nels

Does the Bendix unit require a 500 hr inspection and the upgraded Champion unit has no particular inspection time table? What is the failure mode with the Bendix unit? also, not sure what you mean by "doubling your chances of failure".

I've noticed some J models advertised with a note that the 500 hr inspection has been done on the mags. From what I can tell, unlike earlier models, all J's have a single shaft that runs two mags, is this the case? I assume there must be or has been an AD on the mags? If so was there ever a permanent fix?

When was the roller cam engine introduced in the 201 and how can you tell a roller cam engine from the flat tappet version? Are there different variations of the roller cam engine through the 201 years?

Very good thought! That is one of my concerns for sure. I was even thinking if the engine is strong and bottom end seemed good, it would be in my best interest to put new valves in all the cylinders and continue on. That would reduce a very major concern.

I don't plan on using him next annual anyway. Another reason I'm asking the question on this forum. I guess I could go around asking all the shops in the area but thought this venue might be a lot easier.

Well, I did that and his reply was that he typically won't do an annual if it's more than 200 hrs over TBO. I guess it surprised me a little which is the reason for this post. Is this what can be expected as the norm? I've heard some guys have gone as much as 3000 hrs.

Another consideration during my plane shopping. Does anybody have experience on getting annuals done on a plane that is over TBO? I've been told that many shops will not perform an annual if the plane is at or over TBO by a few hundred hrs. Any input?

Thanks for all the input guys. I think I was on the right thought path but sometimes it helps to get other opinions. Hank, that was an interesting evaluation site. It sheds a lot of light on values.

Don and Hank Don, what do you think the $ discount should be on a 2000 hour engine versus say a 400 hour engine? I say 400 as fresh overhauls scare me somewhat and would be skeptical of buying a plane with a new or somewhat recent OH. I visualize myself flying another 400 hrs in my career so even if the engine would last my flying career I need to consider the cash penalty involved when I sell. I'm just looking for ball park gut feel figures here? I'm figuring a fresh overhaul is possibly north of 20k? Hank, interesting note concerning Garmin 430 and 530's being considered in base prices now. I didn't realize that. You have any idea how much discount is applied if the plane does not have one of these radios?

When shopping for a Mooney, what dollar value would you guys and gals add on for a Garmin 430 or 530? On the flip side what would you take away for a plane with a good engine but one past TBO? What year is the significant $ break point between early and late J models? I've been shopping and trying to get a feel for actual worth. Opinions and gut feels are appreciated.

Would it help if I stayed east a little like Fort Morgan (KFMM). Getting into Denver area by 1 pm would be a challenge if I wanted to get it done in a day. It's doable but all would have to go according to plan.

When flying from the Midwest into Denver. Is it not good to arrive in the afternoon? Would I be better off spending a night in Kansas and finishing into Denver arriving in the morning.

I did it last October. I think mine was caused by low air pressure combined with a strong cross wind landing. I was able to get back to the tie down and get out of the plane before it actually went flat. Was kind of tough pushing it back into the tie down position. How did you get your plane off the runway? I've been considering carrying a can of fix a flat as an emergency fix just to get the plane off the active.

Is the entire wing interchangeable between an electric gear F model and a J model? I often see Mooneys with damaged wings after gear ups etc. Repairing these wings is often way more expensive and time consuming than one might anticipate. I sometimes think an entire wing transplant could be the best alternative especially if there are no differences or just slight but workable differences between the two models.

What is the weight difference three to two blade?

Well, I went down to the airport a few hours ago, I took out the pilot seat, window trim mid trim and lower trim. That was all fun...not. Anyway, the sender is not leaking. It's raining so crawling under the wing and taking off access panels to look for another sender was not going to happen. At least not today.

So, there are two senders per tank?? I smell it in the cabin but not really so much as I would expect. It appears to be way inboard on the wing right at the belly.

My pilot side tank on my E model has a minor leak and judging from the smell inside and location of blue stain under the belly, I feel it very well could be the gasket around the sender. Is this easily accessed from inside or do I need to take off belly skins?

Thanks, Yetti. Good read. Now I think my tires were just fine and could have been left alone. Back to my first post; if sidewalls are ok what's wrong with wearing down the OD instead of buying new or recap? It almost sounds as if cosmetics might be the reason tires often get changed out.

Interesting topic. I just had an annual done and they insisted I replace my main tires as they said they were dry rotted at four years old. This topic gets me thinking about dry rot on a younger tire. The dry rot, or cracking, in my tires was between the tread not the side wall. It seems to me, at least in my case, I would be better off just wearing down the presumably dry rotted tread rather than recapping or buying new. Sometimes I think this airplane stuff gets way too carried away! Properly inflated tires are a must and I would think under inflated tires is the biggest cause of tire failure.

Hank, could you give me the info on the shop you used. I was hoping to find a mechanic that does it as a sideline or a shop that I could help with the job somewhat but so far not much luck. It is a year down the road so I have time to do a little investigating.

I'm not going to recommend any particular manufacturer but sometimes I wonder if a lighter tire may be better than a heavier one. The heavier tire has two disadvantages: one it increases the planes weight and two they spin up slower due to the increase in mass so are more prone to flat spots on the tire where it skids during landing as it tries to come up to speed. just food for thought.

Finding a new shop is exactly what I'm trying to do. This is my second bad experience this year at this place. I get the distinct feeling they do not want me back. I have it tied down there and I know they are upset that I changed my front tire myself instead of having them do it so that is probably part of the reason for doubling the annual rate.