donshapansky

As Don Maxwell explained it to me that the past several Mooney CEO's all announced grandios plans to outsource many of the components made in house by hand, one after another they came to the rude awakening it was not possible. No one was found that could assemble the pieces, it took the artisans from the Kerville area with the skills they alone have aquired over time to make these very unique pieces, especially the components in the landing gear and flight controls that made of welded 4130 tubular stock, he showed me a few parts that appeared to be quite simple until he pointed out the great detail of the shaping and included angles that were not obvious until you studied the piece. There are solutions to those type of problems but not without a of lot recertification and redesign, which may be the right time to redo the landing gear, increase interior room, so that larger props could be installed to really make use of 310 hp Turbocharged engines and maybe a 2 psi pressurized cabin option etc. etc. I admire any investors who will step up to the plate in these economic times from anywhere in the world! Especially when this particular market segment is so weak, with little immediate prospect of recovery. Does anyone think Mooney could sell 100 - 150 airplanes per annum for the next 3 - 5 yrs? And don't give me the "$200,000 J model is answer", it's not, as born out by the SR20 Cirrus sales history. Cessna has that market to themselves, that's just the brutal reality of the Retail side of the market.

I have flown a 252 Rocket for almost 700 hrs in the past 2 1/2 years with excellent results, the airplane flies like any other airplane just faster and better climb rates. I've heard that 1000 hrs were spent in flight testing and it shows, the cooling on hots days is excellent, I never see over 350 F on CHT once the fule flow was set correctly, the upper altitudes are where it really shows its stuff. I have not seen a turbocharged combo that works as well, usually critical altitudes are 20K +/_ this one is 24K before it starts to drop off max boost of 38" still climbing 1000'/min! This week I was showing a friend cruise climbs at 155 KIAS @900'/min continuously to 8,500' that's Aerostar numbers! in speed and climb (not the 700). The concern about flairing is bogus, I regularly fly with 2 up front no bags to speak of with no problem in the flare. I don't understand the concern about parts there is nothing but a motor mount, a bulge in the cowl, and different exhaust system this is easily overhauled by any shop and 2 intercoolers that are unique, but they can be rebuilt easily by appropriate overhaul shops. Everything else is shared by P210, C340, C414, Baron 58TC, Baron 58P, over 3500 aircraft! After flying an Acclaim back to back, the difference is a larger baggage area, no difference in rear seat room, no difference in speed and the G-1000 for 300 -400K more dollars. My Take: Don Shapansky

I have flown a 252 Rocket for almost 700 hrs in the past 2 1/2 years with excellent results, the airplane flies like any other airplane just faster and better climb rates. I've heard that 1000 hrs were spent in flight testing and it shows, the cooling on hots days is excellent, I never see over 350 F on CHT once the fule flow was set correctly, the upper altitudes are where it really shows its stuff. I have not seen a turbocharged combo that works as well, usually critical altitudes are 20K +/_ this one is 24K before it starts to drop off max boost of 38" still climbing 1000'/min! This week I was showing a friend cruise climbs at 155 KIAS @900'/min continuously to 8,500' that's Aerostar numbers! in speed and climb (not the 700). The concern about flairing is bogus, I regularly fly with 2 up front no bags to speak of with no problem in the flare. I don't understand the concern about parts there is nothing but a motor mount, a bulge in the cowl, and different exhaust system this is easily overhauled by any shop and 2 intercoolers that are unique, but they can be rebuilt easily by appropriate overhaul shops. Everything else is shared by P210, C340, C414, Baron 58TC, Baron 58P, over 3500 aircraft! After flying an Acclaim back to back, the difference is a larger baggage area, no difference in rear seat room, no difference in speed and the G-1000 for 300 -400K more dollars. My Take: Don Shapansky

I have flown the new A-20 headset now for a couploe of months (50-60hrs) some flights were 4 hr legs, compared the previous Bose heaset the new one is miles better, first the ANR and secondly the ear fit makes a huge difference on long flights, well worth the money and the cord to connect my i-pod Nano is a requirement no matter what headset because it doesn't offer the bluetooth option. Now my wife wants one!

I have used Concorde batteries, the RG series for the past 6 yrs and 1000 hrs, I have left the master on once and got it recovered with no damage to the battery. I believe the most important item is maintaining a full charge with occasional desulfation cycles being done with a Battery Minder that floats at 13.5 vdc, the aircraft certified version desulfates and monitors the ambient as part of the operating cycle. I currently have dual 12 vdc's in the Rocket with excellent reserves for cranking.

