jetdriven

Note most if all of the Mooneys LASAR sells are not located there. They are advertising the airplane but it is usually located somewhere else. This may or may not be easier for you. Paul and Sherry are great folks, we met them at Kerrville.

I also have the Gee Bee kit, it took 4 hours to install on an M20J and lowered my CHT by 30-40 degrees on average. It was about 110$ but it saved me a few hours of labor cutting the straight silicone stock. The old baffles were in terrible shape.

I also plan to do the same thing. I am not sure how long it takes, Other forums, such as VAF and BeechTalk discuss this issue very thoroughly. Working full time in an A&P shop for 30 months will do it, but working on your own aircraft part time is going to take a very long time. I have worked on my airplane pretty extensively in the past 6 months but that's only about 130 hours. One pilot noted his FSDO wanted to see 4800 hours in his mechanic's logbook before signing him off. Another built an RV airplane but they would not allow that experience, even though he logged all of it with builder's logs. Perhaos one route is to get a light sport mechanic's certificate. You can do that with a 3 week, 120 hour course. Then log all your experience working on LSA. Perhaps if I get furloughed again I will work at a shop for a while to get the experience. In that case the lost opportunity of not flying for a living for a year or two exceeeds the cost savings of paying someone to fix my airplane. other spots where it is discussed. http://www.vansairforce.com/community/showthread.php?t=34706&highlight=a%26p+test+experience http://www.beechtalk.com/forums/viewtopic.php?f=7&t=60658

Just take a look out the side window next flight. You can see the outside 1 foot of the horizontal stabilizer while flying. Quote: takair It should work. The linkage between the elevator and control wheel shaft is essentially solid. The bungee just biases the position. If you set the trim to the same position you have in cruise and then look at where the mark is, you will know how much the airload moves it. If you then line up the mark and look at the elevator you will know exactly where it is in flight. The only thing it won't account for is slop in the system, which should me minimal. I do know that on my E model, the airload does not completely overcome teh spring force, which is significant.

This is an easy one. From the pilots seats you can see both stabilizer tips, and every time I have ever looked, the elevator counterbalances are around one thickness above the horizontal stabilizer. A little more, like 1.5 thicknesses if at forward limit of CG. Here are some air race photos, taken with a 400MM lens and a Canon EOS digital SLR. The first two are at 160 KIAS and the 3rd is 200 KIAS. I think all 3 show the elevator displaced. CG is in middle of range. Quote: tomcullen I propose an experiment. For those of you who have in-flight pictures, make a survey and see if you can find any images where the elevators are not "streamlined" with the horizontal stabilizer. Not a perfect solution to this question, however it could be interesting. I looked at a few pics of mine and some photo galleries on this site that had planes in flight, and was confounded by poor resolution images, or the sneaking suspicion that the deflection will be too small to clearly see. Cycling the control surfaces on the ground, it looks like a long traveling surface, but how often do we give maximum control inputs? And of course, unless you are the pilot in the shot, you can't say for sure that the plane was trimmed or in level flight, either. Maybe someone who regularly flies in formation can make a note to have a passenger watch for this? -dan

The point I am trying to make is that every aicraft has some value. A popular rant here is, "well, the plane is worthless because you have to spend XX$ on it". In reality you are adding significant upgrades. That argument is not logical, because after you turn your C model into a E, and turn your F model into a J, or turn your K model into an Encore, what did you have to buy it for to make it economically feasible? You have to get it for free. Which is why there are no free aircraft, and no C models with G500s. You cannot subtract the price of upgrading a plane above its class from the purchase price. I haven't seen many 1977 201s with 650/750s, S-TEC 60s, and glass panels. The nicest early 201 I ever saw was N201QT. It was based here at LVJ and had a 430/530, skywatch, new paint, interior, antennas, fairings, etc etc etc. It sold for 100K. He probably spent 80K on it. Quote: Bnicolette

Thats also going to be a reground cam and tappets. Large chance of that not making another overhaul interval, this is a weak point on Lycomings.

