jetdriven

53 minutes ago, Pinecone said:

That may be due to EIS.  Don has non-Garmin.

but you want the EIS to be on all the time for start too because that’s your primary instrument for like oil, pressure and such. 

On 4/6/2024 at 3:55 PM, donkaye said:

I gave quite a bit of thought to my arrangement.  Lower left in order, Master, Alternator, Display, Avionics.  They go on immediately at startup.  I then grouped the lights in two rows right in front of me.  The landing, taxi and recognition lights are on the top row.  Each operates on its own.  The lower three in order are the Nav, Strobe and Pulse lights.  At night the Nav lights go on and when on the runway at all times the Strobe and Pulse lights go on.  The Pulse Lights pulse alternately the left Recognition light and right Taxi light and vise versa.  They take precedence over the Recognition lights.  To the right of the lights is a row of miscellaneous items, Boost Pump, Pitot Heat, Prop Deice, and the Master LHS switch.  The LHS switch was the old pitch trim switch for the KFC 150.  I have found this placement has worked well for me.

I thought per the STC the display was supposed to be wired to the master.  

Us. Www.flyrpm.com

I don’t get wash wax all. I get washing it and I get waxing  it. I just don’t get how they can be combined. 
 

I tried it once, and left a smearing of stuff all over the plane, and it set out overnight and when they dew hit it in the morning, it looks like a train wreck. It definitely does not leave an even coating of wax behind. 
 

3 hours ago, EricJ said:

Absolutely.    People should always ask for the AD list as a deliverable from an annual inspection, even if it's just to confirm "no new applicable ADs found" on the next inspection.

You would think that, but I think that the shops aren't really looking up, recurring AD's and they  aren't tracking the old ones, and the owners don't want to pay for it anyway so they're happy to go along with it.   

We are sitting these out for now. They are the old ECI cylinders, and as many AD’s as ECI had coupled with the reputation of continental for building cylinders, I think I’m agreeing with Scott here,  some nice standard bore first run Lycoming  Cylinders, are the best you can do right now

It may be a weak circuit breaker to one of the pilots here spent four days, tearing his airplane all apart just to find out that the gear actuator breaker was weak and would trip when raising the gear. 
I suppose you could put a load on it on jacks and resist the motion of it and see if that’s enough to make it trip. 
 

1 hour ago, Vance Harral said:

 

It tells you nothing?  On the contrary, it tells you a heck of a lot.

This idea that asking prices are completely divorced from the reality of sales prices only has merit when N is small.  It's a fair point if you're talking about the single Hawker Sea Fury for sale on Controller; but not for, say, an M20J.  The dozens for sale on Controller/TAP/whatever have a price range that is almost perfectly linear with engine time, and it's extremely unlikely anyone is selling an equivalently aged model for half the price advertised on those sites.

The reason is that some very healthy percentage of people advertising airplanes and RVs and other toys actually want to sell them, and will move asking prices as needed to do so.  Sure, you get the occasional weird outlier ("Of course the airplane is for sale, honey!"), and that's why the asking price for that Sea Fury isn't meaningful.  But I'll say it again: Mooneys are not special exotics.  There are enough of them on the market that asking prices on the for-sale sites are a fine way to estimate current values.  That's the only place Vref and similar tools can get data anyway, so it's not like those tools have some special edge that individuals don't.  Even brokers who give you valuation advice are not going to disclose exact sales prices to anyone other than the buyer and seller of a particular transaction, because doing so would kill their business.

None of this is to say that an extremely casual buyer can't occasionally be successful with a lowball offer, or that an extremely casual seller can't wait years until a sucker comes along.  But for people who are actually serious about buying or selling a Mooney in a timely manner, everything you need is on the for sale sites.  That'll be true until the inventory gets so scarce that there aren't enough data points for the market to be rational.

But there must be a lot of unmotivated sellers out there because there are a lot of planes for sale for over a year on the Internet and haven’t moved. The Price hasn’t come down and buyers haven’t bought it for that so I would agree that for the most part asking prices are completely divorced from reality of actual value. The good airplanes that are priced right disappear. In fact, you might even say they wouldn’t even make it to the Internet because the people that know about the airplane locally would buy it. There’s a few planes around here that way. 

Gosh after all these years, adjusting the gain fixes the problem.   I mentioned on BT that someone adjusted the gains in the AFCS of the G5s and got blasted for how illegal that was.  Even though that’s the purpose of gain in a circuit.  

Wonder where VRef gets its data?  

6 hours ago, PeteMc said:

You mean a specific list in the Logbook or in the AD Service I'm think most shops are using now days?  And if you're in a shop I'm curious, if you know, are most shops now are using an AD Service or not? 

