smccray

Here's my G500. I don't have the same configuration of the TIT to the right of the EGT. I only have the TIT on the bar on the right side. The yellow mark on the gauge is setup at 1310 which is the target climb TIT. The red mark on the garage is 1650. The last white tic is 1600 TIT which is about 50 degrees LOP. I have confirmed my TIT peaks at just under 1650, but I'll need to keep a close eye on that over time to verify that's correct. I'm probably 70-80 degrees LOP in this photo- cylinders are nice and cool. Airspeed is low because MP is low, and I'm not running as much fuel through the engine as I can. Airspeed should have been 10 knots faster at that altitude, but I'm getting the plane sorted.

Not available with my setup. The TIT bar doesn’t display in the box with the EGTs. I only have TIT on the primary list of engine instruments.

8 fasteners? Sounds like a lot of work... the newer planes just use a lever- zero tools to open up the cowling like that.

They're working on the mid bodies. K model flew this morning- see the post above by @81X regarding plans for the mid bodies.

Greg- If an owner installs a yaw damper, is the rudder trim system affected? I don't know that a yaw damper system is really needed in a long body.

http://static.garmin.com/pumac/190-02291-18_01.pdf Looks like the long bodies were approved in January.

Look for Mooney Special Letter 92-1. I don't find it on the Mooney Website anymore. It's a pretty simple process- re-screen the airspeed indicator and a little paperwork. If your W&B paperwork shows a gross weight of 2900 lbs it has already been done. Any service center should be able to do the work.

I went through the same thing with my J with an IO360A3B6. When I first bought the plane I had challenges with the ignition system that were addressed progressively. I ended up sending the Mags out for IRAN, replaced the ignition harness. The plane ran much better at that point, but I had to replace the plugs shortly thereafter I went through the same decision making process you're going through right now. I went with tempest fine wires and the plane immediately ran smoother. Faced with the same decision again I would go with fine wires.

The KFC150 will require a GAD43- will cover a significant portion of the GFC500- add in the impact of selling the King parts and it’s probably not a big cost difference. There are limitations on the GFC500 requiring GPS, but that seems reasonable to me. Big screen of the G500txi makes it pretty easy to hand fly an approach. Added capability of the GFC500 (e.g. VNAV, envelope protection) seems like a reasonable trade off. Worst case- can’t shoot a coupled approach and you hand fly without GPS. The STEC3100 is probably a better autopilot than the GFC500, but personally I would take the bigger screen of the Garmin over the STEC autopilot.

There’s a difference between appraised fair market value and value to a particular buyer. Who knows- maybe the buyer grew up flying the back seat of the plane and he had the chance to buy his father’s plane. If you hang your hat on VREF to tell a seller he’s overpriced...good luck.

I strongly encourage you to do some research on the limitations of VREF. If you're looking at a series of airplanes that are all essentially the same (e.g. 2010 SR22). When you start looking at aircraft that are >30 years old with wide variation it starts getting pretty challenging. Add to that, the value of some changes differs between buyers. For example, if you have to have an airplane with a G500 txi, and two airplanes are exactly the same except for the glass panel, the plane with the glass is worth more than 50% of the upgrade cost which is the traditional back of the envelope ROI of avionics upgrades. VREF is a hammer. Use it if you want, but VREF misses the mark regularly- and you'll end up with a plane that has significant deferred maintenance. What does VREF show for resealed tanks? That's a $10K bill. New gear pucks? That's $2K. Recently replaced engine accessories? Recently overhauled king equipment in the panel? Recently overhauled autopilot servos? Recently replaced fuel servos? Your choice if you want to buy a plane that's cheap according to VREF, but it's likely you're buying a plane that will end up costing you more. Look at the relative value of some of the updates on upgrades- it doesn't make sense. Use VREF to hit the nail, but the evaluation process for old airplanes isn't that simple.

She's gone and being flown regularly by the new owner. One of these days I'll actually delete the flight alert with my old N number... Plane was only advertised here- I don't know the buyer's username, but he would certainly be an asset to the Mooney community.

