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Showing content with the highest reputation since 06/04/2025 in Posts

  1. I have a 1991 Bravo. I'm on my 3rd engine. The avionics I put in starting in 2013 and upgraded as the G500 transitioned to the G500 Txi and GTN 750/650 to the GTN 750/650 Xi and GTX330ES to the GTX335 are better than in most business jets I have flown in. The Bravo travels at half the speed of jets. That is fast. Rather than step up to a Turbine with at least double the yearly expense, I chose to keep my Bravo and upgrade it to the max. I love the airplane and its avionics. Structurally, it is the strongest single engine airplane out there. Basically, it is new, panel and firewall forward. I feel like I have a new airplane. I have never looked back.
    14 points
  2. I'll speak only for myself, but I think others also think about it this way. This may get a little sappy. And there will be a bit of Mooney blasphemy. Owning, maintaining and operating my airplane isn't about being practical or sensible. It's about being passionate about aviation. It's about the freedom piloting my own aircraft affords. It's about the satisfaction I get from keeping her in the best condition possible. It's about realizing a life long dream of owning this particular airplane model and modernizing her to better-than-new condition and capability, and treating her like a friend. Rolling with the punches as things like ADs, new fuels and the general population lay challenges in front of us and finding ways to overcome them, sometimes at great financial expense. Because I love flying, and I love what I've been able to make of this airplane. I've conceded that I'm going to need to do some work on the airplane to adjust for any new unleaded fuel and it's going to be expensive. Yup, ok, I'm in. Now that's not to say this is the last airplane I'll own, even though I treat it as if it is. I'm getting older, and at some point practicality and sensibility will probably catch up with me and I'll need to change my ride to something with fixed gear to be able to keep flying. I've got my eye on the LSA market and have a few candidates in mind for when that time comes. After all, speed isn't everything (that's the blasphemy). But until then, "The Beast" will get my best efforts to maintain and preserve her airworthiness to my own high standards. Some of that will not be practical or sensible. But I'll do it anyway. So @hazek, all this to say yes, perform your due diligence to ensure the airplane is mechanically sound and then pour everything you have into her to make her exactly what you want. If she isn't capable of being that, then it's time to move on to a better candidate. Sensibility and practicality have their place. But sometimes in the course of airplane ownership they pale to passion. Cheers, Junkman
    10 points
  3. Many years ago when contemplating my first airplane purchase, a pilot/owner friend told me that the best part of owning an airplane is that the flying is free. When queried, he explained that the insurance, hangar, inspections and maintenance were so costly that the gas and oil to actually fly it was lost in the noise. However, having the key in your pocket - priceless.
    8 points
  4. You should be careful, or there will be an AD and we will all have to buy new switches.
    8 points
  5. 7 points
  6. The troll only lives when he is fed. Ignore the troll, don't feed him and he will direct his attention to other online forums where they feed him and engage him in endless debates. (https://behaviourhelp.com/a-z-challenging-behaviours/argumentative-behaviour#:~:text=Here are some common causes,to a propensity for argumentation.) He has a hard time remembering which of his screen names to use that hasn't been blocked on Mooneyspace. Perhaps supplemental oxygen would help.
    7 points
  7. I have used Gee-Bee stuff on 3 airplanes so far and never been disappointed. The baffles he makes fit perfectly. I just put in door seals on my F and they went in nice. I have been an owner for 15 years and some of the people I have been using have aged out of the business. Gee-Bee is still in the game making quality products. I am a satisfied repeat customer. Just a pirep.
    7 points
  8. The airplane takes off when lift = weight. Lift is a function of TAS^2; it is not affected by thrust and thus choice of propeller which only affects how quickly the airplane accelerates to takeoff speed. I cannot account for the differences in the POH speeds; there are some anomalies in the Mooney performance data between various models. Perhaps it is a difference in technique by different test pilots. Rotation is really a concept from jets and not directly applicable to piston powered airplanes. The best technique is to apply a small amount of back pressure during the takeoff roll and let the airplane fly off when it's ready rather than trying to yank it off the ground (i.e. rotate) at a particular speed.
