82Mike

I have an 82J, Hawk paint, almost the same equipment as this probably more really (JPI 930, aspen 2500 3 screens, Garmin 750, KAP 150, flow through exhaust, Gami’s, one piece belly, engine is like 1700 TBO, doughnuts new 4 years ago). I would not think $149k is out of line?

I just donated, mostly because I am looking to sell N133DB, but my account is still “basic” user. When will it upgrade so I can post in the classified section? 133DB is probably the nicest J on the planet, so hoping a real Mooney pilot will want her. Thanks Mike

Ok, i have wanted to stay out of this discussion as it is not my place to say what Joe should or should not be charging? I will say this his work is second to none. My paint job is simply tremendous, the plane looks brand new? Joe simply charged too little 2 years ago. That being said, I also had some other business arrangements with him that also effected the cost. Still, I would have paid 14k if that was the price? He has took on a much larger shop and he is trying to become bigger. I know also that the cost of paint and the disposal of the chemicals has increased significantly over the past several years? Anyways, his work is tremendous and the price should have been say 12k two years ago? I would not be concerned over 2.5 amu, but that is just me? You will be able to find a shade tree paint job for less than 14k, but if you try say Mena it will be over 20k. Call Joe up and ask him versus posting here would be my suggestion? Maybe he has a very good reason and it will suffice you? If not, look elsewhere? All I can tell you is mine is tremendous? Thanks! Mike

I really don’t remember that is terrible. It was like just under 90k. I have put 90 or so more into it like i references in the video. I have done the following; 1) New Paint 2) All new panel (Aspen 2500, Garmin 750, JPI 900, Garmin G5, remote Garmin GTX 345 transponder, PS Audiio panel, FS510 tied to the iPad you see in the pics. Then new custom cut panel to house all of it. 3) Speed brakes 4) Landing gear donuts 5) new glass all around 6) 1 piece belly panel 7) zéro timed engine (aero mark in Ft. Lauderdale) 8) new prop 9) gami injectors 10) power flow exhaust 11) Led lighting all around I think that is all that i have done? The reason for the video was to show the “high” end of what you could do with an older plane. Not that you have to do all of that? I tried really hard to express that view throughout the video. My logic was always this is the only plane i will ever own and so even having say 60k more into it than i would ever get back, so what? It is not an investment to me, rather it is like buying a “classic” car and restoring it? I train many SR22 pilots (which i feel is a tremendous airplane), but it is nowhere near as “cool” as 133DB and they are at least 3 times as much money to be configured similar to my Mooney. inam 56 years old, live in a fly in community, so god willing I will get to fly her for 20 years or so. If that is the case, all the improvements will long since be superseded by newer and better “stuff”, but I got to use it for 20 years in mint condition? The only other major thing i would like to do on the horizon is to put in a GFC 500/600 AP. My KAP150 works well, but fails its test sometimes (indicative of needing a new servo). I really would rather just plunk down 20k more into a 21st century AP than just keep throwing 3 or 4K at a 40 year old AP every couple years? Sorry for the long post, just wanted to answer some of the questions I have been asked since the video was posted. Thanks! Mike

Mine?

Hey guys, Probabably not the correct place to put this. but I am involved with a small flight school at KMKY and we are in need of a “young” CFI looking to build time. The pay is very competitive and we have multiple aircraft. If anyone knows a person that would fit the profile please let me know. Marco Island is a great place to build time as a CFI. Thanks! Mike

Let me know when your here. Wingsouth is 4 Miles from APF.

Yes I am on MS and have been for awhile The annual costs i “guessed” did include the fact that i have redone just about everything on the Plane. They are working on a video of a more “average” Mooney also. The intent was to show what you could do. Anyways, I enjoyed the process and it has been fun with 133DB. The spinner is clean by the way now lol

Guys, Adam from the “pre buy” guys had asked me to do this video a few months back. I wanted to post the video here for you all to see. I think he did a great job putting this together! Mike

Looking to help a friend in the area.

I would love the yoke trim switch that goes to fen KAP 150 in my 1982 J? Also looking for right side brakes for the same 82’J thanks!

