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Showing content with the highest reputation on 03/22/2018 in all areas

  1. "OK, honey. It's listed for sale at the airport and on these websites. It'll probably take a while to sell, these kinds of things never go real fast . . . . . "
    6 points
  2. Fun stuff while the economy is moving into its next phase.... The Great Recession was a decade ago... The Mooney factory has updated their planes. The Mooney factory is still open and still supports its old planes. An IO360 is still a modern airplane engine. The Federal Open Market Committee had a meeting today. The new Chairman of the federal reserve bank, Jerome Powell (no more Janet Yellen) announced the overnight interest rate increase of another 1/4%... There are expected to be a few more this year and next... Banks will be raising their interest rates accordingly. Unemployment stayed low this quarter at around 4.1%. The number of peoples participating in the workforce has climbed. Inflation stayed low at less than 2%. The President has been touting how well the stock market has been performing. There are going to be people with a few excess dollars because of all of this good news. People are discussing openly the plane’s they are looking to buy. two people in this thread are discussing a very similar purchase. Assigning a price to any one plane has interesting parts... what the plane has and its condition, is one part. How Many people are interested in buying it, is the market force part. Simple competition between to people drives up the price when the chips are down. who wants it more? Who can afford that desire? As the price gets driven up, other things become options, like Missiles, Ks, Eagles, Os.... At this rate, The only thing that drives prices down is excess supply of planes in the market. They aren’t building anymore used M20Js... A cap on the expensive plane’s price is high interest rates... a pilot that can afford a monthly payment has to cover the costs of a loan that is both principle and interest... the higher the interest, the lower the principle that can be afforded is... Did anyone mention that spring is the buying and selling season? This is because many people are thinking the same thing. Winter is a terrible time to be outside, trying to buy or sell anything... Quick, buy the plane, then sit back and enjoy what is left of this bull market... Nothing lasts for ever. But some Mooneys are 60 years young this year...! Bull markets extend into Bear markets. Remember back when Stock prices rose each time a company announced their giant lay-offs of tens of thousands of people, triumphantly? We haven’t gotten there yet... Recessions come when the interest rates rise too sharply. Costs grow, people stop buying things... auto catalytic economic disaster... Inflation is the opposite... Prices rises too sharply compared to incomes... Remember back when Candy Bars went for a dime to a quarter? And your allowance stayed the same...? The size got slightly larger, the label trumpeted 10% More! Another goofy thing that happens with airplanes and prices and availability... unlike a house, planes and money are both fungible. They can be moved and spent in or to the city that makes the most sense... try that with a house... Don’t rush the process... PPIs are still a good expense. PP thoughts only, not an economist or a plane salesguy... I think I may have stayed at a Holiday In in TX while buying the O in 2010... strange days back then... Does the economic situation get any better than this for buying a plane? Best regards, -a-
    4 points
  3. Guys, Adam from the “pre buy” guys had asked me to do this video a few months back. I wanted to post the video here for you all to see. I think he did a great job putting this together! Mike
    3 points
  4. It doesn't sound like you are very bullish on the future economy. I think there are great days ahead because I was told that if the tax bill passed the country would experience 4% growth year-over-year for at least the next ten years.
    3 points
  5. You have been subjected to a mild version of the Cheap Bast$#d Club. The same group that if you check their pockets you would find corroded green pennies. Do a lot of research and don’t get enamored with pretty paint or interiors. You’re looking for a well kept plane, with upgrades/updates you feel you want or need and priced correctly. Sent from my iPad using Tapatalk Pro
    3 points
  6. for reference I line up on downwind .8 to .9 nm on downwind. then you end up about .5 nm from the end of the runway.
    2 points
  7. Get a new prop shop. This is silliness. -Robert
    2 points
  8. Here's a Mooney ad from November 1987. They were making a basic IFR 201 back then and advertising it for $98,900 with an autopilot (KAP100).