    7 points
  9. A G5 is a very good instrument and a good addition if you have a GPS navigator. My G5 HSI was installed not long after my DG failed, and later after several AI failures I punted and put in a second G5 to replace the AI. I highly recommend them. I've flown with GI-275s as well, and while they certainly have their place, I think the display space on the G5 is used much more efficiently and is more readable than the 275. I'd suggest getting a good look at both before making a decision.
    7 points
  10. The shop found four different sources for the switch, and the one they ordered was new-old-stock. They just put in the new switch today. The shop ended up covering this as a warranty repair, since it wasn’t obvious how the damage happened but it happened during their inspection. It’s a positive outcome and a stand-up attitude from the shop, which I definitely appreciate. Thanks to all for your input - I leaned a lot from this thread Thanks also to the MSer who offered me a switch from their aircraft - I might very well have needed that.
    7 points
  11. Here comes the J-bar mafia with their bragging again…
    7 points
  12. I always say I wish they would break the A&P certificates down like they do pilot licenses. Your basic A&P license would be for aluminum piston singles and twins. Then have add-on's for turbine and pressurization, Radial engines, Tube and fabric, Composites ect. It would shorten the time required to get your license and more owners might get their A&P license. The vast majority of GA planes have piston engines and aluminum construction. If you want to work on other types go back to school and take a class on whatever you need.
    7 points
  13. I didn't even read who wants what... SHE WINS!!!
    7 points
  14. 6 points
  15. I've struggled with this on a much smaller (dollar) scale (I have a 1970 M20F with six-pack/GNS430W/STEC30) The conclusion I've come to is that I love to FLY; the toys in the panel are distant to mechanical condition. Could I afford to upgrade? Yes, but the 'value' just isn't there for me. I'll put the money into the engine overhaul, but I don't see myself spending the coin on the avionics or fancy interior. Honestly, what I have is really all I need; and I don't really want the 'glass'. YOLO most certainly applies, but I'd rather spend on other entertainment (e.g. sailing yacht) Neither hobby is financially prudent! Realistically, I ask myself how much longer will I be flying? Maybe 10 or 15 years...sure, we all like to think we will be flying octogenarians, but even so, it may be in a Cub...mission will likely change. For me, the pleasure is in the flying itself, if the machine is safe the rest is not that important. Sorry for the ramblings...if you can afford it and it brings you pleasure, then go for it!
    6 points
  16. Looks like MooneyMax is in Branson this year. I went last year and enjoyed the lectures from Frank Crawford and Bob Kramer from Mooney. Enjoyed the factory tour. But wish there was a Mooney Owners Maintenance workshop attached. I know that years ago Maxwell did a maintenance workshop. Not sure if that could ever be revived?!? But how about a clinic put on with Maxwell and Mooney…down in Texas that has a “work day” volunteering at Mooney to get the factory cleaned up and workshop in the shop to go through a Mooney annual first hand of what they look for, owner maintenance items, and pictures showing “the Mooney Factory is still going”! Lunch at the factory lunch tables. Hands on gear swings and flight control rigging. How to properly lube and what products to use. How cool would that be?! Yes, I’m day dreaming. Can’t go to MooneyMax this year. But this would be great phot op for Mooney to have people at the factory…cleaned up, and working on Mooneys. Everyone flies in to Kerrville and the Mooneys are all staged in the hangar together! Awesomeness!!
