Ftlausa

KHWO is probably the best bet for Miami. It can get very, very busy and the airspace is a little complicated. But OPF is crazy expensive.

I had a ground speed of 2 kts doing slow flight in a 172 once. But, we were trying to get it as low as possible.

I took a FEMA radiation exposure class and during the class we were told that the amount of radiation at the Chernobyl reactor was at non-survivable levels and that the people that went in received fatal exposures. Supposedly it was volunteer only -- basically a suicide mission. As Spock said, “Logic clearly dictates that the needs of the many outweigh the needs of the few.”

That might take away an important disincentive against waging war in the first place. I would describe this as a two edge sword type of issue.

Some sort of fault with the speed brakes. Still being diagnosed.

I got a real life reminder yesterday why it is good to periodically review your emergency procedures so that you have them committed to memory for when you need them. I was returning home yesterday in IMC with 900 foot ceilings when I got smoke in the cockpit. Thankfully the circuit breaker quickly did its job and tripped, making the smoke last only a few seconds. But, it was enough to lead me to declare an emergency and to get vectored to the nearest airport for a precautionary landing. In IMC and with smoke coming from the panel is no time to be grabbing for the POH to review what to do or to try to remember which way the retaining clips on the fire extinguisher face. It is also not an ideal time to try to grab and turn on the iPad for back up navigation if you end up turning off the power to the panel (to stop the smoke and prevent a fire). Obviously the autopilot would disengage as well. Thankfully this episode ended well, and I was working through the emergency procedures when the emergency dissipated. But it really got me thinking about what I would have done if I had lost the panel (G1000, radio and autopilot), and had to navigate in IMC and potentially shoot an approach (without ATC and using an iPad), or worse, executing an emergency decent and off airport landing in 900 foot ceilings if there had been a fire. I am posting this in the hopes that it prompts others to review their emergency procedures, to practice accessing their emergency equipment before they need it, and to always your have your backup nav device programmed and in place before take off. You never know when you might need it -- and it may not be on a beautiful VFR day.

I agree that the Ovation and the A36 are more comparable aircraft. The A36 will still be more money. I also agree that the A36 can be less uncomfortable to fly than the Mooney, which is part of the reason I don't own a Bo. The Ovation also has longer range and better efficiency than the A36. The A36 has better useful load and is more stable. The maintenance costs are higher on the A36. Lots of people swear by the A/G36, so its pilot's choice.

It would be great if we could get a self serve pump at FXE. Logistically, I don't think its possible because of the amount of traffic, but it would be nice to pay a reasonable rate for fuel.

ME TOO!!! I'd love to get a 20% cap rate.

Well, I think that is a matter of personal opinion whether it is sufficient for a prospective buyer. Judging from the fact that the plane has apparently been for sale for quite some time, I would argue that it has not been viewed as sufficient by the marketplace to date. If there have been two prop strikes without an overhaul, I would tend to agree with that market assessment. I think I would want a new crank shaft if the existing one had been struck twice. You are free to disagree regarding what would be acceptable to you.

Since the LAST prop strike? Was their a previous prop strike? I does not appear that the engine was overhauled after the most recent prop strike.

If the log book says they used an FAA approved part, and they didn't that would seem pretty easy to prove. If the log book didn't document a repair or modification that was done to the plane, that would also seem pretty easy to prove. If the log book said a SB or AD was complied with and it wasn't, again that seem pretty easy to prove. Log book entries list who did the repair or modification, so you have a road map to your witnesses. I see a clear path to proving a misrepresentation or fraud -- probably more so than in many other breach of contract cases. If you don't see it as clearly, I hope it never happens to you. This will conclude my commentary on this subject. I have to get back to paying clients who value and pay for my advice. : - )

If the log books misrepresent what was done to the plane, or what parts were used, then you have at least a negligent misrepresentation. If the seller knew the log books were inaccurate and he failed to correct the information provided to the buyer, then you have an intentional misrepresentation, if not fraud. If the seller falsified the log books, then you have fraud. Any of those give you a potential legal basis to seek damages and potentially recission. It would not be hard to find any number of experts who would say that log book entries are material to evaluating the condition and value of an aircraft in a purchase. I am not an A&P, so I am not evaluating the merits of the potential case here -- just commenting on what I think was incorrect "legal" advice. I have seen similar comments made in prior posts, and I don't want my fellow Mooney owners to think there is nothing that can be done legally if a seller does you wrong. I would never buy a plane without doing a very thorough pre-buy (mine have probably come close to annuals), but if a seller gave me materially inaccurate log books, he is gonna have some serious explaining to do, and may be taking back the plane.

Excellent advice. It has to be worth the cost to pursue. There are, however, some statutes that may allow the recovery of attorneys fees. In Florida, we have a consumer protection statute that has such a provision. What I would probably do is send a couple demand letters and see what people are willing to do. The professionals have licenses and reputations to consider. I would also include a request for their insurance coverage (A&P and pre-buy A&P). That may trigger their insurance carrier getting involved and could get a quick resolution. Again, it has to be worth the money and aggravation to pursue. And no, I would never take a case like this on a contingency unless it was a slam dunk.

You cannot contract away fraud if there was a misrepresentation of the condition of the airplane. No waiver or language in a bill of sale can cure a misrepresentation. Also, if there was a latent defect in the airplane (i.e., the owner concealed a material airworthiness variance with the aircraft, alone or in cahoots with the A&P), then you may have never had a valid contract to begin with and can seek recission of the contract. Caveat emptor is a handy phrase for making sure you are covering your arse, but it is not a blanket prohibition on seeking legal recourse. I do this for a living, so I have more than a passing familiarity with these legal principals. I just voided a $50 million commercial contract at an arbitration based upon fraud in the inducement. The facts obviously matter, but there are lots options available for remedying a wrong when it comes to contracts and sales of goods.