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Showing content with the highest reputation on 02/22/2018 in all areas

  1. My wife and I were driving east on I 10 in South Texas on our way back to Cincinnati from Phoenix when I saw a sign "Kerrville next exit". I pulled off and explained to my wife that Mooneys are made in Kerrville and maybe they would be willing to give us a quick tour. She was ok with it and I called Mooney. I talked to the girl on the other end of the line, she took my information and said she'd have someone call me back. We went to an antique shop to kill some time and while we were there a Jeff from Mooney called and asked if we could be there in about 20 minutes or so. Daaa, I agreed. So, after arriving at the guard shack, signing in and getting our name tags we were greeted by Larry, a long time time Mooney employee. He gave us the full tour, maybe two hours, and answered all my questions and then some. Great tour guide, great employees and a very clean and neat work environment. Very impressive! I learned some new things like the the new two door planes have fiberglass skin around the passenger compartment instead of aluminum skin. No weight penalty. I assume assembly cost was reduced but more important to me, I would imagine interior noise would be reduced?? Also, I didn't know that aluminum could be heat treated but it can, he showed me the furnace and explained that after it is heated it is dipped in glycol(?) to keep the air from the surface then it is cooled to approx 32 degrees (?). It remains soft and can be metal worked and formed. After it is worked the glyco is removed and when air hits the surface the aluminum becomes hard. Hopefully I have this right. Anyway, a great day. I think these guys just might make it. They all have a good attitude and they sure make a great product.
    4 points
  2. You really ought to go and look again. It is VASTLY different. Light, airy, clean, and a lot modern (not that I have anything to compare it to, other than the way it looked before). I don't know whether the Chinese owners are going to make a go of it or not, but I am very impressed with their apparent attitude. All the prior owners seemed to want to start building and selling airplanes, presumably to make money, right now. The attitude now seems to be "lets build a facility to make airplanes into the future".
    4 points
  3. And then there are the knuckleheads who buy into fly-in communities, insist on living right on the runway, add to the noise with their own planes and never complain.
    3 points
  4. Just saw this topic. I have no recollection of having started it and am horrified by this realization.
    3 points
  5. My handle cracked at the roll pin holes after landing with my CFII after total electrical failure on a VOR-A approach into a nearby airport. It was a slow ride home with the gear cranked down. What worked to get us out was waving my hat out the storm window to get someone's attention, and they opened the door for us. It was after work, could have been a long night . . . . She and I weren't that friendly . . . .
    3 points
  6. If this is your colon, I would say it's in pristine condition and the bowel prep clearly worked.
    3 points
  7. Mooney Caravan: 2018 Flying Monkeys Formation Clinic 4-6 May 2018 Join us for a weekend of fun, flying, and fellowship in the Air Capital of the World! The primary goal of the formation practice session is to introduce the basic 2-ship formation procedures required for participation in the Mooney Caravan to Oshkosh 2018 formation mass arrival to AirVenture Oshkosh. For those pilots proficient in basic 2-ship formation they will have the opportunity to both refine their fundamentals and work on 4-ship procedures. Experienced formation pilots will be paired with new pilots to serve as safety pilots. Location: Newton City/County Municipal Airport, Newton, KS http://www.airnav.com/airport/KEWK Dates: May 4-6, 2018 Host: Dave Marten (Mooney Caravan) davemarten77@gmail.com (605) 390-8044 FBO: Metro North Flight Support (Main Terminal) Arrival parking is on the main ramp located immediately in front of the terminal. Ground School: Formation Academics will be held FRIDAY evening at 7:30 pm at the Comfort Inn and Suites (host hotel) Initial Formation Academics: Introduction and review of fundamental 2- ship procedures focusing on training requirements for the Caravan mass arrivals. Mandatory for those who have not previously attended a Money Caravan clinic. Download and review the Mooney Caravan Formation Guidehttp://www.mooneycaravan.com/training **Friday evening Ground School will maximize flying on Saturday. Hotel: Comfort Inn & Suites at a discount rate Call for reservations: (316) 804-4866 Breakfast is included 6-9am. Schedule: Friday 4 May: - 1600-1800: Arrival Social in airport terminal - 1600 thru 1800: Shuttle to host hotel - 1930: Newbies: Initial Formation Academics. Saturday 5 May: - 0730: Meet at hotel lobby for shuttle to airport - 0800: Mass brief – flight assignments (Mandatory for ALL pilots) - 0830-1030: Sortie 1 (brief, fly 45min, debrief) - 1030-1200: Sortie 2 - 1200-1330: Lunch at Airport - 1400-1530: Sortie 3 - 1600-1730: Sortie 4 ***Group Dinner/Social 1830 Sunday 6 May: - 0730: Meet at hotel lobby for shuttle to airport - 0800: Mass brief - 0830-1200: AM window fly for those interested Mooney Caravan: www.mooneycaravan.com Registration: David Marten davemarten77@gmail.com A nominal clinic fee will cover snacks/beverages, printing, and admin costs