    2 points
  9. First photo definitely looks like rust on steel components. The others are harder to tell. I've taken various control rods out of our airplane over the years that looked awful in-situ, but that turned out to be nowhere near as bad as I feared. Sometimes, discoloration is just "gunk" - build-ups of dirt, grime, lubrication, etc. Where there is actual corrosion, it's sometimes just "light surface corrosion" that can be cleaned and repainted with minimal trouble once the rod is completely out of the aircraft. Scotch-brite or similar abrasives as others above have suggested. Even if there's pitting, it's not necessarily a deal-breaker. The parts in question can be bead blasted and repainted per techniques in AC43-13 Chapter 6, if they're not "bad". But defining "bad" seems complicated to me, and maybe just boils down to the mechanic's judgement. The oft-cited ten percent wall thickness is a reasonable standard, but note that AC 43-13 and the infamous Mooney SB 208 use this with respect to structural steel tubing, which is not the same as control pushrods. Our own very experienced A&P has been known to look at discolored spots here and there and say things like, "Well, yeah, that might rust all the way through in another 50 years or so. You don't need to do anything about it this year." This used to make me more nervous until I pulled and cleaned and carefully inspected a few such rods. In our case there was nothing of concern, but I don't mean to be cavalier about it - I still think you don't really know until you look closely. In summary, I'm not sure "horrified" is an appropriate reaction by your mechanic. I don't think you were in any particular danger flying this airplane the last year. But it would probably be good to pull the rods out of the airplane and have a close look at them. Odds are they won't require anything other than cleaning, paint, and new AN hardware. Not particularly expensive in the grand scheme of things. Just the thoughts of a pilot and owner who likes to assist with maintenance, though - I'm not an A&P.
    2 points
  10. If I were a betting man, I'd say that service manual specifies minimum tube wall thickness. You could clean the corrosion with Scotch brite pads and refinish the tubes with epoxy primer or such. Hard to say from your pictures but definitely some corrosion on tubes and elsewhere.
    2 points
  11. The 2nd photo looks like it has stalagmites growing off it, some of the other stuff looks like dried lube and dirt build up. Most of the hardware needs replaced
    2 points
  12. I think there are two kinds of vintage planes out there. Those that have logged damage history and those that have un-logged damage history... You can search accident history on the FAA.gov website, but again... that is only for documented accidents... I know there have been unreported accidents/gear ups at small private strips, where the owner just drags it into their home hangar unreported and the fairies deliver a cleaned up plane some months later... just know what you're looking at. Look for wrinkled skins, popped rivets, slight shade differences in paint, look closely inside all inspection panels in wing and tail, etc..
    2 points
  13. Hard to tell from the photos but IMHO it probably is not an issue but I'm just a pilot. I'd try to scuff with scotch brite pads and generously apply corrosion X.
    2 points
  14. Prior to my purchase in December 2017 my plane had two gear up landings. One in 1969 and one in 2010. I actually think the plane is better since the 2010 incident as she now has a full set of speed mods including a one piece belly. No idea what she flew like before and I love the way she flies.
    2 points
  15. Too low for my taste. When we were looking we weren't interested in anything that was under 950 lbs. Upper 800's might be OK if you never want to fill all the seats and do more than taxi around the airport.
    2 points
  16. We like the 900/930 which gets rid of old gauges.
    2 points
  17. The issue could be in the headliner where the two horns are located ( presumably ). As the stall switch is a the ground point, any spurious contact to ground on the appropriate horn terminals will cause this to happen also. My schematic shows several diodes at the gear horn ( as several things can sound it; gear speed switch, throttle switch, etc ) then a short in just the right spot could cause this action. Just postulating...I have had my own electrical demons to conquer today. Less costly fixing other people's problems! iain
    2 points
  18. That’s got to be the highest priced J I’ve ever seen. That’s A36TN money. My buddy Jim’s N33YZ was every bit that plane less the engine and it only brought mid 110s. I wish him well but it looks like he added up all his costs and listed it for that.