    6 points
  17. As long as your SpO2 is good, who cares?
    6 points
  18. 6 points
  19. I am not a fan of the STC process for fuels and I am aware of the STC for 94UL. It clearly acknowledges the known limitations of 94UL. However, the ASTM standard path at least provides some measure of transparency about the fuel which is conspicuously absent from GAMI process. I believe in empirical testing with reproducilbe results. Similarly, I am of the opinion that the markets, rather than court decrees or government mandates, should determine the winner in this race. The approach Swift and GAMI are choosing appear to be quite different. May the best fuel win (could be niether of the two). There seems to be growing body of evidence that G100UL has some serious material compatibility issues and, regretably, the purveyor of the fuel chose the path of refusing to acknowledge the issues and diminishing the nature of the problem while stedfastly refusing to subject their product to standardized independent testing. That alone is a giant red flag for me. GAMI should be free to sell their brew to whomever wants to buy it, but the customers should not be forced to buy it.
    6 points
  20. This has always been my practice in every airplane I've flown -- get the airplane in the takeoff configuration first. I believe that NACA wind tunnel data shows that flap parasitic drag for a single slotted flap increases parabolically with deflection angle. So raising the flaps to the TO position will get rid of most of the flap drag. I also find it easier to manage the trim if I don't bring all the flaps up at once. Most of the time we have plenty of excess power available and climb performance is not highly dependent on technique. But perhaps technique might become more important at high density altitude with a normally aspirated engine. Presumably the flight test pilots took that into consideration when developing the POH. The first 15 degrees of flaps in my M20J don't have much drag and only reduce the level stall speed by 1 KCAS. The main effect is to provide a more nose down attitude. Full flaps reduce the level stall speed by 7 KCAS which is a greater reduction than most GA airplanes. So, full flaps in a Mooney are effective lift and drag producers. The flap drag can mask the gear drag at low speeds which is likely a contributing factor to pilots not noticing that the gear is not down during landing. It's easy to raise flaps to the TO position without looking at the flap position indicator in a plane with electric flaps that does not have the switch with the TO position: Just count "one thousand-one, one thousand-two..." while raising the flaps and stop when you get to the count you have determined raises them to the TO position. It'll be close enough.
    5 points
  21. My boat is a 1998, to replace it new would cost 300K, so it is on its 3rd set of outdrives and first engines. I replaced all the electronics twice and I wash and wax monthly. Is it worth it, a lot cheaper than a new one. My Mooney is a 2005. It has a G1000. It is worth about 300K. If I had to replace it with new if new was available 1 million +. If I replaced it would annuals be any cheaper? Nope, would routine maintenance be any less? No. I put 23K into a new interior and it looks better than factory. My hangar neighbor has a new Cirrus and it is in the shop about the same amount as mine. He has the same maintenance issues as I do with a 20 year old airplane. If the G1000NXi upgrade came out I would buy it in a New York second. Because even with all that I am in it for waaaaay cheaper than new with the same performance. With that Bravo, you can blow the doors off that Cirrus, why would you not want to upgrade it for 1/10th the cost of new? Avgas is not going away.
    5 points
  22. The median age of the entire Mooney fleet is probably around 1970. I think they made more Mooney’s in 1967 than the entire time since 1990!
    5 points
  23. I wouldn’t do a specific aircraft type, I would do a specific aircraft. I don’t want you working on other peoples airplanes.
    5 points
  24. Nobody from the FAA gives a rip what you do to your airplane as long as you do it right. If you do it wrong and it causes a problem and you did it outside of the regs, there will be trouble for you. If you do good work and nothing bad ever happens, you have nothing to worry about. The FAA doesn't have time to go snooping around in our hangars. As @EricJ said, work with your A&P IA and everything will be OK. That is what an IA is, the FAA designated representative who gets to decide if your plane is airworthy.
    5 points
  25. I would suggest not poking the bear.
    5 points
  26. Upgrade complete! Flew her home today and couldn't be more impressed with the new capabilities. I'll need to spend some time figuring out which display pages I'll use most of the time to provide the best mix of functionality and awareness from the G500TXi, the Gi 275s, the GTN, the GNX and the Aera. The GFC500 is amazing, and for me, the yaw dampener noticeably helps with turbulence even in a mid-body Mooney. Can't wait for my first long cross country.