    2 points
  8. I plan on providing ALL THE FOOD & DRINK! Hope that works.
    2 points
  9. They're all old enough now that shopping on condition and equipment will be more important than any build differences. I have an early 77 and I like it just fine, but I've not spent any time in anything but 77 J models. I do like the throttle quadrant vs the push-pull controls, but that's just me and it's not that big of a deal in the bigger scheme of things.
    2 points
  10. You should buy the model you can afford easily. Don't buy the model you can stretch to buy. The best deal on any vintage Mooney will be the most expensive one. Typically if you buy the cheapest example of a given model, by the end of the first year, you'll find you've spent double what the expensive one would have cost to buy.
    2 points
  11. you are correct but it don't matter you build next to a cesspool and complain about the smell and the the cesspool gets closed or moved. I live next to a military base. Luckily I live on the down wind side not take off so noise is less for me but I love to see the F-15s and F-18s and helicopters fly over. There were many Saturdays they would be doing run up and testing on engines and you would hear the roar of jet engines all morning. Never once considered or thought of complaining about the noise. The sound of freedom. Also when they would be on alert and take off with full after burner into the night sky talk about awesome. Spielberg cant do that. However, I do have a biased opinion. As a teenager cutting the grass on the riding mower I would see the F-15s flying over head in formation breaking left or right to land and I would start flying the mower around the yard having dog fights. well I guess the grass didn't look too good but I had fun. Heck I've had the blue angels fly right down my street at 100 to 200 feet AGL rattling the windows and the fillings in your teeth you can't get a better seat for the airshow.
    2 points
  12. Here is the torque wrench I used, with the memory pointer reading the brake over torque is easy http://www.aircraftspruce.com/catalog/topages/dialtypewrench.php?clickkey=3558
    2 points
  13. 0$ It's not shiny. No knots added.
    2 points
  14. Once you go LOP there is no harm going leaner until the cylinder misfires. The power just drops off. The claim that the guy in the article went from 11 GPH to 7.8 GPH only because of the oxygen sensor is ludicrous. If he used the leaning method mentioned in the beginning of the article, leaning till rough and enriching till it runs smooth will get you as lean as your engine will get without misfiring. No sensor will change that. It would be great if we had electronic ignition with an oxygen sensor on each exhaust. We could have perfect mixtures in all the cylinders all the time. BUT, a current fuel injected aircraft engine with GAMIjectors, ran LOP by someone who knows what they are doing, can do just as good so there is no real advantage. With a higher power ignition system you could ignite a leaner mixture allowing the engine to run a little bit leaner than it will now. And if the ignition system could advance the spark while LOP it would increase the efficiency even more. The problem is a system that can control all those parameters can malfunction and destroy your engine almost instantly. It can do this by putting it in an overheating or detonation scenario. All that for less power and a little bit more range. Well, advancing the spark would make a bit more power while LOP. I've been designing and writing software for industrial control systems for almost 40 years. The more I work with automatic controls, the more I trust mechanical systems. Of course my software is perfect, its the other guy's that has the bugs.
    2 points
  15. I have experience with two other well regarded midwest paint shops. One of the shops did good work at a good price. The other shop did excellent quality work at a higher price, albeit very slowly. When I decided to have this plane repainted, I considered both of these shops, but also decided to research some other options. Priority #1 was finding a shop that I could TRUST. I got several referrals/ suggestions from friends to check out Flying Colors Aviation. When I called them, Ken Kaminski (owner) spent about 40 minutes on the phone with me explaining their process and philosphy. He also expressed a great appreciation for Mooneys and detailed his history with them. He suggested I fly up for a visit. I did and he gave me a tour of their facilities and several planes going through the process. What I saw was a clean, well staffed, professional facility. I was amazed at the attention to detail they gave every plane whether turbine, piston, or warbird. They are not the cheapest option, but I plan on keeping this plane for a while. I placed my deposit in March 2017 and dropped the plane off in January 2018. We are currently in week 5 and they appear to be on schedule. Ken estimated 5-6 weeks for the job. It's interesting that you mention automotive paint because that's what Ken uses at Flying Colors. I knew that I wanted metallic silver as base with some red graphics. Instead of looking at Sherwin-Williams Jet Glo sample charts, he told me to visit various automotive websites and find some colors that I liked. The shade of red that we picked is from Porsche and the silver is from Mercedes. I agree that it looks awesome! Can't wait to see it in person!