    2 points
  19. I'd likely be a buyer at $145K for this plane and might go a bit higher. With the standard disclaimer that it passes a proper PPI. I don't like paying for paint or interior as it's such a personal taste thing. But it is worth something. The panel is done well with the exception of the EDM 730. But that's easily rectified. You could likely fly this plane for the next 10 years with nothing but standard annuals each year.
    2 points
  20. Ball park if you were doing Aspen PFD/MFD, GTN 750,650, GTX330ES, GMA35C, Stec 60pss, JPI EDM 730, new paint, new interior today would be at minimum $100 AMUs. Even more depending on how extensive of a paint job and interior he did. This doesn't account for the engine reman costs either.
    2 points
  21. Yeah right. When do you install the 750/650 combo he has in the plane valued $30k? Or the $7k GTX-345 that is in the panel. Like I said before, people are ignorant on these costs and your post proves. Sent from my iPhone using Tapatalk Pro
    2 points
  22. I’m with rmag’s on this. Take out all the avionics, undo the interior and paint job and you have yourself an $80k plane. The question that should be asked of the OP, is this plane worth $150k to you? People have no idea how much all of these upgrades cost. I would rather spend a lot more on a plane that has healthy bones and is equipped nicely already. What are the other options? Moving up to an early Ovation or Bravo and still need to do updates. It’s not like Mooney is still making Js that have start of the industry avionics. As long as the plane’s value works out reasonably on the calculators, why are people resistant to pay more for something that is worth more? Sent from my iPhone using Tapatalk Pro
    2 points
  23. Just was going to clarify for you LoPresti is 16ish not 10ish PLUS LABOR and PAINT! Check out these post here David and Bob, I love the look and the two landing lights seem to make it pop (something about the symmetry of it). Looks like you are killing it!
    1 point
  24. I posted that at least a year ago in my own thread. Since you missed it, price range is $4-6K depending on what airplane and what equipment up front it has or does not have. Thanks, David
    1 point
  25. This seamless direct ipad software interface with the IFD440 looks truly outstanding! I have a Flightstream 210 linking my ipad with Foreflight to the Garmin unit, and flight plan synching in flight from the panel to the ipad is glitchy as heck. I'll likely have to switch to Garmin pilot at some point and learn a new software if Foreflight doesn't get the issues fixed. In hindsight, there is no way I'd have gone with the GTN650 3 years ago had I known this direct wifi ipad interface would become an option with the Avidyne. I didn't have a 430 tray already in place to do the direct swap to the Avidyne, so it was a more equal comparison between Garmin and Avidyne for me at the time. I elected to save a couple thousand bucks and go with the Garmin, but then adding the Flightstream negated most of that difference.
    1 point
  26. I had the mod done while I was doing the top end - just about the same cost, and it was time to have it opened up anyhow. Worth the money in my mind.