This is so on the money. I also learned to fly steam 35 years ago. I am all in on the argument that the 750/650/440 versus 530/430 is not all that much of a difference. I own a 750 and train my students on a 430. Like them both. But when it comes to PFD/MFD (I have 3 aspens and a G5), there is simply no comparison to the steam it replaced. I never found the tapes hard to read? Guess that is just me? But information and scan in hard IFR is 10000000000000000% easier. Guess I am a 56 year old millineal now lol

J.D. and Laura are the greatest. Please say hi for me. He has helped me so much. Can’t wait to see your prototype!

@N601RX, would you mind sending me the paper work? Thanks so much! Mike

Bennett, You and I think so much alike. I bought 133DB for $95k almost 5 years ago. First I started working on the airframe to make sure it was perfect. I then added a GTN 750, 1 tube aspen, and a JPI830 (this was a mistake on my part as I ended up wanting primary and had to put in the JPI900). Then I zero timed my engine at Airmark in Ft. Lauderdale. Now I bought the plane with really nice interior (no quite as nice as yours, but for sure 8 or 9 out of 10). Then came a 1 piece belly, new landing gear pucks, new glass throughout. The. I had a new panel designed 3 tube aspen, JPI900, G5 so the vacuum system is gone. ADSB in and out, LED all around. Then off to Hawk for a tremendous paint job. Mine is probably a step below yours but it is one of the nicest I have ever seen. I probably have $200k in it. Will I ever get that back? No, but I have basically a brand new Mooney that I can fly for many years (I am 56). I am going to add more. A Garmin GFC500 or 600 when I can. Speed brakes and passenger side brakes this annual. Point is, for let’s say $225 you can have every bit as much Plane as what would cost $500 or $600 to build new Today. We need to take our planes to the same place someday just to see how they compare

Thank you so much I appreciate!

Hi all, I am looking for the kit to add passenger side brakes for my 1982 J. Thanks for any help! Mike

Did you sell them? thank you

Ok as Don warned this will or could degrade into a Us vs. Them conversation. Let’s see if I can put a bow on it. There are multifacits of what makes a better pilot: 1) stick and rudder skills (the most basic and important skill). VFR/IFR makes no Difference (practice and experience determines this). 2) AMD VFR/IFR makes on difference you either analyze and exercise good judgment or you don’t. 3) Situational awareness (this is where it gets tricky) IFR will help tremendously here. IFR training is defined as maintaining situational awareness under the pressure of so many tasks and distractions. The whole process of flying an approach is based on situational awareness WITHOUT reference to visual clues. 4) precision in technical flying skills. My guts says IFR training would mostly make a pilot superior here out of necessity and the requirement not to but regulations. Still, a very experienced VFR pilot could be every bit as precise as an IFR pilot. So what are we left with? Situational Awareness, and what is the leading cause of fatality in pilots who wonder into IMC? You guessed it loss of situational awareness that leads to loss of control. It is for the reason I stand by “YOU will be a better pilot if you get your IFR”. No that does not mean me as an IFR pilot are better than any other VFR pilot. In Med school they always say C Equal MD. Somebody graduates at the bottom of the class. I may just be that IFR pilot.

I think you make a good point. I guess in the end further training is always a good thing! See you next week Don!

Don, No question, and it is certainly not my intention to say an IFR rated pilot is better (or worse) than a VFR rated pilot. Still, the additional training certainly makes pilots better at general attitude flying. I 100% agree with you the rating is worth every penny. I would take it even a step further and get your commercial if you can. That really helps you learn precision landings and the limits of your machine. It is no where as challenging as your IR, but I do believe it helps a great deal with control of an airplane.

I think the real benefit of an IR is really it just makes you a better pilot. I can’t comment on “out West” flying as I do most of mine in Southeast and Midwest, but having trained many pilots to their PP and IR I can tell you your a much better pilot after getting your IR. As far as using it for hard IFR? Single engine (normal aspiration) is usually ice in Winter and convective in Summer, but it sure is nice to be able to beak through a cloud layer.

Hi all, I have all the switches you see in the pictures attached. I replaced all my ETA switches (from an 82J) with the new Klixon type. New panel had to have new switches. I do have the one “blank” switch which is a klixon type (it is new - about a year old). My boost pump and radio master are pretty worn as far as lettering, but all the rest have very good lettering. Make me an offer? Thanks! Mike

Thank you! It is unique lol

I guess I am partial. I like my paint job the best as I have never seen one like it