    5 points
  27. The video seems well done, however I threw up in my mouth a little when she mentioned the F-16 during the stability discussion and the video shows an F-15. I’ll try to finish it later because I did like it up until that point.
    5 points
  28. Just talked to Jon as mentioned by @201Mooniac. Jon was very helpful. Talked about going to Osh and Sun n fun. Offered the discounted price that was offered during Osh. It seems that the Inogen is selling well at the shows. New version is the Rove 6. Well needless to say I am a little lighter in the wallet now. Ships tomorrow and should arrive by Thursday. Jon was a pleasure to work with.
    5 points
  29. No reason to post other than I'm just excited it's "done". It's been a MUCH longer and more expensive journey than I expected and if we're being honest, I'm not totally sure it's been worth it, but I'm glad I don't have to touch it again. Before/After pictures below (how I bought it and how it is now). The previous owner (well the one that actually cared about the plane) is @rainman and he did a beautiful job with the initial upgrade. First iteration: When I first got the plane, I wanted to upgrade the GPS units. I ended up going with a 650/355 combo. In hindsight, I should have done a 750/215 or something similar. I don't use the second GPS other than for the Connext, and at times I just always have it on the "nearest" page. This upgrade wasn't done right. As a matter of fact, it was done so terribly wrong, and went so far over time, that the shop that did it didn't charge me. They didn't even really make eye contact, they just handed me the keys and the logs. The biggest red-flag was when they said the GPS was flakey and they didn't know why, but it didn't dawn on them that it's hard to get a GPS signal from inside the hangar. Ghost traffic, comm 2 didn't work, transponder was flakey, etc. Second iteration: After noticing all of the glaring issues, I had another mechanic look at it, and he fixed all the wiring, installed a 345R, Aera 760 (awesome unit, my wife loves it) and a handful of other things I can't even remember. Third iteration: Once that was done, just before headed home (MN -> AZ), the AI took a spill. My mechanic sent me a G5 and I decided to install that and nix the vac system as well. Fourth and final iteration: Mechanic back home took the plane in for an oil change and a few other things. He noticed some glaring airworthiness issues that were ignored by the recent overhaul and annual. While fixing those, he noticed the JPI was illegally wired (showing proof) and stating I should just upgrade it. The fastest upgrade was a 275, which was fine since I have all Garmin anyways. He also threw in the "I mean... while you're doing it.. just move to a 275AI, too... right? And SmartGlide?..". Some other upgrades would be some LED strobes, LEMO plugs, complete rewiring in the engine bay (mangled from the overhaul shop), new engine frame, fixed cowl flaps, new brakes, overhauled autopilot, etc etc etc. The most hilarious part is my audio panel is horrendous still. I feel like I'm flying with a Tom Ford suit but NewBalance shoes. I can't talk to my passengers unless I yell, and if I have a mask on for FL180+, I can't talk at all. It's gotten so bad, I actually would switch over to 123.45 to hot-mic and talk to my passengers if I needed to. So, that's the last and hopefully final upgrade, which I'll probably throw in a PMA 450B. I've already got way way too much in this panel for a 1979 M20K.
    5 points
  30. Mooneyspace is a great source of information from people who have experience that we can all draw from. Occasionally someone signs up on here that really enjoys taking a contrary view about nearly every subject and has very little to zero personal experience on the subject they are arguing about. They never pay the money to be a supporter on the site and are here to stir things up and argue and don't contribute in any positive way. They get banned and then come back with another screen name. Most people who have been on here a long time have learned to ignore them and not take their bait to engage in endless debate. There's always the ignore option on their profile. (Beechtalk's policy of people using their actual name as their screen name seems to help people behave better and not hide behind a random screen name.) Personal observation: I've had an Inogen for close to 10 years. I bought it off of a Craigslist ad with 10 hours on it for $500 and although I have built-in oxygen I very rarely use the on-board oxygen. My canisters on the Inogen are still good - I only use it for flying and the bottom line: it keeps my SPO2 where I want it. I end up using it on almost flight, whether it's 8000 or in the teens. Very rarely do I go into the flight levels, but when I do I plug into the on board O2 FL180 and above, with a mask. It has opened up options for me - if I need to climb higher I'm not restricted by how much oxygen is in my on-board tank. I still have my on-board O2 plus a few cans of Boost in the back pockets of the front two seats.