I use Traveljohns available at stores like Aircraft Spruce for very reasonable cost, you get a package of them, they are easy to use, the liquid turns to a gel quickly with no odor and easy to dispose of in an waste bucket, they won't leak or smell ever. I have used them for many years and they are the answer when you just got to go! Don

My 2 cents worth is the investor has to believe that he will get a return on his investment and that some day he will be bought out or his investment is relatively liquid (meaning some way to redeem some of the commitment). With the reality of today's market there probably are very few who would see the light at the end of the tunnel, the odds that Cirrus has successly met their goal was certainly not in their favor, their product is not that revolutionary to the more veteran airmen of today that's why we still fly Mooneys. Their market is today's buyer, they never saw $25,000 new airplanes, they base their values in comparison to what they pay for autos and boats today, their businesses need tax advantages and they trade up often strictly based on business needs tax wise or other perceived advantages. The marketing system is working, the return on investment is now being risked again by taking a new business jet to market with no assurances it will 'fly' marketing wise when so many others have fizzled. That is courage, faith and commitment in action. The Klapmeir bros. are to be congratulated, it will take someone like that to take Mooney from a standstill, and if you think the answer is a low priced entry, the SR20 never generated the profits necessary for basic solvency but it was the stepping stone for a very brutal market that told them it was not the answer to the question. In short this current economic crisis may eliminate a lot of airframe choices for good, unless someone can arrest the current skid that looks like a full blown crossed up opposite lock correction to the left into oncoming traffic. My needs are changing, our growth is defying logic with no sign of recession in our sales figures or profits, but I'm not brave enough to upgrade, maybe a GNS500 is the max, when I should be looking at a new Acclaim. I would'nt buy a plastic airplane that doesn't retract the gear. Too much can hang on that gear extended, and 15 - 20 kts is a big deal to me going westbound at 0530 bucking 35 kts from Fort Worth to Denver, one door or 2 doors dims in the cold reality of a fuel stop in Dalhart and an hour late for my first meeting. Don

I've had an EDM 700 in a Super Viking for 1000 hrs and had one EGT probe fail in that time. In the current Rocket I fly with an EDM 930 I've had one CHT probe fail, I thought it was a probe failure but it turned out to be a rubbed through lead to the probe. My experience in the Rocket is over 600 hrs in the past 2 yrs. I have the OEM TIT gauge by ECI in the Rocket now disabled due to so many probe failures of the TIT system. I don't know if that is a fair comparison but 3 probes changed out in 150 hrs was enough for me to pull the breaker to the gauge an let it rest in peace. Rergards: Don

I have the KFC 150 and wnet through several panel upgrades after a few days of ownership, it had a 530W and I wanted the autopilot to track the approach phase including holds. The answer was by DAC, the model is a GDC 31 Roll Steering Converter, it involves a button that you can select between HDG where the autopilot will follow the heading bug or GPS where the autopilot follows the 530W steering commands and vertical commands when the autopilot 'approach' function is engaged. If you look at my picture files you will see the button on the left side panel picture, it is in HDG mode on the picture. The autopilot is in 'hdg' mode all the time, unless you are transitioning to the 'approach' phase of the flight, you always have the autopilot in this mode to allow the roll steering to do it's thing. You will notice the needles are always perfectly in line regardless of the HSI nav needle setting. You may get a message to set the nav needle to a certain heading but it has no bearing on the course the aircraft actually flies. That is calulated by the GPS course you have selected for that leg of the flight. I'm very happy with the DAC converter. Regards: Don

If that's the airplane I think it is the owner spent a ton on it, not just paint but avionics were top drawer. I was shocked to hear the owner decided to sell it because every time I saw it at Maxwell they were commenting that he just spent money on it but didn't fly it much. I talked with him and he was really into his Mooney and all the bells and whistles he could find. Regards: Don PS if that is the Eagle I saw you need to see the panel!

When I bought my Rocket I really wanted to know the ins and outs of the emergency system of deployment. So when I was at Maxwell I had them jack it up and we went through the drill a few times until they were happy with the condition of the spring etc. and I understood the principle of operation and the limits. The M20K controls have a guard around the lever and the pull handle, so I have not had an errant passenger foot fowl it up yet. I think it is a simple well thought out design that is a little different but it makes sense after you go through the drill, I don't think we spent more than an hour shop labor time and I can operate it with confidence, in fact I have done in flight deployments with a Mooney instructor on board on a BFR recently. Regards: Don

I forgot to mention my indicated vacuum never is much above the green minimum, 4.4 maybe. However the shop calibrated test device showed the real number to be 4.75 so don't assume the aircraft gauge is necessarily on the money. Don

I had the same thing happen and as time passed I noticed when the OAT dropped into the 40's on start-up, the time for the AI to erect took longer and usually would not right itself until I was on the takeoff roll. I kept flying it for several more flights until one day coming home at altitude the autopilot would not track on the 'GPS' roll steering function, it just slowly started to drift right of course. I then realized the AI was listing to the left, the next day I took it into the avionics shop and got a yellow tagged KI 256 from Mid Continent for $3,750.00, ouch! The shop had tried several rebuilds from other sources with poor reliability results. That was 250 hrs ago and the replacement is much quicker to erect, much more steady in operation. A side note was, I blamed the autopilot trim servo for over correction on climb or descent commands from the K297 rate controller and over correction in cruise, especially in turbulence, well that all disappeared with the AI being changed out! I hope that helps you find the problem and be careful on the rebuild, I'ved talked with pilots since that have had poor results with low cost rebuilds, one guy was on his 3rd and it was in trouble. Regards: Don

