Shadrach

Great data! The speed is almost exactly what I would expect with a three blade. I will be doing some speed runs as soon as we get some decent weather.

I did it in excel. I had to enter the data manually but was above to pull the formula for ROC from top to bottom using the fill handle.

we’re speaking in the context of Mooneys. i’m sure the Gulfstream guys can see your $2200 and raise you a few thousand. It’s all relative. And relative to other Mooney installations, $1100 is salty.

Those leading edges may have been blasted by the elements. Flying in frozen precip can do that in a matter of minutes.

We have a mechanic on the field that almost none of the locals will do business with. He has always seemed like a perfectly nice guy, but all of the old timers refer to him as “Slippery”… Indeed I only recently learned his real name. A very nice lady with a 172 moved in next door. She was gushing about how nice and conscientious her mechanic was. I was not sure who she was talking about until about six months later when she went into a diatribe peppered with language that I would have never used in front of her. Slippery strikes again. Airplane now being serviced elsewhere in order to correct a long list of poorly done maintenance or logged maintenance that was not performed. Slippery has the nicest truck of any of the mechanics on field. He has a few airplanes and boats living in various hangars. I used to think that folks like Slippery were not real but more caricatures of our imagination and that no Mx professional could be that dishonest. I was wrong.

Mine went beyond 10 years before it came back under 80%. Replacing every two years on every aircraft a shop maintains is a good business model if you’re unencumbered by guilt. That is pure margin.

25% mark up over retail seems reasonable I suppose. I wonder if they get wholesale pricing from the distributor.

What kind of battery is $1100? I just put a Concord RG35A in my plane a few months ago. It was ~$450.

It’s because you are not listed as a supporter. Non supporters have a very limited level of storage which you like exceeded years ago. Text the pics to me and I’ll upload them.

There is only so much to be said about certain subjects. This is not a technical thread, it’s philosophical. The nature of philosophical conversations is that they tend to meander.

To be honest, Johnny’s time could be better spent elsewhere. This forum was never going to drive new aircraft sales. However, It would have been a good to have whomever is in charge of service maintain a presence. I don’t know how many gear locks were OPP’d, but the company could have captured all of that business if they’d been paying attention. Not a lot of revenue in the whole scheme of things but still 10s of 1000s of dollars and a way to signal that that the factory should be an owner’s first consideration for parts. The airframe is a fine design but who are the latest models geared towards? A single pilot or couple that is willing to sit in a piston recip breathing O2 for hours? Perhaps someone that simply must have the fastest piston single available. The pool of buyers that meet that criteria is pretty small and is made up of experienced pilots who know their realistic mission. I realize that the vast majority of piston single operations are conducted with just one or two souls on board, but Cirrus has proven that you don’t sell airplanes to aspiring pilots by selling that reality. You sell machines to aspiring pilots by selling a “Family Time Machine” with state of the art safety enhancements. Long ago, Mooney decided to hang their sales hat on being the fastest guy on the block. They achieved that and still hold that crown. Cirrus built a plane to attract new buyers.

A 20% speed loss for running LOP? Why? Don’t all 601Ps have TN’d 540 S1A5s? Most angle valve Lycomings love LOP and rarely need GAMIs to do so. Perhaps challenges specific to this particular application? I’m sure you’ve seen the pics of the 601P on GAMI’s website running the same power in both engines but one LOP and the other ROP. Looked to me like both engines were just north of 70% power with the LOP engine running much cooler. https://gami.com/articles/baconsbonus.php

The Encore is the ultimate turbo Mooney in my opinion. However, it is not the best at everything. My poh only shows take off data up to 7500’. At that altitude the book shows a ground roll is 1760’ at 2740lbs (mgw) with an OAT of 72°. At the same weight and conditions The book for the Encore says it will need nearly 2300’ to get off the ground. The thing is, at the weights I would be conducting high altitude ops, I’d be off the ground in closer to 1200’ The turbo has its advantages, but I don’t think runway performance is one of them…maybe at Leadville on a hot day… I wonder if folks wear O2 in the pattern during the summer months.

The up shot is that your gear was free! I’m working towards lightening the load. My gear is not super light, but I could get my base weight down to <25. My knees don’t bother me in spite of the left one having some preowned parts. The descents are harder on my body a than climbing.

I just read that the Vibrator only needs 8V to operate so I don’t think voltage is the problem

Have you tried jumping 12v to the vibrator?

Thanks! At fifty, I’ve been done with climbing for a while. I still have what’s left of my rack hanging in the attic as a reminder of those times. These days I’m in it for the vistas and reconnecting with he boys.

The coroner is usually not in a huge rush and for the same reason.

Absolutely...I have seen some dilapidated boats paying $450 a month slip fees... The reasons for the neglect are the same.

This is indeed true. I am at the airport nearly every week and often more this time of year. There are at least 30 hangars that I have never seen open and I have been there for two decades.

I am similar but I need to be better about choosing my battles. just when I think I'm ahead, fate says "nope"... "In shape" is relative. I'm not in the shape I'd like to be in but still did 33mls and 6500' of vert with a 45lb pack in 3 days and a wake up. It was close though. One of our guys had knee issues and I thought we were going to miss the Sunday boat back to Chelan.

Just to close the loop on this one. The SOS P-lead was not was not making contact with the terminal. It was fully seated in the cover housing but it was obvious that contact was not being made (could not feel the contact spring when pushing the lead in). The IA removed the cover and made an adjustment to the retard terminal contact which had no witness mark indicating that the retard P-lead had ever touched it. I want to say the gap between the lead and the contact was ~.25". Points looked good (not shocking given the likelihood that they've never once fired). Cover replaced, P-lead installed and the engine fired off normally in 3 blades without having to release the key.. No issues since. These are newly manufactured Bendix mags that have been in service less than 250hrs and ~3 years. Fastener were still covered in factory torque seal. This was an QC issue.Airplane is clean and well maintained. I am surprised that it made it through at least two annuals and a pre-buy like this. Aircraft owner raised the issue with others familiar with the plane and was told by all involved that they had never had a problem.

If one is draining one's hydraulic system for a flush and fill, the cost delta for synthetic vs mineral based hydraulic fluid amounts to anywhere from $0.50 to around $3.00 in the US. It is readily available in the US, if pricing and availability are similar in Australia, I would insist on filing an empty system with synthetic MIL-PRF-83282 unless I had no other option.

You have tot do something in your free time...if you have any. I don't value my sweat equity time in things I enjoy the same way I do my professional time. I could be swinging a golf club or back packing or any number of other interests one might have. Restoring a forlorn aircraft would be as gratifying as any, likely more. We never did finish our talk about WA backpacking. I did find my way to Stehekin late last summer for four days in the back country. The Enchantments are on the list for a future trip if we can get organized early enough to commit to dates before permits are gone.

A lot of times there are multiple generations of bad decision making. First the owner stops flying it. At some point it ends up in probate and the heirs are either not knowledgeable or not realistic about what comes next. This J model sat at VKX for a decade. It was in an executorship for most of that time. I bet it left the airport in pieces.