    1 point
  27. Many people selling planes don’t know, or remember what a PPI is... There isn’t a PP training for this... Essentially the inspection can generate two lists.... 1) AW issues 2) non AW issues... The important ones are AW ones.... The 10 or 20 amu list are the old plane, non-aw ones, they are all the wear items that would be nice to get up to modern condition.... A seller that is afraid of the non-AW list, as this can make negotiations difficult, is going to want to avoid the MSC... Avoiding the MSC is like avoiding the truth. As a buyer, you want to know the truth... both lists. Negotiate the price to have the plane in AW condition or accept it as is... Get the list of non-AW items because that is the list you are going to work on over the next year or five or ten.... You really have to be serious at the time you commit to PPI. Solely because they are expensive... and take time... The intention is to buy the plane, making sure it passes the AW tests... Negotiations are done before the PPI. You can expect things to fall apart quickly if you are negotiating after the PPI... my Negotiations were pretty simple. Everything listed in the ad has to be there and work properly, Any AW issues that come up, need to be addressed properly by the sellers wallet.... the PPI included flying a few approaches to demonstrate everything in the panel was actually working... ADF, VOR, GPS, ILS... The plane that costs as much as a house, has few AW and non-AW issues. The PPI takes equally long and is equally expensive as the plane that costs as much as a car.... The plane that only cost as much as a new Chevy... expect a lot of wear and tear items and things that aren’t quite right... Avionics not integrated... You are buying a 40 year old plane at Chevy prices Don’t expect a modern living room with that... Speak openly with the seller. You both have something to gain from the experience. Saving the last AMU by negotiating hard can be an expensive way to go... If you are buying directly from the owner... Keep the door open for the dozen or so questions that are going to come up after you have the keys... like what does this do? Is this connected to that? My biggest surprise was the nice updated GPS in my plane, was not connected to the nice updated JPI in the plane, and wasn’t connected to the FF gauge either... a couple of wires that would have delivered fuel available to get to the destination or not! How is that for an idea..? There is lots of data that can be sent to a modern engine monitor, with settable alarms.... you may not learn this unless your seller wants to talk to you.... So much can be learned just by reading the logs... how old is the tank sealant, LG donuts, Avionics, 2020 compliance....AD list... Review every line of the logs yourself. Because it is expensive to pay somebody else to do something you can do. Reject the plane before ever sending it to get a PPI... It may be wishful thinking if sending a plane you have never seen, to a PPI without ever reading the logs.... People do this, but they are probably starting with a plane that costs as much as a house in San Francisco ... PP thoughts only, back in the day, I enjoyed buying and selling machinery... Best regards, -a-
    1 point
  28. Bucking for a position on the Board of the CB club?
    1 point
  29. You could not build it yourself for less. And if you did build it yourself you would have a year downtime doing it. On the flip side when somebody else does it they always do at least one thing wrong. Like leave factory gauges and not put in the 930.
    1 point
  30. I think the realization that a flyable bare-bones J with a mid time motor seems to be going for 100K these days. This is a good thing, right? Or is this a sign that we’re about to hit a recession?
    1 point
  31. The peanut gallery here seems a lot more polite to the seller than it usually has been. What gives?
    1 point
  32. @mike_elliott is spot on here. Any seller who wouldn't allow a DMax, SWTA, AirMods, TopGun, or LASAR inspection (and there are others) will not see any of my money. Either they have no idea of what a PPI entails. Or they've got something to hide. Either way, I'd move along and look for something else. When my Mooney is up for sale, I'll fly it to the MSC of your choice and will be happy to leave it there for a proper PPI. And before you go to that much trouble, you can call JD and ask him about it. My Mooney is far from perfect and no vintage airplane is perfect. But it still has value and an MSC can validate that value through a PPI. My first Mooney purchase was from Jimmy and David. I asked if I could send the plane to DMax for a PPI and the response was, "good choice." Don called me a week later and said there is a long list of squawks that need to be addressed, BUT "it's a really good airplane and I recommend you buy it." So I did.
    1 point
  33. The only way a seller should be afraid to let DMAX or JD Casteel (Or DLK or AGL or Daytona etc) do a PPI on their airplane is if their airplane is un-airworthy. Most likely your offer will be such that it is contingent on a PPI, and that the seller is responsible for airworthiness items and you, the buyer, responsible for the others. If the airplane isn't as represented or has "issues" you can walk, or negotiate further for the mitigation of these issues. If there are airworthiness issues, the seller must fix them anyway, so perhaps he should have his checkbook ready. But you have already answered a lot of the questions you have with the seller's being reluctant to letting an experienced and specific pro do the inspection. There are other fine planes available for sale that wont have this condition. Heck, when I sold my F, I WANTED the buyer to have a prebuy done at Don Maxwells. I knew what shape it was in and what it didnt need.