    2 points
  16. Eric, the engine and prop has a high time. And the tanks never been sealed. For what they asking the price is high. Everyday I’m on Controller, ASO, Trade-A-Plane, Branstormers Sent from my iPhone using Tapatalk
    1 point
  17. For me the POH says to do this as part of the preflight checklist. So I've been doing it for 20 some years. -Robert
    1 point
  18. I've got a 77 and love it, although I didn't like the throttle quadrant. It takes up knee room, is less precise, and heavier. I went to great lengths to convert to conventional linear controls, but I believe I'm the only one crazy enough to do that. The earlier ones are generally cheaper, and have great useful loads. They typically have less equipped panels and autopilots. They are less refined aerodynamically, though, but you can mod to your heart's content to upgrade. The overhead fresh air vent is lousy compared to later models. The landing gear actuator doesn't have the expensive spring that needs replacement every now and then. 82+ get the removable back seats that are extremely useful/desirable. Having said all that, many have been updated, so you really have to compare individual airframes to really compare. The best advice is to buy the absolute best one you can find/afford, while making sure the airframe is sound and has been flying regularly. High airframe hours don't hurt a Mooney so long as it has been maintained. There are tons of threads here to give you more advice if you want to dig a bit. You won't regret moving into a J! I'm 11 years into mine and keep improving her and don't expect to outgrow her unless I win a lottery. It is the best bang for the buck personal XC bird out there in the certified world. Sent from my LG-US996 using Tapatalk
    1 point
  19. The log book can be signed off as engine installed per- and released for break in flight per SI XXXXXX Its up to the installing mechanic to make sure things are done correctly. He's making the final airworthiness release. There was a thread on here a few years ago about this IIRC. A&P whacked for break in procedure. Not all engines are rated for T/O power continuously. Many larger Lycs have a 5 min limit hence the caution to reduce power. Lycoming can't require something that goes against the airframe manufactures policy. The Feds always defer to the manufacture on how to do things. Never have been with the Feds but I've been doing this stuff for over 55 years. I had a mentor who knew a whole lot more than me and he pushed me that way. It comes down to the bottom line- what happens if there is an incident? If you have never witnessed a full blown FAA investigation and violation process you have no idea to what detail they go to. I've never been violated, no LOIs, no nothing but I have seen many who have been wrapped up in FAA legal issues. It ain't pretty sight.
    1 point
  20. If you don’t get a response here call Orlando Apopka airport in FL http://flx04.org Or X04 in your ForeFlight. They are an entire airport condominium community with hanger homes just as you discribed. They should be able to tell you outright or get you in touch with builders. There are also a few for sale now plus some vacant lots Sent from my iPhone using Tapatalk
    1 point
  21. seems interesting. https://www.aopa.org/news-and-media/all-news/2018/february/pilot/pe-lean-on-me
    1 point
  22. As you probably know, I like to do math. If those 'five households' all did the same thing, it means that each called 5 times every day! As I like to say, hitmen are cheaper than lawyers.
    1 point
  23. If they had to pay $1 for every complaint call it would fix the problem very quickly.
    1 point
  24. Hey everybody! I have a spinner and back plate for sale at a bargain-basement price.... Only $2499 and that includes shipping!. [emoji13][emoji4] Sent from my XT1585 using Tapatalk
    1 point
  25. Documentation with it said to follow Lycoming’s break-in instructions. It has been run initially on a stand but was not considered broken-in.
    1 point
  26. I’ve never heard of this. Have an example? For one thing how does an A&p sign off the engine and airplane for the flight portion of the break-in to later put in the log that the engine is overhauled? the engine I got said from the factory it was overhauled but it hasn’t been bolted to an airplane yet, they didn’t ship it with an overhauled governor or prop, no new hoses were included. But depending on what you read, without all new hoses and an fresh governor it’s not considered overhauled. But it’s already in the book.
