phecksel

Backed it off until it ran rough, richen until smooth. I don't recall how many degrees LOP, but 15-20 sticks in my head. Flew about 7 kts slower. I tended to not want to give up and speed and ran ROP

I said SMALL fortune I test flew the Ovation in KERV when they first came out. Demo Pilot was NOT happy with me Guess he wasn't a fan of checking stall speed during takeoff. Actually wasn't a fan of the Ovation. Too big, too easy, like driving an escalade. Oh, and I didn't have several hundred thousand dollars laying around to play with.

I ran my C LOP all the time. The flight I should have done non stop Pontiac MI to Punta Gorda FL was LOP at 13k, sipping 6 gph with a 75kt tailwind. Even three days later the flight home was BRUTAL

Medical issue should be a no brainer I expect it will take quite a bit dual (duel?) time, especially on the IFR side. Biggest question on the table and part of the procratination, what will I do with it? Before, I did a LOT of business travel, which led to very current IFR. Raced in 2-3 races per year. $100 hamburgers at least once a month. No business travel, unlikely to race again. That leaves weekends away from home, $100 hamburgers, and joy of flying.

I'll disagree with Dave, part of learning to fly inst will teach you how to fly the airplane. We spent many of my first hours in the Mooney learning to set up speed parameters. I went from low time PPL to getting checked out in the Mooney to IR in a very short period of time. Good instructor who knew just when I was reaching my limit, and would back off a little bit.

With my absolute love of Mooney's, when I walked away a decade ago and added up over 10 years of expenses, said how stupid could I be? Almost bought a C at Christmas, but strange twist of fate and a serious temp health issue kind of made that deal disappear. Wife said a couple of months ago... maybe you should look into it again, but I kind of like having a small fortune I know what getting into flying again will do with that! Decided to wait about another year and look into K model... that is until someone I know well and trust came up with an E that actually looks good. Positives Garmin 430 KX155 Stec alt hold O&N Bladder Speed Brakes Negative Needs some typical mooney maintenance by a mooney shop. Also, I have done nothing to get my medical or get current. Need some additional info like time, paint/int condition. Asking price 50. TN unknown right now.

Foam actually acts as a lubricant making the "slide" longer with greater chance of not keeping the airplane on the runway. just let her skid to a stop.

Just drill all four seat rails AND SHUT UP At 6-4 with pedal extensions, you have to be pretty close to reaching them with the seats all the way back anyway.

I was going under trying to maintain my plane by myself. 10 years later, I'm trying to rationalize getting back into and buying another plane is the obstacle I have to overcome. It would have been less expensive to keep it.

Foaming runways is a bad idea

unknown on engine intercooler, no wastegate

DON'T DO IT When I dissolved the partnership, I added up the TOTAL expenses over the previous ten year, including the doubling of capital. While I managed all the books and a huge percentage of the variable expenses belonged to me, I was SHOCKED at the bottom line. It was eye opening.

I was told a story by one of the orginal old timers that an instructor was absolutely insisting he could get ANY airplane out of a spin. He and the plane owner went up in the Mooney (don't recall the model or even how long ago this occured) and set the plane into a full spin... where it remained until it made a hole in the ground. I have no reason to doubt the story. IRC, it occured at Kerreville. My own experience of power on stalls in my C was if the ball was perfectly centered, it would not break. But be off 0.01° and it's going to break, and break hard.

It is being flown at least once a month, but your point is well made. I know the money pit issue, that's why I sold my C, while I kept it through a divorce, it was seldom being flown, and the less it flew, the more things that went wrong, leading to it being flown less... viscious circle.

Who needs an expensive 252 with those numbers?

I decided to wait a few more months before even thinking about getting current again, much less buying another Mooney... right up until a trusted friend told me about a friend of his business partner's that has a "cream puff" 231 for sale. Guess the guy is somewhat desperate to sell this one owner cream puff with 250ish SMOH, 4k total. Fairly recent paint and interior and no damage history. HOWEVER, it's the original panel. They are asking 87, and it was hinted that 80 was doable, and I haven't made any suggestion of any offer at this point, as even 80 is more than I wanted to spend. Which really brings me to my question, when I looked at 231 prices it seemed like there was a group in roughly 80-90 range, and a bunch in the 120-130 range. Is there justification (rationalization) for this bi modal price distribution?

Some great suggestions in this thread!

I raced my "C" a lot. My favorite races were the ones where they did a flying speed check. They always required everything be removed from the plane, and I pulled that seat as far forward as I possible could and still safely fly. During the races, I carred a tool kit, a container filled with lead weights, and flew with both pilot and co-pilot all the way back. It made a huge speed difference. Was no where near gross and near the back end of the W&B. If you truly know your plane, take off, retract the gear and accelerate in ground effects, staying 3' off the runway. It's incredible watching the pitch change as the plane accelerates. really drives home the point of how much downward force the tail contributes.

Which is why, ident... It lights you up on the controllers board.

NA O-360... there was a reason for flying at 13k

Worst trip, literally had a 40kt headwind on final approach. Best trip, which was unfortunately was like my 2nd flight after having bladders installed, was seeing ground speeds around 200kt at 13,000 feet. Had I had more experience with the bladders, I could have made Pontiac MI to Punta Gorda FL, NON STOP. I was sipping fuel at under 6gph, I made my usual fuel potty stop in GA, and never really got back up to speed.

At $25k, I'll write the check tonight

Somebody have the picture of the goose buried in the vertical stab?

Ident

I had an opportunity to ride along with two twin beech pilots who both taught formation flying. I was riding in the lead plane, it was the most amazing experience watching these two planes in absolute perfect harmony with each other. Literally 18" apart through climbs, turns descents and it never changed. A string could have been tied between the planes and it would have become slack or broke.