LANCECASPER

Before: After:

Not that I remember a lot from my physics class other than p=m*v (momentum = mass times velocity). A 3 blade takes a greater bite out of the air which is nice for take-off and initial climb, but the additional mass up front which the engine has to turn must pay a penalty somewhere, and it looks like you see it most in cruise when you are set up for greatest efficiency.

E-mail aerohec01@hotmail.com. This is Hector with Aero Comfort in San Antonio. He will send you the latest price list.

Be careful not to get enamored with the price you're paying vs. the price on the Vref valuation tool available for AOPA members. The Vref tool is always high and in some cases by a huge amount. Missing logs are also a way for an unscrupulous seller to hide previous damage history, thinking that the missing logs will be less of a hit on value than the damage. You will also sell the airplane someday. Buying this one will make his problem your problem.

http://www.continentalmotors.aero/TBOExtension/ The catch is that TBO is only for engines that are flown 40 hours or more per month.

AOPA August 1997 Out front, the Encore uses the same McCauley two-blade propeller found on the 252 — much to the surprise of the engineering staff. After 3 months of testing four other propeller designs from a total of three manufacturers, the engineers concluded that the original prop delivered the best performance. When I flew the Encore prototype in March, engineer Bowen was testing the three-blade MT composite propeller from Germany (see " Waypoints: Mooney Gets an Encore," May Pilot). All white, the prop looked great and undoubtedly had the nod from the marketing staff. However, it delivered the worst cruise performance and had the lowest TBO and highest price. A Hartzell two-blade and two other McCauley two-blade variants all turned in respectable performance, but the original McCauley design won the heat. http://www.aopa.org/News-and-Video/All-News/1997/August/1/Mooney-Encore A similar phenomenon with the Ovation. When the Ovation was introduced in 1994 it had a 3 blade prop. Later when the Ovation 2 was introduced it had a 2 blade since extensive flight testing showed that the 2 blade was 7 knots faster in cruise AOPA JUNE 2003 Let's take the airplane's speed profiles first. Running wide open at 22 inches of manifold pressure and 2,500 rpm, with mixture set at 50 degrees rich of peak (this turns out to be 16 gph), the Ovation2 will turn in a very respectable 190 KTAS at 8,000 feet under standard conditions. This is some seven knots more than the Ovation2's predecessor — the Ovation, built between 1994 and 2000 — thanks to the 2's switch to a more efficient two-blade McCauley propeller.

When Mooney brought back the M20K as the Encore in 1997 the articles in Flying and AOPA that introduced it talked about all the testing that had been done with different props (3 blade, MT, etc) and what all of the tests conformed was the best top speed was the 2 blade from the 252 so that's what they went with. Tom Bowen who is back with Mooney was the one they quoted in the articles.

In an emergency evacuation, nice to have two doors with which to exit. (an extra step might cost a couple knots though )

Finally the backup instruments are in the middle instead of way over on the right side.

Wow, pilot's door also, nice.

That's what insurance is for. Metal can be replaced.

Mooney G1000.pdf

I live in San Antonio, does that make me a bad person also? Mooneys are made just 55 miles from here, does that make them bad airplanes? Jimmy Garrison is as straight of a shooter as they come. You might not like his answer but it's a straight answer. I've met many Mooney owners who bought their airplanes from him and I've never personally heard one say they were dissatisfied. That's pretty good. With that reputation I would definitely give him the benefit of the doubt.

How did you fix the trim and flap indicators? Like this

But what software upgrades will Mooney/Garmin have to make to the G1000's to make this compatible? The GDL88 was said to provide this to the G1000 but it never was available for the G1000 Mooneys due to Mooney and Garmin not working out software issues.

It looks like this new transponder announced today will be the ADS-B in/out solution for G1000 airplanes https://buy.garmin.com/en-US/US/in-the-air/general-aviation/transponders/gtx-345r/prod140954.html Mooney G1000.pdf

Big announcement coming tomorrow from Garmin on the GTX335 and GTX345 transponders . . .

I picked up a used Robotow (the Mooney model) and it works great. If I was buying new though it would be the Sidewinder.

Looks like it's time for a re-seal

Frustrating when stuff like this happens, but as you mentioned less frustrating (1) when the airplane is on the ground not in the air and (2) not stranding you hundreds of miles from home.

I was just saying that since so many people have held off until now, I think the 2-in-1 (transponder plus ads-b out) or 3-in-1 (transponder plus ads-b in/out) solution that this type of transponder offers will be what most people choose. But I could be wrong. . time will tell. The old type transponders are probably close to replacement anyway and if you can get ads-b in and/or out along with a nice new solid state transponder, that seems like a good solution for a lot of people that aren't interested in a complete panel re-do.

These are what I pulled out of N134JF. They were in a 1993 Mooney TLS that was hangared from day one and has less than 600TT. KMA24 Audio Panel with Marker Beacon $200 plus $10 shipping. SOLD KLN90B GPS $750 plus $10 shipping SOLD KNS81 RNAV Nav Radio $250 plus $10 shipping SOLD KY196 Com Radio with new lens $500 plus $10 shipping SOLD KT-79 Digital Display Transponder $500 plus $10 shipping SOLD NAT AA-80 Intervox 4 place Intercom $100 plus $6 shipping. SOLD This annunciator and logic box allows you to switch from the KLN90B to the KNS81 $100 plus $6 shipping for both. STILL AVAILABLE Feel free to PM or e-mail any questions. Thanks lancecasper@me.com

An update to what's been done to N134JF since I bought it. Exten$ive annual New shock discs, oxygen bottle with boss gasket, new mag, new exhaust pipe, vacuum pump (preventive), Concorde battery, fix the Trim indicator, send the JPI off for rebuild (LEDs were starting to go), etc, etc. The JPI-EDM700 rebuild was the deal of the century. The original was a 2-1/4" and the LEDs were going bad. It was put into a 3-1/8" hole with a spacer around it. I called JPI to ask how much to replace the display in mine ($275) and then how much to upgrade to the larger one ($300), but she told me that if I upgraded the whole cost would be $300 plus shipping both ways. Done deal!. (Now i just need to find some little black plugs to pop into those small holes at the corners.) The interior was pretty faded, and the plastic was getting yellow. So Hector from Aero Comfort has re-done the interior - just getting ready to install. All panels are covered in very light gray ultra-leather, new carpet, seats, windlace, placards, recovered glareshield, etc, etc. Here's the old panel just as it was from 1993: Here's the new panel (Avidyne IFD540, AXP340 Transponder, MLB 100 ADS-B in, New Bluetooth audio panel The engine needs new baffle material and at some point the left tank will need to be stripped and sealed. (EDIT: It turned out that all the left tank needed was a patch. Dugosh did that for me)

That's awesome! It looks like the all-in-one transponder is the device that most people will use in getting ADS-B in and out.. According to the guys on Beechtalk, Garmin is supposed to make a big announcement tomorrow regarding a GTX-335 and GTX-345. They will be all in one boxes and will provide ADS-B in and out.

Also did your mechanic look at and clean every spark plug? Sometimes a lead fouled plug will behave like a bad mag on a mag check.