    1 point
  27. I'm horrified you reopened it! I actually ended up responding to a 2 year old post before realizing a d deleting.
    1 point
  28. According to the Garmin representative who posts on Beechtalk, as of December 31, 2017 there are no more WAAS upgrades to the G1000 for Beechcraft airplanes since Garmin's Nxi is out now. Page three on https://www.beechtalk.com/forums/viewtopic.php?f=21&t=149131&hilit=G1000&start=30 and https://www.beechtalk.com/forums/viewtopic.php?f=21&t=149456&hilit=G1000 Why is that important? If that was to happen with Mooney, it would l leave you without vertical guidance on GPS approaches. Seeing that on Beechtalk, and knowing that at some point support will end, if I owned a G1000 Mooney that I was planning on keeping, I wouldn't waste a lot of time upgrading to WAAS. The upgrade to WAAS swaps out the GIA63's for GIA63W's. If I remember correctly, somewhere in the $25,000 range. Without this upgrade, it would significantly impact what the airplane would be worth down the road. As you probably know the G1000 is tied to the type certificate on the airplane so you can't pull it out and put other avionics in its place. It is possible Mooney/Garmin will offer an Nxi upgrade path which would get you WAAS. Beechcraft owners haven't been told whether there will be a way to upgrade their G1000's to Nxi, but if there is it should be around $60,000. (https://www.beechtalk.com/forums/viewtopic.php?f=21&t=141286&hilit=Nxi) Piper offered the Nxi upgrade to existing owners but didn't announce price. http://www.piper.com/piper-m500-and-m350-certified-with-garmin-g1000-nxi/ You might still be able to get SVT since that is just a software addition. The GTX 345R should get you ADS-B compliance if you go with the model that has the WAAS built in to the transponder (of course this will still not get you WAAS on the G1000, but it will get you ADS-B out and traffic on the G1000 if I understand correctly). The prices I heard were around $7000 installed. That does not get you weather on the G1000, but you do have XM available on the G1000 for a subscription fee.
    1 point
  29. Just find out what The Reaper, aka @Alan Fox will offer you and then double it.
    1 point
  30. I certainly will.
    1 point
  31. But that’s why you own a Mooney.... you’ll be there before you know it:) Sent from my iPhone using Tapatalk
    1 point
  32. Ah ok so it is a iPad or Safari issue then. Hopefully the forum software company will fix that soon!
    1 point
  33. That is great, maybe when the time comes for me maybe I can bend your ear a little more on the process. And if I ever get a chance to meet your plane I will look forward to it as well. Thank you. Sent from my iPhone using Tapatalk
    1 point
  34. I think @N201MKTurbo's point was that you can get to the point of maximum efficiency running LOP without a lambda sensor. Realistically, the BSFC curve between peak and -100degF LOP is pretty flat, so there are only percentage points differences in efficiency in that range.
    1 point
  35. Thought this quote from the linked article was entertaining. ”The airport, which turns 50 this year, received 12,000 noise complaints last year, though 75 percent of those came from just five households, Olislagers said.”
    1 point
  36. If you ask an "FAA type" (Cliffy's reference), you will likely get an interpretation that tends towards strict adherence to the most oppressive view of the regs and the state's power to interpret and enforce. Not all of them are like this. I have a very old friend that is currently an ASI/AW for the FAA. He is an IA that actually owned a repair station in a former life. He performed many field overhauls in his previous life and would likely chuckle at the utter lack of common sense some folks read into regulations of the regs. The job of enforcement requires a bit of interpretation on the part of a FAA inspector, but his/her interpretation is far from the last word and it won't necessarily hold up in a hearing or a trial. I would ask the aforementioned "FAA types" how a non pilot rated Mechanic is supposed to conduct/supervise a break in? I don't believe factory OH engines broken in at the factory. Is Lycoming sending out reps to check on the owner's progress during break-in? What happens if god forbid some flat lander decides to break in their new engine and 1500MSL LOP? That's a break-in procedure well outside the manufactures "recommended" procedure but delivers high mean pressures, clean combustion and cool CHTs, It will establish oil control just as quickly (if not quicker) as a ROP break-in that is conducted at 4500MSL. If this now fine running collection of newly documented parts was not broken in using recommended procedure does the engine cease to exist? How much time is on the non OH'd engine if it's been operated this way for 400hrs? Can one rectify the unofficial OH by running full rich and full power at 4000MSL for some unspecified period of time? What's more is that I don't think lycoming does much testing of their engines before delivery, if they did, they'd not deliver new/reman'd engines with intake leaks and clogged injectors.
