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About SpeedyJoe

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  1. Need some input from the combined wisdom of this space. Love my 2000 Mooney Ovation 2, but after 3 years of fun mostly going up and down the West Coast, I would like to go East bound more often and for crossing the Rockies I do need a turbo more often than not. Here is my problem: the TT on the aircraft and the engine is ~1,850h. The engine is running fine, gets oil changes every 25h, oil samples show no issues, over the last years the occasional cylinder got replaced, compressions are all north of 70 and the oil consumption is 1qt for about very 10h. Given that it runs real nice, my intention was to disregard TBO for a while and keep flying it until something bad shows up in the oil samples, the compression goes real bad or oil consumption goes up significantly, until maybe TT 2,200h. The airplane shows real nice, tricked out to the gills avionics wise with a few extra features that I have put in (see list below), but the high engine time could make it hard to sell. I hate overhauling the engine when it clearly doesn't need it right now, just so it "sells better". Furthermore, many owners have strong opinions whether to go new engine, re-manufactured or if overhauled is good enough (as long as it is the xyz shop that they trust, ...). Any thoughts on this dilemma? Any guesses on "what the market will bear" on the airplane as is or with an engine overhaul? Thanks Joe ============================================================ 2000 Mooney Ovation 2 featuring TKS (non-FIKI) ~300h on new 3-blade Hartzell Prop w/ TKS slingers G500, newest SW Active Traffic warning: Garmin GTS800 TCAS, top and bottom Antennas G530W / w Terrain, newest SW G430W / w Terrain, newest SW New PMA450 intercom w/ Marker Beacon – dimensional sound & Bluetooth connectivity Transponder GTX330ES – verified ADSB compliance, newest SW Autopilot KFC225 coupled to G500, shoots approaches (ILS and GPS WAAS based LPV approaches) down to minimums Garmin Flightstream 210 to send attitude to and flightplans to and from ForeFlight or other applications Garmin 260 Angle of Attack indicator JPI 830 with all sensors hooked up – master warning red LED positioned in center view of the pilot Stormscope WX500 GDL69 XM Weather Upgraded Landing lights to 2x50W XeVision Upgraded Taxi lights to 2x50W XeVision, installed wig-wag function BatteryMinder plugs wired to the TKS refill door from both batteries New Alarm Clock, with yellow warning LED for timer expiration positioned in center view of the pilot Large built in oxygen tank, recently replaced Wired for powered Bose Headsets for pilot and co-pilot Engine heater 2x12V cigarette lighter plugs, 1 for front row, 1 for back row Wired connector to large Arctic Cooler box into the panel: double rocker switch drives fan and addtl cooling pump Annuals only by Mooney Service Centers – no expense spared.
  2. SpeedyJoe

    Bad day for Mooney’s on Spruce Creek

    FWIW, I got trained a while back to never mess with the flaps as long as the gear is up. So every time I feel like I should lower the flaps now, I automatically check if the gear is down because otherwise I shouldn't be messing the flaps. What about the the "no flaps" practice landing, you ask? Well, I also use a check list and the GUMPS check twice (FAF/abeam #s + short final). IMHO live is about managing probabilities. With the hard connection "no flaps without gear down" I helped to significantly lower the probability that it will happen to me. As others have stated, that doesn't make it zero probability, but it does help.
  3. SpeedyJoe


    The key thing for me is affordability (both in acquisition and maintenance) of a PRESSURIZED aircraft. I want to be able to get high without sniffing oxygen.
  4. SpeedyJoe


    I got in line too a few months ago and watch the videos with interest. FWIW, note they are using a belt drive to get the propellor to turn slower than the crank shaft, not gears. Getting a strong Diesel engine in my mind is a plus, even though I am worried too if a car engine was ever designed to spend the majority of its run time at ~75% of its full HP I wish Michael Zoche had gotten his 2stroke super & turbo charged radial Diesel engine (!) to production. While he had his engine running on test stands already in the90s, is website website hasn’t changed in more than a decade
  5. SpeedyJoe


    70kts headwinds flying up the San Joaquin Valley after Thanksgiving last year. With my Ovation I still got home, with the club's C172 I wouldn't have launched.
  6. SpeedyJoe

    Mooney Down in Texas

    A good friend of mine got badly injured 2 decades ago - he was in the right seat of a Beechcraft where one of the cylinders departed the engine and the flying pilot decided to land in the vineyard below. With oil all over your windshield and a plane trying to shake itself apart, lining up with the wires wasn't on his checklist. Those wires you see there stopped the Beech in about 30 ft. The 65 model only had lapbelts. He never was the same anymore after that. I havent flown in anything that only had lapbelts after seeing him "live" though this.
  7. SpeedyJoe

    Insurance Renewal

    Curious: In the context of insurances - what is considered a high time pilot? And is that TT or time in make and model? Thanks Johannes
  8. Not only did I donate to the cause (thanks for the link btw) but I landed there yesterday to enjoy our short vacation in L.A. and thus help support the local business on the field (in this case Atlantic Aviation) We did the same thing last year - likely to become our annual habit. What a great and convenient field to fly into!
  9. SpeedyJoe