And if you're using some sort of Software, at the end of the Annual does your system print out a current AD List for the Logbook?  

 

   

If it was written neatly in the back of the log that would be great. But most aren’t. And most don’t have the 13 page printout we generate from TData.  

On 4/1/2024 at 4:04 PM, mike_elliott said:

Byron, thats great your getting that life out of them. Like all rubber like products, they tend to dry out and deteriorate, unless griggs figured out something all the race bladders, hoses, O rings etc havent. 30 years is borrowed time for sealant or bladders. If they have, heck, warranty them for 33 years and put the debate to rest!

 

On 4/1/2024 at 4:04 PM, mike_elliott said:

Byron, thats great your getting that life out of them. Like all rubber like products, they tend to dry out and deteriorate, unless griggs figured out something all the race bladders, hoses, O rings etc havent. 30 years is borrowed time for sealant or bladders. If they have, heck, warranty them for 33 years and put the debate to rest!

 

Perhaps the fact they are  3/16 of an inch thick and they’re  inside of a enclosed cavity has something to do with it. Maybe they’re made with the same rubber that my mechanic has on his Thunderbird the tires are from 1974 and you know what he’s still driving it. That and they’re not supposed to be left empty. But I don’t see how that really compares with a millimeter of poly sulfide sealant. But anyway, let’s just look it outcomes, this board and the Internet is full of owners that had to have their tanks resealed (Willmar is booked out for two years, solid)  but I haven’t yet seen anybody with a bladder that started leaking and had to be replaced. I’ve heard of a set of loose clamps, but no outright failures, and Griggs hasn’t heard of them either.  
theoretically, they degrade over time but in actuality we haven’t seen one fail yet.  When we make a statement like borrowed time, it’s usually backed up by data that shows an increasing pattern of failures.   But we need data for that I think.  Turban engines run across the ocean and back and they put 30,000 hours on them between overhauls. But they have a continuous airworthiness monitoring program, and when the graph turns upwards, they pull it.

it’s kind like the whole anti-roller camshaft thing. Oh gosh, those things ain’t no better than flat lifters, it’s the same thing…..you have 5% of the fleet every year replacing engines for spalled  camshaft and nobody’s turned up a bad roller lifter yet. 19 years of service now.  
but I’m with you, though, nothing lasts forever, but sometimes stuff lasts a lot longer than we initially think it would. 
 

1 hour ago, PeteMc said:

Maybe I'm wrong on this based on the few shops I've been in that others I know go to (I went to the same shop for years).  But all of them seem to now subscribe to an AD Service (maybe the same one).  I think they sort of had to move to this or have a huge stack of paper and spend hours and hours to keep their local records up to date for all the ADs for the planes they're servicing.   My logbook stickers, that I'm pretty sure is printed by the same software that has the ADs, makes note of everything that was complied with.  So if I go to a new shop, they just look up my S/N for what's needed for my plane and confirm that I'm up to date as of the last Annual. 

And I'm NOT against AdLog, I think it was an excellent option when it came out, but there's no reason to duplicate the cost.  That single plane service has grown to a service that contains all planes that the shop now pays for vs the pilot.  (Well, they directly pay for it and we get the cost added back into the hourly rate. )   So in theory you can travel to any shop you want to and not have an issue. 

 

You might be shocked to find out that perhaps more than half of the planes we see the first time don’t have an AD list at all.  Mooneys  aren’t so bad to create one, but some of these pipers have 35 or more airframe AD’s, and they are all hand scribbled in ink from 30 or 40 years ago, or even longer, and some of them were never addressed to begin with anywhere. Back in Texas, it was assumed, but around the East Coast, it’s almost like nobody’s ever heard of it before. And we have IA’s signing  the logbook for an annual every year and the entry is shorter than what I make for an oil change. “Jacked up airplane greased it, far part 43 appendix D annual, all AD’s complied with.” That’s not even phoning it in.  A decade of those and the plane shows up from Barnstormers as a complete mess. You can’t compress water.  

To me, the owner leaving his logbook in the back of the planes like leaving $20,000 in cash in a bag in the back of a plane. I would just as soon have the digital copies and let them keep those logs unless he just bought the thing or we’re doing a pre-buy and if we go over them together in person, it’s sometimes very helpful. Especially when you’re missing a bunch of AD’s. 

5 hours ago, mike_elliott said:

this ^^

Laura Casteele at SWTA will go over "ze papurwerk" for a reasonable price IMO. This is particularly important on older airframes. She can intercept things like 25 year old bladders/sealant etc. that will be a soon to deal with maintenance item in addition to making sure all of the AD's on all the equipment is legal etc.

If it gets past her, and you still have the itch, schedule an Annual/prebuy.