Yep- Garmin advertised $30-40k in value associated with using the Bravo for testing- for a G5 and a GFC500. I don’t know much, but I do know that in aviation $13k in equipment doesn’t turn into $30k in value. It may be nothing- I’ll even say I’m probably wrong- but...maybe not!

I expect something is coming based on the next round of experimental avionics that will also be available for some certified aircraft. I went ahead with with the G500txi based in part on the lack of GFC500 availability. I expect the next round of Garmin avionics to expand on the GFC500 certified aircraft, and the A36 isn’t on that list. It’s just a guess- I don’t have any inside information. I have a suspicion that the certification of the GFC500 in the Bravo could include more than just a G5 and a GFC500. Call in spidey sense- zero information.

You can’t trust those tugs. It needs a lazy Susan, not just a nose wheel scooper. I see a number of nose wheel scoopers but very few lazy Susans. If the nose wheel is locked in the tug it can overstress the truss.

If you have to replace it look at the Laser nose truss. It adds stops to keep that problem from happening again.

Looking forward to hearing something about this- hopefully soon.

Call a local dive shop or a medical oxygen supplier and ask them where they take their tanks. It's a DOT reg not an FAA requirement to hydro test, so any test is fine. It doesn't have to be an aviation vendor.

Not going to post an n number, but there’s a flight plan into KIWS (only one M20) for a bravo with a track and a time that fits. Prayers for the pilot and his family. Sounds like a bad one.

As I posted when I bought the A36- I can't afford a 6 seat Tarbes Built Mooney, but I'll always be a Mooniac!!! I agree- but - if a FIKI piston aircraft is needed, there is no better value plane than a Bravo. I do know that you can't have tip tanks and FIKI. As I mentioned above, there is some question about the TN and the FIKI working together. I tend to believe they aren't, but I don't know. If the TN system is a limitation on the FIKI STC, and you cant have tip tanks, then you're limited to 3700 gross weight. Add the CAV system and full TKS you're pretty limited on the useful load. I think you were on the right track with the PC12!

FIKI isn't available in a short body Bo. If you want a FIKI bonanza you're looking at an A36. There is some discussion on on whether it's legal to stack the Tornado Alley turbo STC on top of a CAV FIKI STC. That's out of my area of expertise, but finding a FIKI TNA36 is very rare. With the intercooler on the whirl wind III edition of the TN, I wouldn't want to be in any icing conditions with the intercooler icing up.

Not a for sale thread. Not stomping on an add- discussing market values of a given type of plane. If I'm wrong- then I'm wrong. Perhaps we're betting that b2002 isn't smart enough to look at controller and see multiple other FIKI aircraft that are better equipped with asking prices significantly less, but oh well. This is a discussion forum. Not a for sale forum. If that plane is really still on the market after 4 months, then we know it's over priced as it hasn't traded. Yep. That's me. If I'm wrong about that plane- fantastic. Someone will buy it @ $260K. For a FIKI airplane the Bravo is a better option than the A36- $50-100K cheaper too. Perhaps you would feel better if I just pointed here: 98 FIKI Bravo @ $199: https://www.controller.com/listings/aircraft/for-sale/29619005/1998-mooney-m20m-bravo 90 FIKI Bravo @ 199: https://www.controller.com/listings/aircraft/for-sale/26966469/1990-mooney-m20m-bravo No two planes are the same, but... sorry.

That plane isn't worth $260K- pedigree not withstanding...

You're in the ballpark for non G1000 FIKI aircraft.

This video is eye opening regarding "frontal area" as your constant. My interpretation is that the drag coefficient is far more important in assessing the efficiency rather than the frontal area. The frontal area makes a lot of sense in trying to market the efficiency of the plane, but the similar drag coefficients is far more relevant- see the last demo in the video comparing the frontal area of a wire versus the frontal area of an airfoil. It doesn't change that the Mooney is a more efficient airframe (assuming the drag coefficients in that article I linked are accurate), but the comparison is really much closer than it initially appears.