    1 point
  37. Phil, I hate to volunteer you, but it may be easiest once everyone is registered if you bought the food and those of us coming chip in to pay for it. If we tried to have people bring different things I could see someone not making it and then there would be no plates/cups/drinks/whatever.... Do we want to give it to the end of the week and then cut off the voting? (At some point it has to be finalized)
    1 point
  38. My understanding is that we can acclimatize to just under 18000', but above that we're in the death zone since we're in a state of slowly dying till we get back down. Of course Sherpa have proven to do exceptionally well at altitude since as you say they were born and raised at higher than any one else. But we all adapt to altitude in differing degrees. And naturally high altitude mountaineering has favored those that are well adapted to altitude. My wife and I are both long time climbers, and she did quite well at altitude having summitted some rather technical ice routes to just under 23000' including South America's highest peak Aconcagua (22837') - all without Oxygen or being guided. For real climbers, climbing is all about the challenge and style by which you get to the top, not just getting to the summit but the style in which you got there. Purist consider use of aides like O2 as cheating. For them O2 is only for emergency use to get down . Taking Everest as an example, Oxygen was considered essential to survive and it was widely believed it would be impossible to survive without it. Also at the same time summitting a mountain like Everest required siege tactics with lots of people and sherpas that ferried supplies higher and higher till the summit was in reach for a small well stocked party from a high camp. The same siege tactics were used originally to climb El Capitain sheer rock face in Yosemite and many other first ascents of tall rock faces. But the tactics were never endorsed by the climbing world as a whole with many believing such ascents should wait till they can be first climbed in good style. Then in the 70's, the game was turned upside down when gifted and purist climbers Reinhold Messner and Peter Habeler, whom had been making very quick and light ascents of the major Alps climbs, applied the same fast and light tactics to big mountains, a style referred to as Apline Style in contrast to Siege or Expedition style, and went on to climb Everest in '78 and K2 in '79 without O2. He even went back to climb Everest solo in '80 without O2. Reinhold became the first to climb all fourteen 8000 meter peaks without O2, mostly all alpine style in small parties; through the 1980's. (https://en.wikipedia.org/wiki/Reinhold_Messner) Over the following decades climbers, (real climbers that spent decades of working up through increasingly challenging climbs), continued to climb the high peaks without O2 until Everest had been climbed by a few hundred climbers and many paid the price trying as well. (http://adventureblog.nationalgeographic.com/2016/04/21/how-climbing-everest-without-oxygen-can-go-very-wrong/) But all of that changed, not really out of safety, but commercial climbing came into being to capitalize on a growing number of wealthy and essentially want to be climbers that had the cash to pay the ~$30K to be guided up Everest's rather non technical route with O2 to greatly improve odds of success. Of course getting up Everest by any means other than helicopter is a huge challenge, but being guided with O2 up a mountain is only fraction of the challenge taken on by a small team of climber that are all sharing in the leading up the mountain. But during those years of ascents without oxygen, we learned a lot of about our ability to survive and adapt without O2 as well as the issues that accompany O2 deprivation or hypoxia and a lot of myths were squashed. One popular one you still hear in the pilot community is that as you get older your ability to function without O2 decreases. Yet the climbing community demonstrated that high altitude climbers were actually improving with age to some point in near middle age compared to younger 20's that proved to be less tolerant. Judging by the number of climbers we still have doing it in their 50's and even 60's, its appear to not drastically decline off in later years either. I never did any of the high altitude mountains with my wife. I learned early on my thing was rock climbing and rock'aneering. I climbed all the major walls in Yosemite valley in the 80's (El Capitan, Half Dome etc). My highest rock wall was Mt Whitney's vertical to overhanging Keeler Needle climbed in a day (13 pitches (rope lengths) at over 14000'; not very high but plenty high enough to feel hypoxic when working really hard. Back to drying paint ..... which is looking very nice!
    1 point
  39. I use the CIP and FIP on aviationweather.gov when planning a flight. I think this maybe what you mean when you say NOAA. (the site seems to be down right now) There are very good subscription type talks on icing to help teach you about it, when it occurs, how it occurs, etc. I personally have used workshops on avwxworkshops.com Scott Dennstaedt is a meteorologist and a CFI that does some really nice weather workshops. I also subscribe to pilotworkshops.com and they have some nice workshops on weather as well.
