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I have a PhD in math. And there are three kinds of mathematicians - those that can count, and those that can't.

Ok, not in a Mooney- but pretty high altitude for a Toyota Hilux. Last week in northern Chile.

Problem solved. Turns out that the avionics shop that looked at my plane a couple months ago forgot to secure the 430. Over time, the vibration wiggled the radio out just a wee bit. Simple fix to reseat the radio.

I did a mercy flight yesterday, bringing back a cancer patient from Ann Arbor to the U.P. As usual I got the full route STAR, with a couple altitude crossing restrictions and a speed restriction of 250 knots at the first one, the RNAV 24 approach, and another full route SID. Probably because of my climb rate, I never made it to my first SID way point before being cleared Direct to home. Anyway, when I taxied in, there was a nice looking M20J sitting on the ramp. As I got out of the plane, the guy that ground handled me (an older gentleman) asked what kind of plane I had. He said it was the first Lancair propjet he had ever seen. I told him I had been to ARB quite a few times with it recently. He then introduced himself as John Solo (Solo Aviation was the FBO). I commented how great his operation was to our pilots coming out of the U.P. frequently for med flights. The fuel guy came right up and asked if I wanted fuel and I gave him my fuel order, with John reminding the guy very firmly "JET A"! I could tell he was a business owner. SO I met my passenger and saw the Jet A fuel truck pull to my plane right away, so a few minutes later when he was no longer parked by my plane, I tried paying my fuel bill. The desk girl apologized and said I HAD NOT been fueled yet, the Mooney was first in line, going to depart soon, so he had to fuel him first. I said no problem, I wasn't in a hurry. I looked out and saw the Mooney owner pre-flighting, so decided to meet him and make sure he didn't think I was trying to jump him on getting fuel. I asked if he was on Mooney Space, to which he replied he had just joined. Apparently he just bought the plane. I wish I would have taken a picture of it. It was a very nice blue plane (clearly I don't like blue, sarcasm alert). I mentioned I had been flying Mooney's since 1996 and just moved out of my Rocket. He said "looks like a pretty significant move up", to which I replied "not many planes are a move up from Mooney's"!! Sounds like this is his first "owned" plane, having done rentals previously. I said that's a pretty big jump to which he mentioned he flies for a living. Anyway, he said his name is Brian (Bryon?) so hoping he becomes an active member. Tom

I say if you can afford it, go for it. I think most missiles will cruise at around 185 on 16 gph, so around the same speed as a fast ovation. If you can afford it, why not. Its a cool ride, and one upgrade that seems to work very well on the rocket conversions is an mt prop. Id say do it. Owning a M20E is a pretty irrational choice. Why not make it a little more irrational and own a M20 with 300hp.

...that's my thought. Living the dream. To add to what KSMoniac said - I agree that at 70k seems like a smokin' deal to me (and considering what I said how much it costs to bring to a pristine airplane with a new engine yada yada) and still a reasonable deal at 90k, all depending on how much you want a Missile and now. 100k is probably too much but not crazy - when you contrast to what a person might be listing this same airplane for with a 0 SMOH engine (and what it costs you to do so from Jewell). Missiles are pretty awesome - I have flown in Seth's with him. Rocket Engineering is a pretty good company with good designs. Rockets are pretty awesome too (I have one!) but a bit more expensive still to operate - fuel aside - and a fair bit more expensive still if you consider the fuel too...which you should. But...the Grin is still there in my 11th year of owning this bird. +/- 10k would have hardly made a dent over all in the total 10 year cost of owning the airplane. And wouldn't have changed the grin much. Honestly, I like very much the idea of a reasonably priced Missile with a run-out engine to overhaul my way and to operate perfectly my way from hour one of break in.

Flush $10k down the toilet. If you're willing to open up your septic tank and fish around for it, you're a CB Mooney owner.

Can you find another breaker/switch of the same rating for something you can temporarily do without and connect the pump to it to see if it's the pump or the switch?