Are you saying he is going to have to invest 65K into the plane to make it acceptable? Perhaps if a GTN650/750 G600/XM/skywatch/GPSS, S-TEC-60-2, new engine, new paint, new interior, etc is what it takes. Quote: 201Pilot The condition of the landing gear biscuits alone is indicative of the maintenance /lack of maintenance that this aircraft has received. I would expect to have to invest at least as much as the asking price to thoroughly inspect and then repair the visible and hidden discrepancies, cosmetic issues and possible avionics upgrades to make this plane acceptable. It might cost a lot more than that once you find all the squawks.

I thought you logged it as SIC, as now two crew members are required. The left seat guy is the FAR part 1 PIC (responsible). He is also the PIC as defined as "sole manipulator of the controls", the safety pilot is SIC, as it is now a two-pilot operation.

Just like Lycoming convinced the FAA to reissue a service bulletin with a "mandatory crankshaft retirement" as an AD, affecting 3,700 crankshafts. Or Hartzell convincing the FAA to issue a service bulletin as an AD retiring prop hubs based on TWO in-flight failures from millions of hours of service. Lawyers. Quote: Shadrach Or the person in charge of driving revenue growth... Only in aviation can a company redesign a part that is 98% the same as the original that's been performing flawlessly for 28 years and issue a "mandatory" SB insisting you buy it or have the FAA mandate that you buy it. If you don't think there's politics involved in some of these decisions then you are naive.

Right on, Ross. I agree completely. My log entries are actally confined to 2 pages of printed labels where they would take 5 pages to hand write. I have been quite busy the first year.

This is going on this weekend. http://www.pioneerflightmuseum.org/ http://pioneerflightmuseum.org/aerodrome/index.shtml Kingsbury is near Seguin, TX, in the San Antonio area. The weather forecast is SKC SKC SKC. We landed the Mooney at Kingsbury 85TE on the way to the MAPA convention in Kerrville, and it is Mooney proofed. We didnt use half the runway, either.

I agree fully with Dick. The service manual allows the flaps to be rigged from 0 to 2 degrees. So you could extend 2 degrees of flaps at any airspeed. Just joking of course.

Looks like there is room for two holes. Nice job though. How much does it lower the CHT on #5?

Chris: Not to be condescending, but from the sound of your post, it sounds like you are rather inexperienced in aircraft ownership, you bought a plane that needed work and have been taken for a ride. Your original problems continue on. Hopefully you can sort them out before spending much more. Many buyers overlook the geared up 8 years ago, mid time airframes and go right to the low hours creampuff hangar queens. Then they post about having to replace engines, accessories, and thousands of dollars in work. After a MSC annual or prebuy, no less. We got ripped off for about 1500$ on our prebuy and repairs. Since buying a year ago we have replaced and repaired many items. I knew about most of these at purchase, but we got it priced right. There is no scheduled service for fuel injectors. They should be cleaned when they demonstrate signs of needing cleaned, such as a widening GAMI spread. The cylinders "runnning hotter" indicates you are leaning to ROP and the clogged injector cylinders are at peak. This will cause damage. Cleaning, rearranging injectors to balance fuel flow per cylinder, eliminating induction leaks, and running LOP will prevent this. So will running at 65% power or less, at any mixture setting. There is no "time limit" for a vacuum pump. Magnetos on our planes had a mandatory 500 hour AD which is basically