sell for between 600 and 700K for it to break even. I am going to try to stay under $225K for it, which is very high for a J, but in relation to new-new, it will be a bargain.
  2. I have seen a fair number of '82 models that had articulating pilot seats. But pretty sure I have seen quite a few with the co-pilot seat also so I have to assume that you could get the co-pilot seat articulating also as original equipment. They became more common to have both articulating in 83-84 and by 85 pretty much all of them are articulating. My guess is the articulating seat was a hefty difference in price from Mooney and because of that a lot of people only opted for the pilot to articulate. But that is just a guess
  3. 1982 Models. Both the 201 and 231. So it would have been the fall of 1981. Highly sought after feature in the models.
  4. I just ordered bottles. Two options: 1) bottle MFG date of 6/2019 (so has 14 years life left): $1,450 plus shipping (and sales taxes if you live in TX). 2) bottle MFG date of 11/2017 (so has a little less than 12.5 years life left): $1,225. Retail on the bottles is $1,872
  5. The bottle will come with the proper 8130 form. It is not a Mooney part number but it is the same bottle. If you are needing it shipped to Europe we would have to discuss what it is exactly that you need.
  6. Email me at jimmy@allamericanaircraft.com and let me know what size (77 or 115cf). I will be ordering a batch in the next few days. I will get you a price.
  7. I normally only stock the 115cf composite bottles. Do you need that or something different.
  8. Just sold the last on in my inventory. I will try to restock in the next few days.
  9. Looks like we are about to get some good late model stuff, along with some really nice legacy aircraft. For the late models: A G-1000 Bravo, An Acclaim and a couple of very late model Ovations. We have a super nice unadvertised 1981 M20J and a 1982 M20K and working on getting about three more J's and K's. As always, you are welcome to contact me to get on my pre-inventory list. We let the list have first crack at planes before they go to the advertising cycle. We recently sold a nice M20C, a G-1000 Ovation and a late 80's J that never hit the market. email me at jimmy@allamericanaircraft.com or jimmy@gmaxamericanaircraft.com to get on the list. Thanks, Jimmy
  10. Edit of the OP for new unadvertised aircraft
  11. My leather guy taught me this... For cleaning, half Simple Green, half water, spray bottle, scrub brush, towel. It really does a good job.
  12. Thank you. I have already run across a few who think this the market has fallen and have made stupid offers expecting buyers to cave. Bad planes will be harder to sell for a while and there will be some opportunities on the dogs for those so inclined to get into projects, but good inventory will continue to be gobbled up and I don't see any drop in prices. I confirmed this with a conversation with the owner of VRef a few days go. He is seeing continued strong demand and prices holding. In our business, our inquiries are running double the pre-Covid rate. My phone is ringing off the wall. I guess there is some pent-up demand from being quarantined too long. I have buyers ready to pounce on the right plane when it comes along. We went under contract on four planes in the last week and a half. Two of them were unadvertised, other than my new inventory list. And I have two or three that I know are coming that will probably never hit the Controller because they fit that 'check all the boxes' category. I'm not worried.
  13. I just sell em... Not a mechanic nor overly mechanically minded. Just know that they are not much good and for some reason Mooney came out with an SB or SI to remove them and sold kits to accomplish so they clearly knew there was either no benefit or there was a potential issue (or both). The plane I have in inventory now, I know, had the kit installed after the owner had an engine failure in IMC due to some blockage in the system. Whether he had Ram Air engaged or if it was because of a leak in the seal, or something completely different, I don't know. I only know he had the ram air removed immediately after it happened.. I fly a turboprop on occasion. First thing you do when encounter with moisture is engage the FOD diverter to keep moisture out of the system (it defects it overboard before it goes into the compressor). Ice in the induction system of any engine is not welcome. And especially when the benefit is almost non-calculable.
  14. Just my $.02. Sorry if you are trying to sell John your cable and I got in the way. I'll try to make it up to you. Maybe there is something I can do for you one of these days regarding value or something. Ram air on the 201 typically increases MP by no more than 1/2". Usually closer to 1/4. On the F and E, you will typically see and inch, maybe slightly more. The induction system on the J was better than the predecessors. Thus the gain was less because it was already very efficient and breathing. The potential for having induction icing is one reason to not reinstall it. I know of one dead stick landing on a plane I currently have that was due to icing through the ram air port. The second reason is it basically does little to no good.