INA201

I’m hoping the G5’s will integrate with my century 2b at some point to since I already purchased one of them. Here’s a link to the 275s integrations. http://static.garmin.com/pumac/gi275_autopilot_compatibility2.pdf

I really liked the performance of the Diamond DA40 on only 180hp. The accident rate is almost nonexistent in these as well. I couldn’t get past the looks and then the price point. Overall I think it fits extremely well for practical, efficient, ergonomic, and safe flying. I’m very curious to see and find out why and what they gain out of putting the retract on the DA50. They may already have most of the 50 certified as they have been working on it for a while absent the introduction of the diesel. Cirrus set the bar high and to break into the current market there has to be some significant reason for people to go Diamond or even Mooney for that matter vs just grabbing a now proven Cirrus with its deep support network. I’m only speaking of buying new of course. We all know that Mooney is really the best bang for the buck in the used market.

Nice formation too!

Cirrus is a BMW of the sky. Great for taking folks flying from point A to point B. They have added a lot to aviation and modernization of aircraft. I’m glad they are here and have raised the bar. Mooneys are for us folks that enjoy the romance, history, speed, and efficiency of a truly classic hand built aircraft. Both great planes for what they are. We can argue(and will win)that retracting the gear is better too. Cirrus gives us a lot to talk about here. Just don’t get into a race, operating cost comparison, or anything that comprises practical common sense analytical thinking or you may find yourself flying a Mooney. Wait, I made that argument and bought a Mooney. Oh well, so be it.

What tipped you off? I personally wouldn’t have figured this one out.

I know this will ultimately turn into a dispute on which is better but here goes. I run LOP probably 70% of the time and ROP the other 30% or so. I have a JPI 900 and have never really honed the craft of either option. Generally I will run 80 degrees ROP at full throttle and 2500 RPM as long as CHTs are below 380. On the LOP side is where I run until the last cylinder to peak is around 10 degrees LOP. As an aside I can keep leaning during LOP ops way past peak without any real roughness. What do you guys do? What ROP or LOP level do you prefer? Do you always run the same way or change it up here and there? Any other input would be greatly appreciated. I have attached this link to revive this thread as an outlet for those that will ultimately go into which is better mode.

Nice! Does the best glide ring extend out more based on speed or is it based on just altitude?

I did the exact same on two different planes. If the original is uneven in some way it can’t hurt to sand it to even it out. I didn’t sand mine but cleaned it extremely well before applying the new paint. I recommend stirring quite often to suspend the grit and it’ll look great! It’s a relatively easy project.

Nice plane! What’s the UL? Folks will probably ask.

I’d say pretty accurate based on my own bias. Things he left out 1. Preference for high vs low wing 2. Useful load 3. Looks....duh.... #1 haha 4. IFR platform

I’m with having the GTN750 over the turbo. Also you are going from a 172 to a thoroughbred so congratulations! You will be pleased with either. Get a great prebuy! Also, Please get good transition and safety training!

Nice PIREP! That’s cool. I don’t have the guts to climb that high. So why do we need a turbo to fly in the Rockies!

Let’s say you went all Dynon with engine monitor, autopilot, 10” screen, ADSB, audio panel, Avidyne 540, Avidyne 440 on one hand. How would the pricing compare to the GTN750, GTN650, remote audio, GFC500, GTX345, G3X setup with Labor etc?

You think you can do something like this with the 440 driving the Dynon for 60k? That would be pretty reasonable if it’s possible compared to the Garmin set up. Dynon has had a lot of practice but Garmin has a really good reputation. What’s a G3x installed price look like?

I’ll start with a GFC 500 for $12,500 since we are spending 100k. I’ll stand back on input for now on GPS, Nav Coms, etc.

Ok, not global thermo nuclear war, Isaac. For those who know the War Games reference. Anyway, we MS guys and gals each bought this J with a panel that happens to have all instruments inoperable and unserviceable. Everything else about this plane is perfect, with new paint, new interior, and no squawks. We have $100,000 to spend on getting the panel up to date. Where do we start and what’s the best clean slate option to make it the perfect panel with a $100k limit? In lieu of voting we can tally up the number of chime ins for certain avionics and interpolate on what the panel would be based on our collective input.

Merry Christmas! I can’t resist posting a few.

Maybe a side story but my decision was to find something more capable, UL, faster, and maintaining similar efficiency to the Piper Archer I was in. The step up to the J I decided on or the C that you are in was quite the jump. Now that I’m in the J I haven’t looked back for a moment. Going from a known C to an unknown J might be a small step but possibly a more problematic one and expensive for the ROI involved.

Any squawks that will be revealed in a prebuy? We need some pictures There are so many factors. If it’s perfectly clean, squawk free, damage free, no dents or dings, corrosion free, everything functions, etc. you may fetch more than $85k. I would put out more information and let everyone give more knowledgeable feedback. This is up to you. You may not want to be at the mercy of MS.

I don't know many of you guys personally but will say that I have enjoyed the fellowship among you guys and the fortune of many of the postings from Bennett. While there are some negative aspects of public forums I think MS is fortunate to have so many great members from around the country and the globe. I am sorry that another one is gone, RIP.

Or any enemies that play dirty jokes.

I’d ask a couple of MSCs on this one. Looks fairly well constructed. I’d get some input on removal regardless of what it is. However, we all wanna know this one.

Looks great!

Everything from football helmets, ladders, food, cars, and of course aircraft have had liability cost increases that can seriously hamper the ability to keep prices more reasonable. Kit planes do not carry the liability like certified do but the legal cases are beginning to show up.

The kit manufacturer can produce the wing at the factory, AKA Mooney, as long as the builder produces 51% of the kit. My post earlier showing both the high end with the Lancair and the RV 10 leads me to believe that a really nice J could be done in the $200-$250 range. If you went experimental on the engine, autopilot, Dynon displays, and did the paint and interior yourself you could probably do sub $200. Heck, don't listen to me on this as I'm just interpolating data off the internet on this one. I do like Lancair's concept of paying $90K and then flying in six months.