1964-M20E

What was the total equipment cost and install cost?

Do they let you do anything over there?

I'll see your dual EI and raise you EFI as well. http://www.aircraftspruce.com/catalog/eppages/ptefii.php I'd love to go dual EI and EFI on mine if I were in the experimental class it would probably be done by now. Long live the dinosaurs

Yes the bearing is pressed on the hinge but it can easily be pressed out and the new one pressed in.

Logs are important. However, the last 5 years and a log of AD compliance, IMHO, are more important than a 337 for something that was installed 30 years ago and removed and replaced 2 times with something new since or the oil changes done on an engine two overhauls ago or a circuit breaker that was changed 10 years ago. Those items do not mean a whole lot to me other than that some type of work was done. Keeping an old 337 for something that has been removed just takes up space in the book even though I am guilty of this as well.

use a little Vaseline on the pins before you insert them back into the radio it will help.

It may take me a while but I have the bearings at my hangar. It took me a while to find them and they were not cheap for their size about $50 each. I will try to find the web site and the part number for you.

I'd leave it in you never know when you will fly down south during the summer.

got it

cool in the stinger there is a JATO assist and a parachute

What model Samsung do you use?

Scanning the numbers it appears that 64 & 65 were the best years for Mooney different time different place. Also it appears that until Mooney forced out the J frame it would outsell the long body airplanes. Just casual quick observations of the charts not scientific. The worst years were 2001 with13 and 2002 with 10 aircraft manufactured.

Put the plane on jacks and with the travel boards go thorough the full rudder rigging procedure in the manual and verify the aileron rigging during the process. If it wants to turn left on the ground and in the air it should be in the rudder/nose wheel rigging. There are certain alignments for the nose wheel and rudder during the rigging process.

Closer means more time at the airport and more flying. Nicer larger newer hangar same cost not much of a decision. Non towered is not an issue you have an approach at HEG. Do you have an IFR GPS? If they do not work out on occasion go to CRG for that flight.

cool maybe when they are done they can come by and do a quickie paving of my grass strip 6" of asphalt would do for a long time

I think the Mooney would suffer more than the F22.

I believe you guys have it pretty correct I'm no history major here but I did stay... What really won the war was an unstoppable manufacturing ability here in the US. The fact that we could produce the weapons of war faster than the Germans or the Japanese could destroy them and we essentially starved their war machine for fuel.

no matter how you slice it the economics of aviation is tough

Just some quick numbers i threw together from a spread sheet I made up years ago to determine the cost of airplane ownership. I later abandoned it and I just close my eyes and put fuel in the plane and go flying. New Mooney Ultra $750k 6 shares for owners each flying an average of 6 hours per month tha this a little over 400 hours per year total. So at 5 to 6 years you would be at recommended TBO but if engine is running good and everyone taking care of ti maybe you could go longer. each owner initial investment $60k finance remainder of aircraft cost for 15 years. (TBO reached before plane is completely paid for) generous amount for hangar, annual, and engine TBO included in $200 hourly fee and monthly dues you are looking at $600 per month in dues or fees to each member and $200 per hour wet. So the average owner in this scenario would be putting out about $2,000 a month minus his original investment. Obviously you could play with the number of owners initial investment etc this is just one example.

Sweet!!!! Just remember you have paid your dues and you are part of their club and as such you sometimes get access what others cannot have.

Happy thanksgiving to you as well. When I first read the title I just thought you were trying to beat the Christmas rush.

My comment was to bring the M10J to the market as a quick build experimental aircraft called the EXM10J. You use the funds generated to continue development of a certified version and a the same time you can begin to work out the production kinks. This would open the air frame up to several newer engine technologies and avionics immediately. The way I see it you have 3 major systems for an airplane and Mooney has full control of only one of the 3 as it should be. 1. propulsion - Mooney does not produce propulsion generating devices 2. air frame - Mooney makes air frames and integrates other components into that air frame. 3. avionics- Mooney does not produce avionics Mooney has a neat clean sheet design for the 10J so rather than continue to bleed money developing it offer it now to consumers willing to do the experimental route and generate some funds to continue the project. At $50k to $60k for the complete quick build air frame and you add your engine and avionics I think they could sell them a quick 3 seat retract with good range.

Certification costs is why I say put the M10J (EXM10J)v on the market bringing in funds during the development phase.

Seth Go with the APX 322 for remote mounting of the transponder unless you have the panel space for the APX340 which is cheaper. I'm still on the fence about upgrading to the 550 from the 540. There are other more cost effective solutions but not as clean.

The engine position is so that the plane can ultimately replace the A-10 as a close ground support aircraft. Now we just need to figure out where to put the 30mm cannon.