almost an overhaul. A very important factor in an aircraft is hours in the last 3 years Look closely, you want to see 300 or more. 500 is even better. I am surprised Don didn't fix your oil loss problem, he is tip top. Is it burning oil or is it leaking out? It could have serious blow-by, pressurizing the crankcase and forcing oil out. IIRC, Teledyne Continental Motors has a service prodecure where you drill an oil filler cap, tap it for a nipple, and fit an airspeed indicator to it. Anything over 90 MPH IAS indicates an over pressurized crankcase. You can do that. Search for the real data on it. Also, 8130s are not required for many things. It is up to the installing mechanic to determine airworthiness. Unfortunately most shops operate in CYA mode rather than FYA (fix your airplane) mode, so they will only install new or 8130 recertified parts. A Stormscope recertification is a flat rate 5K. We installed a used one from another member on this board for 200$. Its a non-critical part, so why worry. Same with a VFR KLN-89B GPS, a DME indicator, or #2 NAV indicator. Quote: cb310 Obviously, there are some very strong feelings and lots of interest in this post. With my father, we bought a 78 J in July of this year. The airplane was in the LA area and had been posted as for sale here on MooneySpace. It looked and looks very nice. It is original 1978 paint. The engine was 160 SMOH and the airplane had 1820 TT. We had what we thought was a thorough pre-buy inspection done by a MSC in the LA area. After $5000 in repairs at the MSC, we had the airplane flown to another place in the LA area for a complete tank re-seal. One month into ownership, we were ready to fly our baby home to Ohio. We made it as far as Gila Bend, AZ before the oil temperature red-lined. After a quick landing in Gila Bend, we found that in 1.75 hours, 3 quarts of oil had departed the airplane. We consulted the MSC in Chandler, AZ and flew it to Chandler. In Chandler, we found that the throttle cable was improperly installed and close to failing, the fuel injectors were a mess and past scheduled service, and on and on it went. Keep in mind that this was AFTER the pre-buy at the MSC in LA. We left our plane in Chandler and flew home. Our next attempt at reaching Ohio resulted in the airplane still losing oil and a night in a Motel 6 in Pecos, TX before flying it to Don Maxwell in Longview. Don had his own take on our issues and found additional issues with the airplane like a vacuum pump way over time limit and a fuel line running very close to the exhaust. A few more thousands were spent with Don and off we went again. But, the plane was not fixed. Still losing oil, we made it to Ohio and our home mechanic. As I write this, four months after buying the plane, it is sitting in parts with the mechanic in Ohio who is going to rebuild the breather system and replace multiple seals that seem to be leaking, but were not squawked by the MSC in Chandler or the very good folks at Don Maxwell. My point on all this is that almost no airplane for sale will be in the shape you want it to be. You may find a great airplane from an upgrading owner, but most are sold because the owner isn't flying enough or can't afford to do so anymore. Our pre-buy in LA at a MSC no less was useless. There is so much more that goes into analyzing an airplane. How much time is on the magneto? The vacuum pump? How old are the flight instruments? Hours on the engine are great, but how much calender time since overhaul? What about the tires? Are all the 8130's present? PM me if you want more. I'm sure all on this board will agree that no matter what, airplane ownership is one exciting, sometimes difficult, sometimes excruciating ride! Chris Bradshaw 1978 M20 J