    1 point
  34. Looking at the schematics now, it looks like the cabin lights, clock and OEM fuel flow memory is connected direct to the battery, but isolated using the 'fuel mem' switch, if you have one. i looked at the Shadin miniflo manual and it has non-volatile memory not requiring constant power. Since I also do not have the clock, it looks like i can use t his switch as an override to shutdown these lights completely. I don't want to make this $600 mistake again. Battery is starting to come back up, but i don' trust it now. Once it is up to 12v again, I'll do a load test and see how it does. I am not expecting much from it at this point. Getting it down less than 2V is a pretty deep discharge. iain
    1 point
  35. Ok so in theory, airplanes often cost as much as houses. In my case my plane is about 2/3rds of the cost of the house. Which is in Austin, bought only 3 years ago. But the house is only 1088 sq ft. And my wife has no idea how much has been spent on the plane. I started with an M20C and just kept spending a little more and a little more after that...
    1 point
  36. Mine works with Garmin GNC 255 Navigator. though a very subtle configuration setup on GNC to communicate with G5 to get the CDI. The G5 uses RS232 to communicate VOR/ILS to Information to the GNC 255. The Magnetometer GMU11 uses CAN to communicate with G5 HSI and ADI. It is a slight pain is that when you want change OBS on the VOR. To change the VOR it is couple extra button pushes and knob rotation to get to OBS selection. James
    1 point
  37. I don’t understand painting a plane in 2014 and making it look like it was painted in 1984... If you’re going to spend the money...to each his own.
    1 point
  38. You should invest in a battery minder charger that is specific to you battery as well.
    1 point
  39. Although I have no issue with the asking price it’s not appropriate for this airplane. For that kind of money I’d expect a Garmin G500 with a KAP/FC150, ADS-B in and NDH. Not a dead end Aspen with a patched up entry level auto pilot and the stigma of damage hx. Overpriced imo.
    1 point
  40. If I recall correctly, N242PT lives in Chile, South America and goes into and out of airfields which might be a wee bit short for Mooney Acclaims. I believe @mike_elliott worked with them and found there was no real loss of speed, but much better low speed handling with reduced stall speed.
    1 point
  41. When my C was but a young plane, it was flown underneath a set of power lines. It led to the replacement of the entire vertical stab and rudder. 50 years later, I don't see it effecting the value.
    1 point
  42. The price per inspection doesn't seem like much but over the life of the propeller I found it was cheaper to replace the hub. Using numbers posted above it is about $3,000 more to replace the hub at overhaul time. Where I'm located I had to fly to the prop shop once a year to get the ECI done at a cost of about $300. Even without factoring in my time (had to take a day off work each time) the break even point is only ten years.
    1 point
  43. Properly repaired and at some time point in the somewhat distant past, no issues whatsoever. More recent damage history will devalue it some but not much. The majority of these airplanes have damage history, not all has been logged . . .
    1 point
  44. I have an aera660 and it gets weather, AHRS attitude, and traffic through the GTX345
    1 point
  45. The L3 ESI-500 is a fine little glass panel display in its own right and it can be the certified backup for your future glass panel upgrade.
    1 point
  46. Anthony, I took some pics today with the second landing light installed. Smiley Face? @Sabremech, @Guitarmaster, @Marauder, @AGL Aviation, @mike_elliott. (I'm going to keep the new paint scheme under wraps. It includes a nod to '66E retro and a nod to the latest Mooneys.)
    1 point
  47. I had that very thing done to a lycoming about 15 years ago. I R&R The engine. The engine shop tore it down and put it back together for $700. The engine was fresh out of overhaul but had been in storage for 15 years and a flood (above the water line). I bought the engine from the insurance company for $9000. The only parts used were gaskets. There was a little rust in the cylinders so he re-honed them. The rings were ok. I sold my old engine with a cracked case for $4000. Less than $6000 for a 0 SMOH engine isn't too bad...
    1 point
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