Ok, here is my PA46 story. It was about 1992 or so. My friend Rene was 1/3 owner in a Citation (old POS) he needed to pick up one of his wife’s kids from their father in San Diego. He was planning on taking the Citation, but one of the other partners had it. The other partner said “Just take my Malibu” So, Rene calls me up and asks if I have ever flown a Malibu. I said no, and he says we need to make an IFR flight tonight to SD in one. I told him I had a beer or two, so all I could be was a passenger. He said “ok passenger, file a flight plan and meet me at the airport” When We get to the airport we root around in the plane till we find the POH, we read through it quickly, we sat in the cockpit and found all the knobs and switches. We (he) practiced for a few minutes, wheeled it outside, went through the preflight checklist and fired it up. It was a very nice flying airplane (I was told) and made the IFR night flight easy.

If you follow the JPI instructions the only place for that transducer is between the fuel pump in the fuel injector servo inlet. Which puts it behind the number 4 exhaust riser. I have previously posted all of the 124J fuel hoses part numbers. It’s two hoses there. Mine work perfectly. It’s about 1 inch of clearance. Less than the 2 inches suggested to be optimal but good enough when you put the aircraft spruce heat shield on the number 4 exhaust pipe

It must be a fake memory, then. Reminds me of the time Glen Curtiss and I were flying his float plane, yessir, must have been in 1913 or thereabouts. He and Jimmy Doolittle used to call me for advice frequently, and long distance phone calls weren’t cheap back then, neither. Anyway, Glen says to me....

Missiles are special, and if you want one, you might have to be patient, or pay a premium, or both. A local guy I know started with a Missile, and later got a FIKI O3 for his business (year round travel). He still loves his Missile more and has both. I haven't looked for the plane. I wonder what damage history it has...generally I'm ok with properly repaired and documented damage on a Mooney. Corrosion is a deal-killer. If you like the paint and interior, the rest of the details are very workable with dollars and sweat equity if you're so inclined. Price it as an engine run-out and consider any time you get as bonus. You can likely get into to it and overhaul the engine without becoming upside down immediately, or at least badly so! Avionics are getting cheaper...perhaps a plane like this could use the full Dynon suite when it is available and update everything at once for modest money. Slap a tail beacon or GDL82 on in the interim and wait. Assume you buy it...in 5 years would you be bitter if you "overpaid" for the airframe by 5-10 AMU? Or would you have the biggest excrement-eating grin on your face flying around at 185 knots? In a plane that you're into for Without knowing all of the details,I think this would be smoking deal at 70, and still a buy at more than that. Barring corrosion of course. Sent from my LG-US996 using Tapatalk

When dealing with a DPE, or FAA examiner, the key is to keep answers short. Make them dig, if they want more. Q: How is the gear held in the up position on a Mooney? A: On a manual gear the J-bar lock; on an electric gear Mooney by the jack-screw. Next question?

I couldn't get past the "any engine is a crap shoot" regardless of hours; "you need to be able to afford an OH at any time," mantra. So, I purchased a plane with a high-time engine which had been frequently flown every year for a decade, and priced as a run-out. Two years in and no engine problems. If I have to OH the engine tomorrow, I've enjoyed two years for 'free'

Well, I had two Mooneys before I bought a PA46. Then I bought a nice Ovation, and replaced that with yet another PA46. I won’t hold forth as an overall expert on the piston PA46 as both of mine have been turbine. But from the firewall aft the PA46 family has common structures. The aircraft was a clean sheet design optimized to fly at 20,000’ at 200 knots burning 14 GPH at LOP. In my opinion the airframe designers met their goal well. The airframe costs are comparable to long body Mooney costs. FIKI costs whether via boots or TKS. Pressurization system costs seem low. Avionics are equivalent, except the PA46 Mirage usually has a weather radar to care for. Both the piston versions have their staunch supporters. There is an STC to place an upgraded Continental TSIO-550 into the Malibu (PA46-310P) version. Care and feeding is about the same as for a turbocharged Bravo or Acclaim, from what I hear. To wit, lots of care and feeding is needed. The PA46 is heavier and you tend to fly it higher than a turbocharged Mooney so the piston engine works harder. With no cowl flap adjustment you have airspeed and gasoline for cooling. At FL250 in a Mirage I found it frequently took several additional GPH for cooling compared to best power ROP. To cruise higher you spend more time climbing. The POH says to expect 1,000 FPM but reasonable CHTs demand more like 500 FPM cruise climb so you are at about 35 GPH for 45 minutes to get to the lower FL. The plane handling is good in the air. It is a comfortable ride, passengers like the cabin. The piston types with 120 gallon tanks standard (140 optional) have great range and endurance. Yes, if you can’t stand a $10,000 bill now and then a PA46 is a risky tool. The Mirage pilot’s windshield is a perfect example: The heated PPG glass windscreen can fail the annual inspection heater current test and a replacement is around $30K. The turbine engine is expensive to buy but cheaper to maintain than the piston types. But that’s a different tale.

