BKlott

Here is another thought. Sell both the 430W and the 530W while they both still have some value and upgrade to either a new GTN or a new IFD to get away from the old technology and modernize your airplane.

I spent quite a bit of time obtaining quotes for an avionics project that I had completed last year. The first challenge was that more than half the shops I contacted either failed to respond or failed to provide a quote after promising to do so. Eventually I obtained two quotes. The first quote was less expensive but did not include all of the items I had requested be addressed. The quote was incomplete and seemed to gloss over some aspects of the job. The second quote was complete, thorough and even addressed some items that I had not considered that needed to be done but obviously would be necessary for the job to be done right. The guy that put together the second quote clearly put a lot of thought into his quote. I decided that is the guy who I wanted working on my airplane. Additionally, shop number 2 matched the equipment prices that shop number 1 quoted. The winning bidder was Haydn Hardwick at St. Pete Air Avionics at Albert Whitted Airport (KSPG). The project included installation of new Garmin Audio Panel, GTN 650 and GI 106B indicator. Additionally they needed remove the ADF, the remote 3LMB, relocate the #1 NAV/COM and Indicator to the #2 location, wire the plane for four seat intercom access, test two COM antennas that were recently installed, complete the IFR Certification, update my Lynx 9000 NGT to correct the GPS rollover issue and remove old wiring. While their work was not fast, in fairness, I did not hire them to do a “fast” job. I hired them to do the job right and told them so. Their work was impeccable. Everything worked properly without exception and I could not be happier with their work. They have earned my business for life.

Ray Bans with prescription bifocal lenses.

Lynx 9000 NGT installed in early 2016. Linked traffic info to GTN 650. Received two active traffic alerts on my most recent flight. Nice features to have!

CAMP VERDE, Ariz. (AP) — Authorities are investigating a plane crash discovered when a rancher found wreckage in a rural area of eastern Yavapai County. A rancher on Friday reported finding the wreckage of a single-engine plane and a body at the crash site southeast of the junction of Interstate 17 and State Route 169, the county Sheriff’s Office said Saturday. The remains weren’t immediately identified but the rancher described the crash wreckage as apparently a “couple of days old,” the Sheriff’s Office said.

Well, if you are married, your Wife better be “on board” with the purchase or you may end up suffering from A.I.D.S. (Aircraft Induced Divorce Syndrome)

I faced a similar dilemma with my airplane. I was IFR equipped with the dual NAV/COMs, dual VORs, ADF, glideslope, etc. I had already met the ADS-B requirements with a Lynx 9000 NGT. My NAV/COMs were 17 and 18 years old, respectively, and starting to be a little finicky at times. I made up my mind that I wasn’t going to spend any more money on old technology that added zero value or capability to the airplane. I sure wasn’t interested in purchasing old gear that might have a limited remaining useful life to it. I opted for a new GTN 650, GI106B indicator and a GMA 342 audio panel to provide a built-in intercom and facilitate the removal of my remote 1975 era marker beacon receiver. I retained the best of my two NAV/COMs, the remote glideslope receiver and the VOR head with the cross pointer. Consequently, I now have dual independent ILS capability as well as all the RNAV approaches available with the GTN. I am really enjoying this set up and the GTN in particular. The new gear is fun and easy to use. RNAV approaches and holding procedures are a snap. The capabilities that it provides will spoil you quickly. Now, when I am looking at the for sale ads, I find myself quickly dismissing anything with old radio gear in it. Once you have the new stuff, you just don’t want to go back.

Generally speaking, the 1966 - 1967 model years are considered the best of breed. These aircraft had more extensive flush riveting in the wings, moveable cowl flaps, dorsal fins, retractable boarding steps, larger fuel capacity than the 1964 and older models. If you prefer the look of the vintage curved rear windows, try for a 1964 model which will provide you with an arm rest that was not factory installed in the 1963 and earlier models. Areas of concern include: 1) Corrosion. Mooneys from this era are notorious for having partial and inconsistent factory corrosion proofing. Wing spar corrosion in the center section or the wheel well areas is not uncommon but is very expensive to repair. We have seen some members scrap their aircraft because of this over the past few years. 2) Fuel leaks. The resealing of leaking wing tanks is a labor intensive and potentially expensive maintenance item. Pay attention to when this was last completed as well as when the landing gear pucks were last replaced. There appears to be a relationship between worn gear pucks leading to leaking tanks. Some owners have gone to fuel cells as an option to resealing tanks. The other factors to consider would apply to any complex aircraft that you are considering. General condition, complete log books, no damage is preferable, airframe, engine and prop time, paint, interior and glass and avionics. It is usually less expensive to purchase a plane that does not need the “big bills” (engine, avionics, paint and interior) at a higher purchase price than it is to purchase a plane that needs extensive upgrades or refurbishing to make it like you want it. That being said, the M20C does provide some of the best cross country performance for the least amount of fuel burn (more like 10 to 10.5 gph for cruise performance) of any of the legacy complex airplanes. If you enjoy the seating configuration and flight characteristics, the Mooney can be a GREAT forever airplane. They were well designed and well built airplanes.

Stopped in there today for lunch and actually received GREAT SERVICE! Yeah, we were surprised too. Amber waited on us...haven’t had her before today...and she was personable, efficient, kept our drink glasses full, got the order right, checked back on us a couple more times. She actually cared about taking care of us and our tip reflected our appreciation. The shaved Prime Rib sandwich was very good. My Wife enjoyed hers and the fried green tomatoes as well. My advice would be to specifically request Amber to be your server. She works there on Tuesdays, Fridays, Saturdays after 10:00 am and Sundays after 9:00 am. If you get stuck with the elderly woman server instead, well, good luck to you.

