Tim Jodice

I am weird. Now that that is out, the fact that it bends is one of the things that is cool about it. A few years ago I was on a A330 and I thought it was so cool how much it bends from running down the runway to rotation. It looks like the wing tips are above the fuselage while in the air. Later on in the flight some turbulence makes the engines shake like a fat lady's butt going down stairs to the subway.

In my next life I want to build a Velocity-XL

Have you called lightspeed recently? Maybe they have some parts available.

Imagine that! think about how many charlie weights you would need! Wait! Put a third IO-360 in the tail instead! On a serious note. what did the need to do to the Comanche to hang that engine on it? What is the airframe difference compared to a Comanche 180?

Panthera.

Are there any examples of the "plastic" airplanes having a structural failure?

No

Seeing this is a trade your Mooney for a Cirrus thread. I should probably elaborate why I went from a 2019 SR20 to a 1985 Mooney. A Cirrus like anything depreciates a lot when you buy it new. In airplanes the Avionics are what make it less desirable as calander time goes on regardless of airframe time or engine time especially because the systems today are integrated in to the airframe so it is very hard to upgrade unless it is a software upgrade or minor hardware change. When the average person buys a new airplane they usually don't fly it a lot 50-150 hours with some outliers in the 2-300 hours a year so it depreciates much faster because of calender time then the engine time and airframe time combined. Because of this it rarely ever truly saves you money or at minimum breaks even while having the privilege to own a brand new airplane. Now for my use/need. I fly from Manchester NH to Nantucket MA Monday-Friday and in the peak (June-August) I might do it midday for parts. I put 537 hours on my Mooney from February of 2020-Febuary of 2021. Cliff Allen the Cirrus sale representative for my area showed me how it would work because of how much I fly. He used verifiable outside sources in addition to his own so I believe what he showed me and wasn't some wet dream of a business plan. He said asuming we don't repeat 2008 your use you will out run depreciation. Take any airplane and an owner who is honest with them self and builds in engine and prop reserves and the inevitable panel upgrade. now fly it 500+ a year The picture is my M20Js operating expense for 2020. the other is my scratch pad of maintenance throughout the year. I used a Cirrus spead sheet that Cliff gave me hence the parachute repack line. He said if I call him to trade in a 2-3 year old mid time engine airplane he would be able to sell it it a flight school immediately. For the time I own it everything is written with a pen. scheduled maintenance is known if if it is not scheduled maintenance it is a warranty repair. engine, prop reserve? nope. Panel upgrade? never. chute repack? not while I own it. All of that stuff I would never pay for is a wash with depreciation. Doing the numbers for me, for all of that to work it needs to be a new under warranty airplane. All good right? why didn't I go that way? like I said earlier I just didn't warm up to the airplane and I love Mooneys. I went the much less to buy much more to operate route. Cirrus is proof that there is a market for 200HP (215) new traveling airplanes. Speaking of wet dreams, I want a Long body IO-390 with a 3050 GW

Correct. the went to IO-390s in 2016. I was looking at a new one.

All I hope for it that they stick around make parts for the existing fleet and be profitable. If the never make airplanes again would be sad but unless they do big changes like a gross weight increase and a parachute they won't sell enough to make money. History proves that.

What noise is that?

I second this. To compare a 310Hp airplane to a 200HP one is not fair. The 200HP is no doubt going to be less to run, less to insure and likely lest to buy. When I was shopping for airplanes and ended up buying the J I have now an SR20 was the only other airplane on my list that does about 150 kts with a 4 cylinder Lycoming. Based on my homework for the way I fly the operating costs are close. the landing gear maintenance gear comes close to the chute repack cost. The service center I use for my avionics is a Cirrus service center and the mechanic I spoke to said in his opinion a Ovation and a SR22 are close in maintenance they both have their unique needs. Same for a SR20 and a M20J. My decision ended up being almost completely emotional. Like many I don't like the side yoke or the handling of the Cirrus airplanes. I like the handling, retractable gear and legacy aluminum aircraft. Mooney obviously checked all of those boxes. Mooney and Beechcraft are my favorite. I considered the Cirrus because it was a airplane the fit my business needs. In the end I like what I have if my need changed so much the J couldn't do it I think I would buy a Baron because the only think a Mooney doesn't have is a good useful load and a Baron has a great useful load. I think it is great to have 1st world problems like having a hard time picking the model of an aircraft that you want. Lastly if a Cirrus makes you happy I think you should buy one. I think they are good aircraft and the company is the best by far.

