PMcClure

That would not have worked in My Ovation. With the kind of pitch you can get on initial climb, you better be ready to push hard on the yoke to avoid a stall when the fan goes quiet. Landing straight forward sounds easy to do when there is a field in front. How hard it must be when only buildings or trees.

We are all taught to follow the rules and leave things to the authorities. I will not 2nd guess the eyewitness decisions since I was not there. But I have discussed this type of issue with my oldest son who has a strong "protect" instinct. We decided together that we would respond if possible to events. This includes accidents, emergencies and even attacks. I really think this needs to be a decision made in advance, not in the moment. Of course it needs to be tempered by the facts of the situation when it arrises. I would rather not be the bystander who wishes they had done something if I can avoid it. The discussion started with the idea of an gunman style attack. But ended with other types of situations discussed as well.

I think I know the story on this plane. I looked at it as well if is the plane I am thinking of. The owner had Alzheimer's and eventually lost his medical. Log books were incomplete and a tear down was not done after last prop strike. I passed due to that. But now it has a new engine. I would take a second look at it if it were me. Post a picture or tail number I can confirm it is the same bird. Ps I seem to recall the pilot was a navy aviator before his medical issue. Sad.

Continental Steel cylinders. As for the speed, I can't say for sure. I would assume the engine is more efficient now that the rings are tighter. But TCM told me that the engine still makes rated horsepower even when the compression reads well below 20. Also 20 deg LOP is now at a higher fuel flow which would indicate more power. Not sure why that would change. Maybe one of the experts here has a better analysis?

I ran ROP for the 1st 2 hours. But after that it seemed pointless to run hotter cylinder temps and more fuel. So I went back to running LOP.

Update for anyone interested. Back in the air with about 20 hours and a few XC trips on the new cylinders. Went with factory new. Oil consumption is almost nil (once it got to 6 quarts). Picked up about 5 knots TAS as far as I can tell but burning a little more fuel (75% power, 14.2gph at 20 LOP instead of 13.7). All in labor was $6500 which included annual, top, new main gear pucks, exhaust repair and misc odds and ends related to annual and minor squawks. Overall very happy with the outcome. Glad to be back flying regularly.

I tell every passenger to keep their fingers off my panel, this goes especially for other pilots, CFI's and even flight examiners.

To clarify my position, I was not aware that you have not soloed. Learn to fly in a trainer. But after that, I think it is OK to transition to a more capable aircraft but only with capable and effective training. The only way I learned the complexity of flying XC 1000 miles at a time was to do it and with a CFI. But I already had a couple hundred hours in various planes before I stepped into a advanced aircraft. You are flying a Cirrus now - keep doing that if you want. Also get some time in a C172, C150, and whatever you get your hands on. Rent until you are ready to buy. Buy the right plane and it will be cheaper to fly than renting. Perhaps find a partnership with more seasoned owners and pilots that can mentor you. My F was a partnership and a stepping stone. I learned a lot from my partners and sold the plane for more than I bought it for.

Get your PPL behind you and +100 hours the come back around and ask about buying any airplane. You'll get lots of constructive input. Start training for your IR so you know what avionics you really need.

If you are going to get a HP aircraft, I say go ahead and do it. There are several Mooneys that fit the bill. Other types too. But realize what you don't know yet (what everyone is telling you here) and set aside a generous budget for CFI time on those XC flights. Get your IR ASAP and plan on lot's of insurance cost and no-go's until you do. I bought an F model right after I got my PPL. After building some experience, I purchased a B36 which is no beginner airplane. After 100+ hours of dual time on trips, including meals, hotels, etc... it didn't feel like drinking from a fire hose anymore. Even with my Ovation now, I will bring a CFI along if I think it is a challenging trip. The personal airline isn't really a myth but it rarely works like you want it to. Backup is required when you HAVE to be somewhere. Charter, Commercial, Drive, etc.. be ready to do this anytime you have a trip. Weather, maintenance issues, etc... will keep you grounded more than the marketing brochure on any plane will admit. So far my Ovation has a 100% despatch rate over 3 years. But I still can't depend on GA to get me there for the Have to meetings. Flexibility is key. Case in point is this week. I have a meeting in NC that I have to get to. Storms are moving in to the SE. I may have to leave a day earlier and return a day later. Also have a back-up with Southwest already booked and am prepared to drive if I have too. That is reality with GA. Accept it. The dream of freely roaming the country does't connect with hard timelines. You can have one or the other. If you have both, you better be a pro with pro equipment. Accept what you don't know, set aside lots of money and time to get what you need to fulfill your dream. Best of luck. As for the plane to get - I think an Ovation/ 300hp Eagle would work well. If you feel you need a turbo - why not an Acclaim? Going to have a wife anytime soon? Need TKS? Air Conditioning? Wife, Dogs, luggage, +500 nm XC - you are now pushing the limit of any GA plane unless you go twin or turboprop. But that can be the next step.