I recently took some dual in a SR20 to try it out and greatly disliked the control feel. Fighting against the stiff, spring loaded sidestick, particularly in roll control, was NOT enjoyable at all. My wrist was getting sore after .8 hours. I can see why they train going on autopilot after reaching 500 feet and letting the autopilot do the flying for you. Of course, that kind of defeats the purpose of flying light aircraft when you fly for fun in the first place. If Cirrus would work on the control feel to make it light and responsive like a Grumman Cheetah, for example, then they may very well have the best all around package ever made. As it is, the control feel is not to my liking and I would not likely ever purchase one for that reason alone. Otherwise, the PFD and MFD with all engine parameters displayed were fantastic. The cabin was roomy and comfortable. Visibility was excellent although somewhat impacted by the extra structure required for crashworthiness. It is a tall aircraft so there is a little effort needed to climb up into it. It’s not as easy to get into and out of as, say a Cessna Cardinal. The SR20 that I flew did not exactly leap off the ground with full fuel and two aboard. Climb performance was not impressive and we were at sea level on a August, summer day. The SR22 would clearly be a better choice for carrying a load or for high altitude operations. Why anyone would purposely make a light aircraft with such undesirable control feel is beyond my ability to comprehend. Fix THAT and there would be little reason not to want / crave one.

I can’t help but think that with the aging Pilot population and the difficulty of getting in and out of most airplanes, is Cessna not missing an opportunity to start pumping out Cardinals again? The last airplane that you can get in and out of?

My Dad still had good stick and rudder skills at age 89. In fact, he took some dual in a Stearman that summer. When he passed away a few months later and his Instructor found out how old Dad was, he was stunned.

With the curved rear windows, can’t disagree with you there. So get a 1964 model, the last year with the curved windows.

It sounds like you hadn’t used the carburetor heat during the practice emergency descent and that would add to my suspicions that it was carb ice. I have a 150 hp Lycoming in mine and anytime we power back below about 2000 rpm, the carb heat is on.

That is quite a milestone, congratulations!

It is getting difficult to find an airplane that makes sense to purchase when you are working with that kind of budget. The airplanes listed meet the price range but also have some deficiencies that will be expensive to correct. Like the fifty five year old original interior or the radio gear from the 1960s and 1970s that is absolutely worthless. A Genave marker beacon, really? “Honey, the Smithsonian is on the phone. They’re interested in your radios.” You can drop $10K to $12K on a quality leather interior job and easily two to three times (or more) that amount on modern avionics upgrades. Before you know it, you’re in for $70K to $80K with your $42K budget. Then, if you get caught with an engine job, where are you? Guys who have spent the money modernizing their airplanes and keeping up their condition are just not going to give away a good airplane for $30K to $40K, not when they have $100K to $150K invested. Good airplanes bring good money and do not sit around unsold. Other guys clearly care little about the condition of their airplanes. They won’t spend a dime that they don’t have to. They’ll literally fly their planes into the ground, allowing them to deteriorate to the point that they are used up and beyond economic recovery. They become worthless. Even if they gave you the airplane for free, it would cost far more to make it into a nice airplane again than it would ever be worth. You would probably be better off just buying something newer that is better equipped and in better condition to begin with, even though the price of admission is higher to start with.

Agreed. Even if you wanted to resurrect one, why not start with a 1966 - 1967 “best of breed” model that has it’s log books instead?

And she accomplished her flight in a Cessna, no less.

Historically, the all metal Mooney aircraft typically had little zinc chromate protection. Usually it was found in the fuselage in the area of the tubular structure. The wings and empennage are typically unprotected. It is an absolute shame that the FAA allowed the manufacture of aluminum aircraft without requiring corrosion proofing when aircraft manufacturers have had the ability to protect these airframes since the 1940s. North American zinc chromated the Navions they built in the 1940s. Piper did the same on the Comanches and the Apaches in the 1950s and 1960s plus offered it as an option on their other aircraft models for a relatively small increase in cost. We have seen Mooney aircraft taken out of service by owners on this forum due to corrosion issues over the past few years. It is frustrating, sad and unforgivable that this has to happen in my opinion.

...and zinc chromated too.

I would (if it were me doing my engine) purchase a new oil cooler and send the engine mount out for NDT inspection repair and refinishing. An oil cooler is a single point failure that will result in a forced landing in your immediate future. It is not likely to give you early warning unless it starts leaking before it lets loose. I had one fail but was fortunate enough to have it happen during a ground run test for leaks following an oil change. We found a leak all right, oil went all over the place. Not a place to cut corners. The engine mount supports the weight of your engine 24 / 7. It is subjected to G forces, vibration and extreme temperatures. The tubular structure is prone to cracking and internal rust which you cannot fully detect by just looking at it. Some of these mounts have been in service for 40 to nearly 60 years without being inspected. My IA told me that in his career, only one (1) engine mount that he sent out for inspection came back without needing to be repaired. If your mount fails in flight, do you really want to have to deal with that?

I wouldn’t count on that. I’m at two and counting plus one other very close call.

She leaves the airplane decisions to me. We have a SkyOx portable oxygen system with pendant cannulas which she has no issues with. In fact, she likes using the oxygen while at altitude. Like those pronouns better?

Remember when it would be “ten four good buddy”?

I would think an early generation SR22 would be newer, have a modern avionics suite, be far less expensive to maintain, may come with a built-in O2 system and A/C and provide comparable cruise performance without the risks and costs associated with folding the gear. You are also going to have less exposure to airframe corrosion issues. I also think the SR22 would be easier to market when it comes time to sell. Historically, asymmetrical thrust has not proven to be a reliable safety feature whereas the CAPS system, when deployed within the specified parameters, has been highly successful. Don’t overlook the 26G cabin and seats or the airbags in the harness either.