 

Old tank sealant is one thing, but I don’t see a thing with 25-year-old bladders. The ones in my plane are  33 years old and I just had  Griggs do the add on kit which required removal of the outboard bladder to install a nipple, and those things still look like new.  The thing about old tank, sealants, is if it’s not leaking right now, don’t expect a discount. Sellers don’t even want to pay for things that are  broken much less things that are old and nearly worn out and may give out at any time. But generally, if you see a plane with a whole page of this stuff, it’s better to just buy a nicer plane.

2 hours ago, Costa Leite said:

Dear Mooniacs

 

In our 1998 M20J Allegro, s/n 24-3429, we installed in 2020 the Power Flow Exhaust System.

 

I now realized that we still have the original and complete exhaust system, removed at 1.400hrs and 22years AirframeTT.

 

Today I took the pictures in attach of the original Exhaust System that I keep in my garage.

 

Do you think this is useful to you? If so, would you like to make an offer via PM??

 

 

Kind regards

Fredi

+351 910 690 093

I would like this. It I can’t get ahold of you with that number 

Otherwise it’s a Cadillac starter.  All ball bearings and series wound.  The skytec is disposable and that’s ok when they were 365$. But the old MZ will last forever.  It’s only heavier than the Skytec when you dont carry a spare skytec when you melt it down. 

On 3/30/2024 at 5:26 PM, mmcdaniel33 said:

I did.  We did a basic prebuy.  No showstoppers on the 2 hour inspection.  We did find two screws into the main spar done by the folks who redid the interior.  My A&P (experienced Mooney CFI and A&P) was not sure if that was an airworthiness item or not, but was concerned.  The nose gear had been turned too sharply and was "significantly" damaged.  I would be glad to send you his full report.  All in all, a nice plane.  For me though, was the fact that it has  not flown in 3 years, is missing 20+ years of logs and the paint was significantly more sun damaged than I thought.  The plane will fly with bad paint, but my wife WON'T!!!

 

Jerry and family are exceedingly nice folks, but not airplane people.  There were unwilling to further discount their already lowered price further..  I did not know about the missing logs until the day before I went up there.  All in all, two many question marks and the paint lost my much preferred spousal support for a Mooney.

 

Like I said, send me an email and I'll send you the report they A&P did.  mmcdaniel33@gmail.com

I would think that screws going into the main spar web  need to be addressed before saying that are OK.  And it’s kind of like an AD you need to positive confirmation it’s not going to be a problem because you may end up having to replace a lot of expensive stuff to fix the problem.

6 hours ago, ArtVandelay said:

There’s B&C 315, but it’s a $1000 as well.

I’ve heard the BNC will not fit on an M20J. I even called them, they said it hits the fuel servo.

17 minutes ago, philiplane said:

As expensive as it is, the 149 NL/EC is the best starter you can buy. Airparts in Fort Lauderdale has 20 of them in stock. $1201. 

 

The best starter is a MZ4222.  Ours went 1200 hrs. and it was put on the airplane at least 1000 hours before we bought it maybe more.   And it was still going but I had it overhauled while the plane was down 3 months. But so far it’s on its third Engine.
it does have a cranking duty cycle limitation, after 60 minutes you must let it cool for one minute before using it again

On 3/25/2024 at 10:53 PM, cferr59 said:

I am in the camp of getting the annual done before it is painted so it never goes out of annual. That is less risky. However, painting is much more invasive than an annual so you could argue that if you trust them to paint it, you should trust them to annual it. I just find that hard to do given some of the paint shops I have visited and worked with.

Painting and mooney- specific annual tasks are vastly different things. It's like asking the guy who is staining your stairs to build your cabinets. Or to do your HVAC. I said we're in the middle of ripping out the interior in replace of it all, never mind this is not my specialty, I'm going to fight my way through it. I'm gonna have 100 or more hours in it but it would've been cheaper just to send it out.  

10 hours ago, EricJ said:

For a Continental with bed mounts that makes sense.   For a Lycoming with dynafocal mounts it's expected to come up.   People sometimes apply the behavior of one to the other.

I don’t think the Lycoming or the continentals move up.

I believe George Perry has some Hi-Rez photos of his plane that he posted on here in flight. It’s exactly as it does on the ground. If it’s low sitting in the chocks, it’s low in cruise.

The reviews of that switch says they are easy to turn off. I’ve noticed this too. Plus they feel cheap and you need to cut a hole to mount this.  Not a fan.  

The WX500 was discontinued a couple of years ago so they can sell more WX 1000. And then L3 sold the ownership rights to that to Extant down in Florida who charges about 4000 or $5000 to repair them now. And they used to be about 7000 new and now they're about 5000 used, with the caveat that in any given time you're gonna pay that to get it repaired.