    Mooney down in Europe

    Very sad and scary for me personally, because I almost did the same thing at the same field way back when I lived in Germany in 94. I was flying a rented Piper Arrow from Berlin to Nuremberg, picked up family members there and on to Saarbruecken - the same field where this crash happened. Had about 250h TT and a fairly fresh IFR ticket (less than a year). Flying was in the soup all the way w/o an autopilot - already since leaving Berlin. Fcst and Atis in EDDR were for 200 ft AGL. On a long approach I am fighting winds that shifted while I descended; pushing me first left of the localizer and then right of the localizer. I managed to stay pretty well centered on both localizer and GS, mainly because I had bought one of the first portable GPS moving map displays that gave me good situational awareness. I get to DH and don't see anything. I arrest my descend but really didn't want to go missed because my alternate was somewhere in France and I was pooped. While verifying again with the GPS that I was where I was supposed to be, I let out an inadvertent "huh" which triggered my brother in the co-pilot seat to ask "what?" "We arrived but I can't see the runway" I answer. He looks DOWN and says we are flying right over it. I see the same, pull the engine to idle and drop down like a rock (thank God it was a Piper and not a Mooney in that case) while I am trying to remember what the red and white alternating runway lights mean that I had just seen. The airplane comes down pretty firm just as I recall that the lights were trying to tell me that the end of the runway is near. I came out of my seat so hard was I standing on the breaks. It got so tight I had to steer into the diagonal of the runway (!!!) to get an extra 5 ft of stopping distance and not end up in the grass. So yeah, not really 200 AGL cloudbase - fog all the way down to the runway with what seem less than 1000ft RVR. I learned a lot that day - I have never hesitated to go missed after that experience. To finish the story: So we are sitting there with a quietly idling engine in the corner of the runway, my dad not having had a headset and hence unaware of the circumstances clapping happily in the backseat while my brother and I stare at each other with open mouths and disbelief that we made it. The tower pipes in right then "Piper 17U, verify you are on the ground?" I start yelling at him in German on how the hell this was supposed to be 200AGL with fog all the way down to the runway. His only response is that he was just reading off the instruments he has and that's what they are indicating - a typical German buerocratic response. Later I learn that my uncle had sweetalked his way into the tower to watch his nephew landing. The guys were telling him that no private pilot would land there today - while they lost that bet I almost lost much more in making the landing I shouldn't have. They had the windows open, heard me approach and then nothing anymore after I pulled the engine to idle - hence their question to verify that I hadn't crashed which made my uncle quite nervous. As I said I learned a lot. If I see 500ft AGL or less on the cloudbase, I specifically, extensively and mentally prepare myself for the missed and make sure I will be perfectly happy with the logistics in ending up at the Alternate in my flight plan. Also at least half a mile visibility has become really important to me ... Furthermore it seems that a reported 200AGL cloudbase can look very differently from one place / on day to another. Finally, having a good autopilot really helps in not arriving worn out and tired at the most critical phase of an instrument flight. Blue skies to you, Matthias.
  10. SpeedyJoe

    Engine or mag problem - Need suggestions

    NO rpm drop when running on just one mag is a red flag to me already. Either the other isn't doing anything or something with the switch / the leads is wrong and doesn't kill the other mag. If I were you I would consider the electronic magneto at this point, discussed on another thread. Once my magnetos are up for overhaul / give me any trouble, I will be replacing one of them.
  11. SpeedyJoe

    Mooneys around Charlotte

    Consider getting an insurance estimate before you get too far. With a fresh PPL ticket and no Instrument Rating, insurance might be quite pricey. Know before you buy
  12. SpeedyJoe

    Grounded by Plastic

    Talking about 3D printing - that should also be the solution for the dreaded wingtip recognition lights that burn through the lens when left on too long: print the reflector from metal and alter its innards to receive a 5W LED chip and the regulating electronics. It's all doable but doesn't change the fact that you would then need to get an STC for the setup - sigh.
  13. SpeedyJoe

    Garmin Pilot Vs. Foreflight

    I have been using FF for years. With any complex gadget you need to use it often and keep reading up on it to be able to take advantage of all the great functions built in. I'd hate to switch to another app and have to relearn everything. I have a G500, GNS530 and 430 installed in my Ovation2. I just got the Flightstream210 installed last week because entering long flight plans and then getting an amended clearance is a b!tch. I only tested it on the ground once - seemed to work as intended so I can't wait for the weather to clear up and check it out in the air. i always thought flight planning on FF is really easy - at least compared to paper and pencil - so I probably don't know what I might be missing from the Garmin app. But again, with years of usage and a Stratus 2 I am invested too deep to seriously conspired a switch at this point joe
  14. Looking at an Ovation 2 that is listed and thinking about the potential to upgrade it to a 3 at a later point. I googled what's involved with that and found this thread. Thanks for the good info as always. However, I also then looked up Midwest Mooney and found out on their home page that they are closing their doors on 4/30/15! Anyone know any detail behind it? Furthermore, what about this STC? Will that be made available through another shop? Thanks for any insights, Joe.