evidently my issue is not isolated!

When I bought my Mooney, I went about it a little different. I decided what I wanted - an Ovation, with less than 10 years on the air frame, without G1000, with 530WAAS, and with King autopilot and Air conditioning, in excellent condition with no history of damage or excuses. I also had an approximate budget. Then I set out to find the best deal I could find. In nearly 6 months, I found only a few planes that met the parameters but had to rule out most due to big issues - no log books, damage history, run out engine, deferred maintenance, etc.... At the end of the day, I only found one that met all of my requirements and bought it below VRef. And I am still happy!

2002 #285. I haven't seen anything on a AD. You have anything? Lots of thoughts I have: 1) what could have happened? 2) why did it happen? 3) was this the cause of my oil consumption? 4) are others having this issue? The cracks were very hard to see and look to be caused by the design and mounting. Can't imagine mine is unique but didn't see any oil leaks.

A little off topic, but I ran into this on my Ovation IO550. The oil cooler had cracks on the mounting flanges. It was factory installed. We replaced with an overhauled unit. I haven't dug into the issue much but it has me thinking.

Compare insurance rates, then ask yourself and your wife why the Cirrus is twice as much to insure if it is safer than the Mooney? And this from the professionals who only make money if their bets are correct! Compare range with different fuel loads. Compare speed and operating costs. Mooney, wins in all of these objective categories, easily. And then go fly a Cirrus for an hour or two. Mooney still wins, in feel, noise, not to mention that goofy side stick. But these things are subjective.

Not necessarily true. Pell City has shown up and asked to prove we paid sales tax. Some locations have a use tax.

no pump?

I am actually impressed that he had the training and presence of mind to pull the chute at 2000'. What's the minimum effective altitude it works? Like 1000'. He literally had seconds to decide to do it and execute. I have to say job well done (pending further investigation why the engine quit!)

Close to what I do. Except that before starting, I push in the mixture all the way and open throttle a little more than on a cold start. When cranking, I turn the throttle in until it catches, usually in about 2-3 seconds. Works every time for me.

N1051K is back in the air! Finally got her back up again after especially long maintenance and travel schedules conspired against me. 6 new cylinders, new oil cooler, vacuum pump and main gear discs. Only a few minor squawks to debug. I was amazed at how much the discs changed the stance, ride and landing picture. Mine were 14 years old and in good visual shape. But the new ones raised the tail several inches and the ride on taxi was much smoother. Bounced my first landing. Was that due to new discs, out of practice pilot or wind gusts? Hope to get it back up Friday then start traveling again with her!

Let's hope so. But if you find yourself unintentionally in a 45 degree bank and overshot from base to final with passengers, please roll out and try again! Thank you!

I agree 100%. But the 30 degree bank (my instructor told me 20) is a good rule of thumb. If you are there flying a normal pattern and landing and you find yourself at a high bank angle to line up with final, you better think twice. This can happen when you misjudge winds for example. However, if you are out having fun and know what you are practicing, that is a different situation.

Just kidding, but I have found this to be the most useful tool by far. But I also bring a small tool kit and some oil, zip ties and duct tape. It's an old habit from back when I drove old cars everyday. I also carry a #2 phillips stub screw driver to get the darn screws inside the Ovation air inlets.

Mastercard.

You mean people buying a $750k plane are too stupid to do the math?