You’re right. That link no longer seems to work. I have emailed AOPA. I also bought one of these: https://m.aircraftspruce.com/catalog/pspages/ljrstreamers58131.php Edit: I will add that when I give the fuel cards to the person at the desk and tell them about towing the Mooney (“if you tow it wrong the nosegear will collapse and destroy the airplane”) they do seem to pay attention.

Just the suggestion of a procedure turn in this thread got me feeling uptight again, and so I went back to review. John and Martha King taught me this for the test, but then we get vectors to final so often that this basic info has gotten fuzzy for me. After reviewing, I think key bullet points are as follows: -Fly the PT if it is charted, UNLESS cleared straight in. -Don't fly a PT if "No PT" is on the initial segment flown or when receiving radar vectors to final. -The altitude labeled on the procedure turn is maintained until established on the inbound leg. -Ask ATC if still confused! There I feel better. Maybe someone else does too. This knowledge lapses fast...

I have had good luck with the shop Don Maxwell uses in Denton Tx, the name escapes me right now, but someone here will pipe in with who it is I am sure. Others closer would be G&N in Griffin In. and maybe DG Supply to speak to.

I consulted an aviation attorney (which I am not) on this very topic recently, and this is very consistent with what I was told - For an individual owner, there did not seem to be any significant advantage (save for keeping your name off of the FAA registry), but some disadvantages/inconveniences/hassles in some circumstances (like foreign travel) - Bob

Staying hydrated helps greatly with the high altitude fatigue as does a pulse demand oxygen system. -dan

This is the key right here when considering planes that ideally perform in the FL’s. The time and speed getting up makes a big impact. While I like 160-170kts the time it takes to get up there doing 30-40kts less then cruise in the climb often doesn’t make it worth it.

My time is all piston. I was not looking at the turbine PA46T. I have around 500TT, commercial multi IFR. Not a lot of multi time. Also in Canada, not sure if that makes a difference.

Because one is paid for and squak free with <2700tt and 550 on a 2000hr tbo...We shall see. Owners pilot has my number. I hope for a call soon. I hear ya though. My co-owner is in Canada fishing. A lot of pieces in the puzzle as it were or “drama”

I find it entertaining. You find it dramatic. I am good with that.

I wish we had a third co-owner...Then a no-brainer to be with ya (lower altitude ) grinnin’...

To be clear: If you are the pilot and crash, hurting or killing those on the ground, whether your plane is in a LLC or not, your assets, including your portions of the 6 LLCs are fair game, they are not protected from lawsuits against you. If your partner, CFI, mechanic crashes, then only the plane and other LLC assets are at risk. If you do some electrical work on one of your real estate holdings in LLC#1, and someone gets shocked and hurt, then again, they can go after all your assets in all LLCs. You made the mistake, you pay. LLCs protect you from others mistakes. So all real estate repairs, etc should be handled by licensed and insured contractors. And all correspondence, bills, checks etc. should be titled to the LLC name. Otherwise they can claim they were dealing directly with you, not the LLC, and you just lost your protection. If you have your brother, an amateur electrician do the work ,then they can claim you then didn’t do due diligence, so now again you’re at fault, and the LLC protection is voided. Make sure you have professionals do the work. Tom

Correct, ClearCoat and polish don't have UV protection by pigments for the resin. Will "burn" out, fade or delaminate in the case of clearcoats. Hangaring helps both equally but polish looses out from corrosion through the thin film, just not much there to keep moisture and salts from moving to the surface. Clearcoat not much better. Both will need lots for cleaning and polishing to refresh the moisture repelling. Good corrosion inhibiting primer is the workhorse for low maintenance. That all sounds very scientific, but the magic of a polished airplane is the newly polished section reflecting the honest work of your hands back at you. I should know...

Or use a plane cover. Tom

I am not sure what you mean by locating the transducer near the firewall. The install manual states that the transducer has to be between the fuel pump and the injector. This is from what i recall when i did my FS450 install.

