Trailboss

It hasn't turned out well. The city and airport manager have basically stated that they want to own everything on the property and are using land leases to do it. It's a nightmare that is getting worse... It's the same demand wise, if I could build new hangers I would too...but city wants to be in that business and won't open it to fair-market.

@PilotGrant I have the same premium for a $250,000 hull on a multi...with 40 hours in type requirement... I'd say that's high, but not knowing your hours or history couldn't really comment intelligently.

@Parker_Woodruff My insurance guy has me convinced I need a Seneca...so that's been the focus for now.

Serial Number 24-1667 - What's interesting is this has some of the 205 modifications, but doesn't have the rounded window corners.

MooneySpace was instrumental in the purchase of N5262F, so I’ll list it here first. It's a 1988 M20J 201. It's a great machine and very well maintained with all annuals at Don Maxwell, Dugosh, and most recently Top Gun in Stockton. The tanks are leak free, the gear pucks are in great shape and the airframe is corrosion free. 5262F has flown an average of 110+ hours per year since I purchased it in May 2016. The engine was overhauled by Mena Aircraft Engines in April 2008 and has been a solid performer in the 400 hours I've put on her since. I am still flying it regularly so the engine hours will increase slightly. Feel free to PM me or contact me through phone or email. If you search MooneySpace, you’ll find some posts from the previous owner about flying from Texas to Cancun, over the Gulf…I’ve flown in the Intermountain West with the same confidence for 4 years. Contact: Justin Nelson 801-678-6946 trailboss.auction@gmail.com See specs below... $125,250 TTAF 4315 Useful Load 920 Lbs. Approx 1360 SMOH. Engine was overhauled by Mena Aircraft engines in April 2008 All engine compression high 70s Engine burns approx 1 quart per 8-10 hours Blackstone Analysis going back to previous owner Prop Installed New April 2008 Original interior and carpet (6/10) Original paint (7/10) New landing gear donuts (All) installed August 2010 Concorde gel battery RG-35AXC installed November 2014 JPI 930 Primary Gauges / Engine Monitor GTN750 FlightStream 510 Yoke button for radio playback and voice control of 750 G5 HSI GMA 35 Audio Panel GTX345R Remote Transponder – ADSB In/Out KX-155 w GS Nav/Com with KI-209 KAP-150 autopilot, electric trim – GNSS w/ G5 406 Mhz ELT w/ GPS positioning Rosen sun visors LED Wingtip strobes LED Landing Light Powder coated yokes Tanis Engine preheater Cowl plugs with N number Bruce Aircraft cover New Vacuum pump June 2020 Fresh Top Gun annual November 2020 All ADs complied with Aircraft located at KOGD - Ogden, UT If I lived east of the Rockies, I’d keep it forever…

My rent at my FBO is doubling next year...can't fault them, the Gulfstream guys are pushing out the piston guys. I have an opportunity to purchase a hangar on the field that would be a great opportunity since it would have room for my airplane plus two others. Rent from the three airplanes would cover all the costs. Does anyone have a contact for land-lease financing? This has become the sticking point with lenders I've talked to. The land is owned by the city with relatively short terms (current lease expires in 7 years, renewal term would be 15). Making a payment isn't the issue, its finding the upfront capital to make this work.

Just wanted to say that @OSUAV8ter did PM me and made a sale. Didn't want someone to think I was left hanging.... Really great to work with.

Any fall sales coming up @OSUAV8TER ? Also, looking at your website you have a bracket for enclosed Bonanza wingtips to get LED recognition lights...any chance you're working on an STC for Mooneys? My original strobes are on the way out...going to need replacing soon.

This is why I come here...I could spend time over at Cirrus learning about which BMW to buy next, or which Rolex matches the corinthian leather interior...but I come here for the math. I tell the guys at my FBO, after getting out of the airplane a Mooney pilot looks back and marvels at the fine vehicle he's granted opportunity to operate. A Cirrus pilot looks back and wonders why it doesn't have power door locks....

@golfmogul If you'd like to look at a J that is somewhat local to you, I have one in Ogden. I'd be more than happy to talk thru my ownership experience which is very similar to what you've laid out. PM me and we can set something up.

I've done a couple of Angel Flights as well, usually really rewarding flights. The last one was 40 gallons of water to the Navajo Res in Arizona. I've flown passengers also, but some aren't as pleased about the boarding procedure. Apparently they were more used to Bonanza's and club seating. Oh well, can't please everyone...

Well, you're wrong....

One of my first internships was at a small CNC shop outside of Wichita that did piece work for Boeing. 100% Aluminum machined parts. They received a contract to make 1,000 widgets out of Ti and thought, sure...we can do that. First block loaded on the table was about 3"x4"x6" and everyone marveled at how light it was! Well, push the green button with speeds and feeds set for Al and... the whole machine nearly vibrated off the anchor bolts. Titanium is cool...but man is it brittle and HARD.

I'm sensing a trend here...and one that I'm a part of as well. When I heard Cliff left, I switched from Falcon to @Parker_Woodruff . For me it wasn't a cost issue as the Premiums are the same price; Parker is just more communicative and actually seemed to want me as a customer.

I'm guessing campsites will be easier to get?

I could really use a class in reading these, but I'd say wintry mix of wet snow and cold rain.

I had these installed as part of a panel upgrade. They did install separate breakers for each switch/circuit. It has stirred a bit of commotion between an I/A and the panel shop...and has lead to other interesting topics on this forum such as the Repair Station vs. A&P discussion. (That I'd link here, but don't know how...)

Making payments on both...one is just routed thru the IRS.

I don't. Only remaining switch is the Master.

Without quoting the full response from N201MK Turbo, I agree with the FAA. The underlying issue is the Repair Station recorded it as a Minor modification, the I/A thinks it is a Major modification.

IA says that when he does similar work, he determines it to be a Major modification. I assume he feels everyone should. That's the rub, the FAA says whomever does the work gets to make the decision on minor vs. major. So, conceivably, they are both right...but the IA doesn't want to accept someone else's decision because it's not the same one he'd make. Ultimately, the IA is responsible for his own signature. If he doesn't want to accept something, that's on him...the airplane owner can go somewhere else. It's just a fascinating grey area. It opens up questions such as, "if a pilot changes the oil and returns the airplane to service; can an A&P fail the annual because he doesn't believe the oil change was done properly?" Or does the A&P typically accept the pilot's authority to return an airplane to service (which he should)? Why wouldn't an A&P accept another shops authority?

An interesting situation came up at the local airport coffee drinking competition. Can an IA/A&P override a return to service sign-off by a Repair Station? A repair station changes some component(s) of a certified airplane. Using materials and methods available to them thru the FAA, AC43.13, and their approved operations manual, they deem the installation to be a minor modification. There is no appreciative effect on W/B, Structural components, or performance. The airplane enters an annual inspection and the A&P deems the work to be a major modification and won't sign-off until a Field Approval / 337 is submitted. Repair station says they won't approach the FAA for a field approval because they already went down that road for this work 10 years ago and were told it's a minor modification, stop bothering us. Similar work and return to service sign-offs have been used by this shop on several airframes from 172's to King Air's with no previous issue. Is it common for an A&P to reject the work approved by someone else?

Only remaining switches are the Landing Light (25Amp) and the Master Switch. Thanks all!

That's what I did. I bought mine near Dallas and flew it back to Ogden. I was fortunate that the previous owner was a CFI. He/we did the dual instruction over a couple of days and I took it home. Then found a local CFI to work on landings because at 80 hours in C172's, they weren't pretty. The local resource I had has now moved on to Montana...so can't help there.