    1 point
  40. After experiencing how much work it is to pull the alternators I am going to send them off to be overhauled rather than just change bearings and brushes. I am amazed how smooth the bearings were after 670 hours. The windings inside look nice and shiny so an overhaul should help these last to engine TBO. I'm sending them off to http://aeroacc-vny.com/ Robert at Aero Accessories has been very responsive. I'll post a picture when I get them back. Wednesday my mechanic is pulling the left mag to send off for the 500 hour inspection. On a TLS Bravo, believe it or not, you have to pull the prop off to change the alternator belts. So in the spirit of "while we're at it", I am going to send the prop off for an inspection, flush and re-seal as long as the airplane is down. I'm an hour from San Antonio and San Antonio Propellor will do it for $950. FOLLOW UP: Aero Accessories in Van Nuys, CA (http://aeroacc-vny.com/) received my two alternators and my mag on Monday and shipped them back out on Wednesday. Great service and they look brand new. Very fair prices, great communication and excellent service!!!
    1 point
  41. An internet forum like this one is really one long extended conversation. During the course of this conversation, sometimes some of us get a bit worked up and fly off the handle. Also there are those who come and go in the conversation and those who stay around. Those who have stayed around and become part of the long and ongoing conversation build trust. Not because we take everything they say as the gospel truth, but because there is a certain tenure that goes with becoming a trusted member of the community. Under each avatar is a +number. That number is basically a ranking of trust and standing within the community. It would be wise to take that into consideration before starting a flame war. Internet posts are very easy to misunderstand. It's very difficult to catch subtle and context in written posts. This is all the more reason for caution and civility as to not look foolish by misunderstanding intent, meaning, or even the words themselves. Those who choose to disregard, are typically first ignored, then blocked, and then they fade away to bother other people in other places. Think, read, edit, and consider before posting to avoid embarrassment.
    1 point
  42. Ha..those pictures were taken just after I moved into the new hangar (I was previously at KSLC and needed to get away from the class B). The hangar is just as clean today but has all the standard man-cave additions you'd find in a well-used hangar: an area for flight planning, a couch and recliner, a refrigerator stocked with water and beer, and a cabinet with tools and cleaning supplies. While there aren't any McDonald's wrappers, you may come across a Frosty cup from Wendy's...
    1 point
  43. Welcome, Jeff! Many of us have and love our Brittain units in their different versions and combinations. I personally have an AccuFlite and AccuTrak II, and they greatly increase the pleasure of flying by reducing my workload, especially in IMC. They are probably also nice in congested airspace, but I don't go there so can't comment. Periodically there are issues best resolved by returning a part or two for inspection, servicing or overhaul. This is most often servos with holes in the rubber seals, but may sometimes be the computer that lives in the tail. There is also great demand for the Altitude Hold units, which appear to be as rare as hen's teeth. Sometimes older unjts are obtained ("barn finds") requiring sericing before installation; even these have been highly regarded because they are no longer available. It is my understanding that Brittain was on the road to reintroducing these units (BI-106?); see above for the pent up demand. Many of us have high hopes that Brittain Industries will continue into the foreseeable future. Best wishes if it is under your stewardship!
    1 point
  44. Just proof that reapers do sleep. You could save a lot of old Mooneys a terrible fate by pushing him out of the door.
    1 point
  45. That would be a huge ask in a C. I wouldn't have a problem flying this C back to the lower 48. But I'd certainly do it by overflying the Alcan highway and then following the trench south through BC to WA.
    1 point
  46. Aviation Monetary Unit = $1000.00 USD It takes the sting out of buying Aviation parts that have a fancy metal label that can also be found on an old tractor for $50.00
    1 point
  47. Or you could just be trading your Mooney problems for Bonanza problems. I think the reality is that no matter what plane you are buying, there will be surprises. My brother-in-law bought a brand new Columbia 400. During the warranty period and afterwards he is still getting hit with big maintenance bills. For $529k, you think you would have bought some piece of mind. But new planes break just like old ones. After owning the same Mooney for 23 years, I know that it serves over 90% of the kind of flying I do. Upgrading for the remaining 10% just didn't make sense to me. If my flying changed noticeably, like flying for business, needed additonal capability (FIKI) or routinely flying around high terrain, I would consider a plane change. Sent from my iPad using Tapatalk
    1 point
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