And the west coast

The fire-sleeve was touching the exhaust probably because too long a hose was ordered (most of us naturally prefer to add a few inches !!! rather than face the embarrassment of ending up short ) ... and kinks are not acceptable ! It can be a trial and error - expensive if you have to reorder a hose -

I have been cleared by Indy Center into PBX many time from as far out as 25 miles from the IAF and not hear another transmission until I'm inbound, yes its that quiet at times. The first time I got a clearance this far out was a few years ago back when RNAV27 was still a T shaped approach and I was cleared to one of the IAF on one of the side arms with "N201TF is 25NM from COFTA and cleared for the RNAV 27 approach, maintain at or above 4,700 until established, report inbound at OBSEW." I was kinda shocked they would clear me that far out, but later I found this to be commonplace into this airport. By no means am I an expert, and as Paul I think it was pointed out I was newly minted and unsure so I asked for lower when I reported inbound and all I got back was "N201TF you are cleared for the approach." Afterwards I discussed with my instructor and now I understand what cleared means, in other words if there are no other restrictions such as a crossing altitude then I am cleared to do what the approach plate says. Now we have the HILPT format and now I usually get the clearance with maintain at or above 4,700 and have even been given 5,000 until crossing OBSEW which is now the IF/IAF. OP, with my understanding I would remain at 3,000 until established or given instruction for lower. I have been bailed out by nice controllers like this one as well. Thank you for posting it and I learned from this thread.

Thanks, This is what every professional has advised me to date and why I don't have an LLC. We do have a trust. But with a Calif $800 annual renewal fee and the added hassles of flying internationally I can only see negatives and no real benefits for having one as single owner flying for pleasure. Far more important to have smooth liability coverage for protection.

If your the pilot, I can always sue you, and if you solely own the LLC.... I can take that too. You are always responsible for your own actions. The only limitation is retirement assets, homes, life insurance may be protected depending on the state. Tom

Scott as we move into next week it will be very interesting to learn if any of the tropical remnants will impact arrivals from the east coast.

Sounds like you found yourself a good honest pre-buy guy who probably saved you a lot of money.

I noticed this as well when I was flying a C in the mountains. Everyone always says lean, lean, lean. But I found myself richening up right after take off to keep the temps down in the climb. Just let that EDM-930 be your guide. It will tell you where the engine is happy.

LLC seems to be a needless expense and complication to me anyway.

Having not had MooneySpace and making a horrible buying decision I STRONGLY agree with GXR and would PASS on the plane you described. 13 hours on a Major three years ago. What is this owner doing? (We know, but that doesn’t make it better). When the plane is not flying AT LEAST 75-100 hours a year it is TIME TO SELL. The tool is not being adequately maintained. Look to Paul’s advise on your purchase. Still no guarantee, but if you buy equipped (avionics/airframe) close to where you want it the engine is a KNOWN detail. If it is any consolation I have ZERO regrets as my enjoyment with ownership over 20+ years. They are Mooneypits, but you can’t take it with you... Enjoy do not DREAD the hunt.

Had to stop at Talladega to swap pilots. Was going to get breakfast at Gadsden, but forgot the FBO was closed, so no crew car.

Like this? ( Me in plaid shirt). Unfortunately the Stinson is a work in progress. Bought it from my dad in ‘73. Flew it until I took it down for another rebuild. Trying to complete it before my birth certificate expires.

Thank you everybody for your responses. James the item that is directly in the way is the landing gear framework. I thought that it might have to come out, but it completely makes sense that if I stroke the gear it would move it far enough out of the way.

I vaguely remember having to remove these (a long time ago) If remember correctly it took at at least two people. while having the aircraft on jacks... one person was manipulating gear retraction/extension handle while the other person was underneath playing constructionist with the aileron linkage on maneuvering on getting the linkage out. Seems to me the gear was the was less than half way down was the spot. I don't have clue how you would do this on Electric gear. If there some disconnecting the gear retraction/extension linkage. Hope this helps , Good luck, James '67C

For me, I batting 0 for 7. Most are on budget, but on time and great communication, never. I guess 1 out 3 is par for the course. Tom

I can say that about aviation businesses as well. Tom

Overall, no I wouldn’t use this contractor again. But realistically I’m not sure there is a contractor out there that does jobs on time, on budget and communicates on a regular basis, unfortunately.

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