    5 points
  31. Here’s my contribution to the thread, fresh from paint.
    5 points
  32. ^^^THIS^^^ @M20GforMe this is the bottom line. Personal experience and reading this forum has taught me that an airplane for sale that does NOT have deferred maintenance is a rare bird. Americans, or the pilot community, or maybe just Mooney people want "cheap" above all else, and nobody wants to spend money on an airplane that has fallen into disuse. You have received a ton of advice here mostly suggesting that you got screwed on the sale, and that you continue to get screwed by your shop. I'll swim upstream and say that a quick review of the estimate did not look wildly out of line to me. The hourly shop rate is not bad for your part of the country -- check out the hourly rate for a plumber. Sounds like they looked at everything, found a ton of discrepancies, and estimated the time and materials to fix everything. If I were in your shoes, I would work with this shop to understand what needs to be fixed to get your annual signed off and what can be deferred a year. The cost is brutal, but if you burn this bridge now, you may come to regret it later. Good shops are hard to find. Personal relationships are everything.
    5 points
  33. Get in touch with Mike Busch at SavvyAvaition.com right now He is the guy you need for help RIGHT NOW His fees are reasonable and the cheapest money you will ever spend on your plane. savvyaviation.com Run don't walk to your computer!!!
    5 points
  34. I think I’ll say the same thing as everyone else, but my $0.02 is to focus on the future. The best prebuy in the world won’t prevent you from finding corrosion or engine problems in your first year of ownership, and we all have a bit of a dice roll when we go into that first annual. You always budget for the unknown unknowns and hope it’s not as bad as you fear. The good news is that you bought the plane you wanted and that will make you happy. Just get it airworthy and fly the hell out of it.
    5 points
  35. It depends. On an approach that I'm familiar with, and I'm very current, and the autopilot is working, and there is not a lot of turbulence or wind shear reported, and there is a convenient alternate nearby with better conditions, I'll happily go to 200-1/2. If any conditions, or combination of conditions are not met, I will increase the planning minimums or cancel the flight depending on the severity or combination of conditions. Once near the destination, only low level turbulence or windshear will cause me to not shoot the approach.
    5 points
  36. They need to drain the system and weigh the aircraft empty. This arrangement is hard enough to fuel, there is no way they can be certain how much fuel is "full fuel". Drain it.
    5 points
  37. Speaking of Mooney Class, I had a 4 hour EDCT coming back from Florida IFR due to “staffing shortages” at Newark Approach. That means all airline flight to Newark were heavily delayed or cancelled. I filed IFR to Dover instead so I’d have the IFR for any enroute weather. Then, overflying Dover, I cancelled IFR and finished the last 45 mins VFR. Zero delays. Not only M class Sushi lunch service, on time arrival to an airport 6 miles from Newark as well!