What route do you typically fly?

he must have been running climb like 200+ROP mixture. As you can see in the first picture 20GPH LOP gives you about 165TAS In the second 31-32GPH ROP gives you about 195. 25GPH in a Baron will give you about 185 This is from a small engine(IO-470) Baron I used to own.

When that day happens you won't need to go far!

https://www.hvac-talk.com/vbb/

An MT propeller removes all RPM restrictions. Is it simply because is is lighter or does it have to do with the material going from aluminum to wood?

Maybe the electro air system is setup for a naturally aspirated engine and is advancing timing at altitude. it would make sense that the MAP sensor is seeing outside pressure and advancing the timing.

Your speculation is 100% accurate in my experience. The past 2 owners of my plane never used the system and because of that it took a lot of work to make it work right. By right I mean weeping evenly no just horizontally but vertically across the radius. Most people I have seen simply turn it on and see stuff fall on the floor and all is well. It proves that your pump works but even then it might not be up to pressure/flow spec. My filter looked like it came out of a boat, water line and all. I sent the pump to cav and they had never serviced it. It was installed in 1988. They suggest 5 years or 2000 hours and I think that is a bit to soon in regard to calendar time but 32 years.... CAV recommends turning it on at least once a month. A guy who goes to the same A&P as me owns an Ovation said he turns it on weekly. He said the more frequent the less run time it takes to wet the panels.

Pull all of them. it is not uncommon for just one or two to be bad. I did it to a Baron I bought years ago and 1 out of 24 was comming apart.

Do you think that is what they are doing now to increase the gross weight?

All of that is true. BUT boots suck compared to TKS. That is my experience and FEDEx. My experience is in my 201 with a NOT approved for known icing TKS system and a booted Cessna 402. To clarify when I say my experience I mean me im the airplane in question NOT experiencing a conversation with a friend who has a friend whose dad said...... In my 201 TKS in low keeps most ice off, when it can't keep up turn it on high and do something about it. The 402 with boots you have to wait for it to build then pop the boots. when all is well that works fine but freezing rain, run back you can't do anything about it and you don't know until you try to pop the boots and find out that it can't get it all off. yes I know most people stay on the ground if there is potential for icing but if you fly much in a cold state it is a fact of life. In 2011 FEDEx refitted their deiced Caravan fleet with TKS. They had a booted known ice system that had boots on pretty much every forward facing surface they even booted the cargo pod. Unfortunately it was not up to the task of there schedule routes and some people died from icing. I guarantee you they didn't put TKS on their aircraft because they thought the shiny leading edges would make people ship more packages with them. To have TKS installed on a Mooney today (February 2021) it costs $72,000. Think (I don't know) about how much it must cost to put it on a caravan.

I specifically searched 1980 and newer for both to filter out the old aircraft. It just so happens that right now even without a age filter the tks equipped aircraft are still the same.

In my experience shopping for airplanes there are always more Mooneys than Bonanzas with TKS. As I write this there are exactly 69 (both are having fun today) 1980 an newer Bonanzas and Mooneys on Controller. 2 Bonanzas have TKS and 7 Mooneys have TKS. Neither of the Bonanzas are FIKI. 5 of the Mooneys are FIKI. It surprises me because 1 Bonanzas are more expensive new and used so the cost of the system is a smaller percentage of the overall price. 2 In my experience all Bonanzas have a better useful load than a Mooney. Yes I know a stripped Eagle against a Pimped out new Bonanza the Mooney might win but for the most part Bonanzas have a better useful load than Mooneys. Any thoughts why?

This is what I do for the same reason. Oil every 25-30 hours, filter every other and sump screen every 4th oil change. Fortunately so far they both have come out clean. I do the same process as Summer time is the peak season for my business and at that time I am doing an oil change every 2-3 weeks so simply doing a drain and fill saves time. Sounds stupid but after flying/working/flying the last place I want to be is in the hangar.