Having purchased several aircraft over the past years, one thing I have learned, buy the best airplane you can afford with all the avionics you want already installed, it is more economical every time and more time spent flying than travelling to pick-up the airplane from the nest phase of upgrades, then going back for more tweaks after . I have a 252 Rocket that was aquired 2 yrs ago this month, it is a great airframe. The Bravo was on my short list, due to a poor selection when I was ready I didn't aquire one. TKS is valuable if you are going to fly in fall, winter or spring on a must go basis, it is available on both models certified for known ice, there is a payload and speed penalty. 100 lbs looms large on the weekend you want to take a couple with you and the cruise penalty is 8 -10 kts. make sure you really need that feature. I have flown 600 hrs in 24 mos. with next to no scrubbed flights due to no TKS, if speed is your thing with tremendous climb (1700'/min at 120kts in std conditions) a Rocket outdoes the Bravo big time in fact an Acclaim has a hard staying with my Rocket and they have less usefull load than I have at 954 lbs. The Rocket gets an increase (in the 252 at least) to 3200lbs from 2900 lbs on the 252 stock. Regards: Enjoy the chase, do lots of research and I would be happy to help Don Shapansky

Tom, I have used Don Maxwell for 2 years now and have spent a ton getting my M20K up to the standards I want. Check out www.markhegg.com he will act on your behalf if you want a knowledgeable Mooney guy. There are a lot comments on his website about the quality of service he provides, he also can train you on the Mooney type. Good Luck!

I hear you, I see 400 F sometimes leaving Midland, TX in the 100 F + afternoons, I feel for you being held in KDAL my base in Bourland Field doesn't get those holds, if below VFR never more than 5 minutes and I talk directly to TRACON. I sold by 89 Bellanca SV with an IO-520k that had Millennium II's with 900 hrs. the new owner took it to TBO + 1850hrs, they majored his engine, OH'd the MII's and he has 250 hrs on it, Power Master did the major it runs cooler than ever and stronger than my rebuild, Power Master has some cylinders with over 4000 hrs TT.

You can switch cards at any time before or after starting the avionics up, you transfer the flight plans in then pull the flight plan card out, reinstall the terrain card the 530 will enter a restart mode in 30 seconds by hitting 'enter' the 530 restarts immediately.

Hi Parker, are you going to Burnet?

I have an EDM 930 in my Rocket 252 and had a disparity between the original MP gauge and the EDM , then I realized the EDM sensor is placed after the intercooler vs the OEM between the turb and the intercooler. What I'm seeing is the pressure drop across the intercooler. I was involved with Machen Aerostar guys when they designed the new intercooler for the 700 Superstar, they spent 100K in design and were very happy to achieve a 1.5 inch MP drop across the intercooler at 44 inches MP. It's worth checking out your installation to see how it's set up, I like seeing what the engine sees. I also had to calibrate the EDM930 MP, if you have the adjustment option to calibrate the MP in the manual it's worth going through the steps.

In the Pilot's Seminar at GAMI the caveat on ROP goes away at altitudes of 8,000' and above you can run the mixture any where you like. The cylinder head temp limit of 385 F remains. That's where you have a choice open cowl flaps or richen the mixture to stay under the imit. I do it on my Rocket if I'm in a hurry to make my meeting either or both, first I stay 125 + ROP then open the electric cowl flaps as needed to stay under 385F. I have flown almost 600 hrs in 23 months, with ECI cerminil cylinders all in the high 70's/80, oil consumption is 1-2 qts in 30 hrs.

I bought a Samsumg Q1 with lots storage and solid state hard drive, I put Voyager (Seattle Avionics.com) IFR software in it with all charts with all approach plates geo referenced. My updates are paid for the rest of my life as a pilot for $699.00 on a Black Friday sale, Zappos sold the tablet for $1399.00. my 8 hr. battery pack with a Bluetooth WAAS Geosat (10 hrs battery life) means no cords and all the VFR charts are included.You only download the charts you need and the approach plates needed as you go that way the update times are reduced each month. I still like the WAC's on certain flights, XM is an option, with XM in the 530 I haven't bothered with it in the Q1 but the info is superior to anything yet I have looked at. 100LL downloads 2200 + airports every time I fire it up in range of the internet, all TFR's, W & Balance is included, range of the aircraft is known in the aircarft profiles you set-up, fuel stops are suggested at the lowest price, the routings can be automated, I prefer to do my own. I have the trip card for the 530 with adaptor (at hideous garmin prices) and the Samsung downloads my flight through USB to the card, get in the airplane slip the terrain card out and download my trip or trips in a few seconds, reinstall the terrain card and all the flightplans are ready to cue up. I still carry Aircharts as a back up with the paper charts.