    5 points
  38. @donkaye, MCFI I'm sorry you had a bad experience on the return trip; it sounds like you were proactive in trying to mitigate that via First Class. It was nice to meet you, and I heard wonderful things from the people you flew with. Unfortunately the airlines seem to have picked up the general corporate practice of figuring out what they can get away with in downgrading services (coined as "Gotcha Capitalism" about 10 yrs ago). Sad but not entirely surprising this has percolated up to First Class. I'm always pleasantly surprised when I get good service in the last few years. I always make a point of thanking the flight attendants in those cases; I figure anything to reinforce positive cultural norms. The airline reliability factor was surprising on a few trips in the last two years. They will oversell, schedule tightly, and as a result (plus maybe some external factors) I've had about 30% of trips have big delays or cancellations forcing some kind of scramble. Last was the day before Easter, happened about a 22 hr drive away from home. Twice recently I've kicked myself for not chancing the wx and just going by Mooney. KCYS was not as fluid as I'd hoped. I'd thought the wx environment, logistics, etc, would be closer to home, but it was surprisingly throwing a lot of wrenches into peoples' plans (storms, hale, wind, etc). I suppose people got some good cross wind training! Hotel was meh (I think I got food poisoning which happily waited until a few hours after landing to put me down). But the program itself was fantastic! Highly-recommended to those who haven't gone. It was my first time. Don's story illustrates perhaps that there are a number of very senior instructors who schlep out there as a labor of love to keep the community active. Some really cool people with suprising resumes but down-to-earth and willing to share wisdom. Good lectures, lots of nitty-gritty expertise. Great value on the flight instruction, too. Got a BFR and IPC and my first real no-power-to-the-airport full landing scenario, a couple overheads, lots of Acclaim-specific tips. The AP deflating early on really sharpened the instrument work, LOL... Good to meet a couple of you there! David
    5 points
  39. Honestly, if my doctor wouldn't cooperate on something like this, after I explained why pilots need it, I'd find a new doctor. I don't want that kind of arrogance from my healthcare providers.
    5 points
  40. Did it take you two weeks to compose your answer, or were you just angrier than normal yesterday morning?
    4 points
  41. This doesn’t sound like it’s working right. I’m not an expert on all things GP, but I haven’t seen any particularly slow behavior or disappearing airport details - I wonder if there is a resource contention issue on your iPad or similar. Anyway - I’m just saying that your experience is not what I would consider acceptable, and I definitely would not use GP if I had the same.
    4 points
  42. In the cold dense air of winter, an IO360 can be started almost like a car. Mixture rich, throttle cracked and turn the key. However, that procedure can flood the engine before it fires if conditions are not ideal. It matters not what technique you use as long as a combustible mix of air and fuel is delivered to the cylinders. For cold starts, the prime, idle cut-off and crank with the throttle cracked method has always achieved consistent results for me. The engine often starts on the first blade.
    4 points
  43. @M20GforMe If this hasn't been done, please do this before you do anything else
    4 points
  44. I’m going to chalk this up as an expensive learning lesson and move on, I appreciate the Candid responses. I think my A&P got me a bit worked up, but at the end of the day I shouldn’t have let it go without a prebuy, and I’m not convinced this would have all been caught in a prebuy either. I’ll just pray the IRAN goes well and doesn’t take as long as I fear it will. Thank you all for your input
    4 points
  45. The easy button is to get a prescription for medical oxygen. Cash price for a full tank was $15 last year and exchanges are $15 as well. I don't worry about aging tanks. Your healthcare provider should be okay with prescribing because it is medically necessary when flying at altitude and I can't really foresee any downside or liability. Health insurance or HSA should not be used for this, just pay cash. My tank is equipped with a pulse regulator which works very well. I usually exchange 2 tanks when mine get down to about 1/3 for $30. If you can't get your healthcare provider to do this, reach out to me privately. I'm not sure about prescribing medical equipment across state lines, but if I can, I'll do it for free. -David
    4 points
  46. I just purchased Garmin Pilot. I know it works, it is way cheaper than ForeFlight and I believe it will continue to improve...........and I expect ForeFlight to stagnate at best and cost more. I will run them parallel for the time being until I get up to speed and comfortable with Garmin Pilot and decide if i want to make the switch permanent.
    4 points
  47. Just don’t pick something outrageous, Im reminded of a plane owned by an Alabama guy, all red, inside and out with “roll tide” in large letters. Basically eliminating potential buyers not Alabama fans. I have similar interior color and went with standard flowing design with dark blue on the underside.
    4 points
  48. My experience is that people that go to gun ranges are very responsible. These random 'fall out of the sky' bullet holes are caused by trigger happy idiots in their backyards. JMO.
    4 points
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