MikeOH

Darn it! Flight Aware showed me at 736kts on Friday; looks like I've been beat

Let's rephrase that a bit, "The quality of the PAPERWORK matters little. Success depends upon the man who sits in it." IOW, I wouldn't pay $2k-$3K just to legally 'use' the capability I have now. If I felt comfortable I'd use it now; the paper doesn't change a thing (the gear isn't what I'm concerned about).

Hmm, seems the ONE part, the elephant in the room that "allows" the gross weight increase, is the IO-550 ENGINE, would dispute that ALL parts are landing gear components

DAMN! I'd call that a freak show!!

I went up Friday when it was "cool"...100F at 4500. SkewT shows the temp following the dry adiabat to over 15,000....looks like 6000 to 7000 should do it!

Hmm, because we always recommend using the seller's A&P to perform the PPI

EXACTLY! Excellent example

Well, by that logic, why have the POH at all? As the pilot is already responsible for making decisions, isn't he?. Hell, if this supposed STC is just to beef up the gear, and you're an ace pilot that always gets a squeaker, then what's stopping anyone from flying over gross as it is if it is cold enough? Isn't there some exception for over-gross operation in Alaska where it's cold? This is just another example of legal/safe, smart/dumb. The plane doesn't know you've got a piece of paper or not. This 'piece of paper' may encourage pilots to take off under conditions they shouldn't; I'll be the lawyers won't be shy about bringing that up...after the fact. My point was merely that I don't see this as a 'product' that will sell well for 200 HP Mooneys.

EXACTLY! My comments were limited to the 200HP machines. The newer models have excess power and a 'paper' STC, or beefing up the gear as required, would be a very marketable product!

@Tim Jodice Correct! Add more POWER with an engine upgrade, and you've got a product that will SELL! You're NOT going to do that with a $2K-$3K paperwork STC, however. You, apparently, missed where I specifically stated, "without a concomitant POWER increase."

I guess what I'm getting at is that I just don't think there's a real market for that. How many E/F/J owners fill the seats and get to gross on a regular basis to say, wow, I wish I had another 150 pounds and can live with anemic performance? BWTHDIK?

Hmm, I'm not one to believe a car salesman, but if he tells me it's used, I really don't need him to Certify it

No argument with those points. But, if the parachute is the reason for the weight increase, that is a sad and bad decision, IMHO. And, with the same power, you're still going to take the performance hit.

I think Chino airport hit 118 yesterday...today's shaping up for more of the same. Ruined my flying this weekend...no way I'm going up in this heat.

I'm not sure I understand the attractiveness of the gross weight increase without a concomitant POWER increase. At my M20F's current gross weight on what is typically, here in southern California, above standard atmospheric conditions, it is not a stellar performer. I just don't see myself wanting to takeoff with another 150 pounds on-board! I like some safety margin in my performance. YMMV, I suppose.

@Patrick Horan Check your PMs

Yup! That's why they strip out so damn easy

OMG! I missed that!! If true, buying that B would be HUGE mistake.

I spoke with David when I was having a problem with my STEC-30 after another shop had messed it up....based on the symptom he told me there was a high chance it was just a bent pin on a connector...he was right! Five minutes and fixed it myself. If I have another AP problem that's where I'm taking it.

For this small amount of money it won't matter if it's prepared by Thurgood Marshall on parchment with a gold seal and notarized signatures, or an unsigned napkin with notes in felt pen....there's no way it would be worth going to court over.

On the one hand, $3,200 is a pretty cheap buy-in. If you can't live with that kind of loss, then ownership, even 10%, is probably not for you. On the other, this 'deal' seems a little to convoluted and a bit hinky, to me....be careful, this whole thing could unravel in a year or so and you'll be out $3,200. But, if you fly it a lot in the meantime, while he's deployed, and just put in gas an oil that's not too bad!.

Be aware that with the carbureted engine in a M20B you may not be able to run LOP, but worth a try. I'm coming up on 2400 hours SMOH, crossing my fingers! I bought as a run-out (2100 SMOH), so I'm not too worried about the cost of an OH. I think 3500 or more is bit unrealistic, however! Read some of Mike Busch's stuff; I believe he went 3300 hours on his engines.

You need to find better CFIs! To be fair, they usually don't reside at your typical flight school; a good one is worth a damn sight more than Ramen wages! You WILL pay more, but you need to seek out a seasoned CFI. Further, you'll probably have to; most flight schools won't train you in your own plane. Typically, this is due to their insurance requirements. First year, you're going to be looking at several thousand a year for insurance. I fly a little under 100 hours per year in my M20F and I'm running right around $15K per year, ALL in. And, I mean EVERYTHING: I track shop towels and spark plug washer costs! I'm sure maintenance would go up a bit if I flew 500 hours per year, but a good estimate would be to just add in fuel and oil. Running LOP I can dial back to 8 gph. Good luck!

Given your clearly stated goal of building time in your own plane since your business won't allow for the CFI route, I think your choice of a short body Mooney is a good one. While I don't have personal experience, I did consider buying a Mooney from a guy that had done EXACTLY what you propose: he bought a short body Mooney and flew the Hell out of it to build his time. He was selling since he had just landed his first airline job (RJs, of course). IIRC, he took 2-3 years to do it (had a family and decent job, so the CFI route wasn't for him, either. 10-15 hours a week will do it. Personally, if I was young and wanting to gain experience for a pilot career, I think this is a far, far better way than being a CFI doing the same thing over and over. This guy flew that Mooney all over the country, and looked for flyable IMC (no TS or icing). Heck, I quit using CFIs at flight schools for my IPCs since most of them will NOT fly in IMC; heck, some won't even file IFR! Seems to me he had far better and broader experience than any 1500 hour CFI coming from a flight school (especially those in southern California or Arizona!)

Holy crap that's HOT! I just got back from the hangar and it was around 105 in the plane...I'm not going to ask for sympathy after seeing that!!!