our elevator counterweight still is displaced above the end of the stabilizer at 200 KIAS.

ike buyers demanding a prop be replaced becauase of a dressed-out nick in the blade.

depends if the SB was written by an engineer, a pilot, or a lawyer.

the biggest PITA involving crossing borders is the eAPIS and US Customs. The US is the only country you have to get permission to leave.

You can see how well that attitude works. fromhttp://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=1&threadid=3026 allsmiles vs. All American (html corrected) Posted Jul 14, 2011 9:20 PM For several years now, Peter Kousoulis, AKA ‘allsmiles’, has been advising anyone who will listen to avoid doing business with our company, All American Aircraft. I have generally ignored him. However, I cannot continue to ignore. The comments made by Kousoulis are defamatory and not based on fact. First, let me say thank you to all of you who have supported David and me with your comments. Some of you have purchased a Mooney from us. Some have supported us even though you haven’t had a direct purchase experience with us. Your willingness to say a kind word does not go unnoticed. A very gracious THANK YOU TO YOU! I have been a lurker, not a contributor to this forum for quite some time and to a lesser extent I have only watched the other major Mooney forum, not posted. I don’t contribute for a very good reason. I make part of my living in aircraft, Mooney aircraft to be specific. I feel that it is inappropriate for me, as an aviation professional, to use such a venue, whether I am actually promoting my business or not. That is my decision. Second, let me say that the inter-web is a tremendous tool, both for business and for personal use. We can do things through the net that were unthinkable in the past. When I started at AAA back in ’95, we had to submit our three or four line ads to trade-a-plane, wait a week to ten days for publication, wait two more weeks for the phone to ring, then start faxing and mailing (USPO) photos to prospects and hope to get a decent customer on the plane by the sixth week. Now, we get planes in the advertising cycle with complete specs and photos the same day the plane arrives and often get calls by the second day. However, the net has a dark side also. It provides anonymity to some who want to hide behind it and use it to damage others. I am sure Dr. Kousoulis will attest to that. Doctors and dentists are probably as easy a target as there is for malicious attacks. When you can Google a name and instantly see a negative recommendation or a trashing without having the complete story, you have to wonder if the web is a net positive or net negative for a business who deals with end users. I have 100% confidence that the actual ratio of negative to positive experiences with patients to Dr. Kousoulis’ office is in no way represented by the ratio of postings on the internet. Unfortunately, I am not sure how he or any other person in his field or a similar field can combat the negative, other than to encourage happy clients to do their own postings to balance the negative. Fortunately for AAA, we have some defenders that do it for us. And in this case I also have the ability to respond on this list. To date, I have not taken such a position of response. Today, I will. Dr. Peter Kousoulis was provided with a detailed recap of the entire transaction along with the return of the deposit that was left over after the expenses that he specifically requested were deducted, namely, the moving of the aircraft at his request from San Antonio to Don Maxwell Aviation and the cost of the pre-sale inspection by Don Maxwell that he requested. No additional funds were kept despite a very good case for keeping the whole deposit. Dr. Kousoulis made several decisions and non-decisions over a very long period of time, three days short of four months, to be exact (start date, 3/31/05, end date 7/28/05). Whether he made wise decisions or not is immaterial. What is accurate is that we did accommodate him by taking the plane to his choice of mechanic and we did pay to have the squawks repaired that were required for airworthiness to have Maxwell return the aircraft to service with a complete annual inspection. And we did inform him that the plane was ready for him. And in the end, after four months of non-closure on the aircraft (nearly two months after the annual was completed) we made the decision to move on. We took one of two backup offers that we had on the plane (one that was unacceptable, one that came in at the last minute). We fulfilled our obligations. As far as escrow goes, had the money been put into escrow, the outcome would have been the same because the escrow company is under the instructions of the parties and their agreement (in this case, including the part where it says that if the purchaser has not accepted delivery within ten days… Seller shall have the right to sell such aircraft… and Seller may retain ALL deposits). The escrow company is required to abide by the terms of the agreement. Escrow is there to keep bad guys from taking your money. It is not there to allow either party to walk away with something they are not entitled to. We were entitled to compensation for the expenses we took out of our pocket at the request of the buyer and we were entitled by the letter of the agreement to keep the balance of the deposit also. We chose only to keep the out of pocket expenses. I would hope for a measured response from ‘allsmiles’, but my guess is that is not to be forthcoming. He says he has ‘forgiven’ us. But, he continues to tell people not to use us or trust us. He says it is water under the bridge. But he says he was not respected by the “PIA, cheapskate, know nothing, blowhard, time wasting…” BROKER. The mis-information that he has provided thus far is laughable. My guess is that this is also going to bring out several others who are going to have something to contribute to the negative aspect of dealers/brokers in general and AAA in specific. I know who some of them are, others not so much. Some I have a response for, as I know who they are and what the issue is. In response to one, I will go ahead and just state that I will not negotiate offers that are wholesale or below, even if you are just using it as your starting point – if you get your feelings hurt because of that, then I am sorry. Others hide behind the net and I don’t know who they are so I can’t respond because I don’t have a clue what their beef is. Some I may not have an answer to. I am just as apt to make a mistake as anyone and it could have been as simple as that. I will be the first to tell you that no matter how hard we try, we are not going to satisfy everyone. But on the other hand, there are those that cannot be satisfied – ‘forgiven’, ‘water under the bridge’, ‘stay away’, ‘cheapskate’, ‘blowhard’... I guess you pick your battles but in this case I am defending our position. If the mods here on MooneySpace want to designate an intermediary to review the facts, please let me know and I will provide them. But as of this time, the forum is providing one party a place to post non-factual information while encouraging its patrons to avoid business with us. I expect that a factual response will not be censored. Sincerely, Jimmy Garrison « Last edit: Jul 14, 2011 9:56 PM by jgarrison»

Seriously the biggest thing to worry about in Mexico is sunburn, hangover, and getting sick from poorly prepared food.

Wow. You will fly to IFR mins but not at night. But you land on carriers for a living, argualbly the most risky flying on the planet.

XeVision 50W kit, 500$. lasts 2000 hours. GE 4522 bulb, 40$, lasts 20 hours. I'm not a math whiz, but take a look.

a 14" piece of 1.5" PVC pipe with a notch cut in it works. Dowel rod on the top end for orientation. we keep it in the side pocket. I made that as well.

double post