SWL

Paul and I flew the MT 4 blade on her maiden voyage - a short test flight out of KBJC in Broomfield CO. It was a hot June afternoon. With 400 lbs between us and 150 lbs behind, the M231k Rocket 305 (TSIO 520-NB) sporting the new MT 4 blade performed as expected. We climbed to traffic altitude at about 1,100 FPM with less than full power. I have yet to take the MT thru its paces at high altitude as 17L is working thru a couple of post inspection squawks. My weekly commute is Austin to Los Angeles at flight levels so I should have some good data to report back in the next few weeks. Paul and I both noticed with some surprise how much quieter the 4 blade was at run-up (compared to the previous 3 blade McCauly). With the $$$ spent and time invested waiting on Germany, I better be impressed!

Creative alternative KLRDMD. Kudos and thx for sharing.

Great points Co2Bruce. Location and population densities proximite to the airport can are determining factors in the viability of an airplane partnership. The feasibility of a partnership seems inversly proportionate to the availability of hangar space. If the supply of potential buyers is low, consider a buy-out clause in the partnership agreement to reduce or eliminate uncertainty when a partner needs to transition out.

-a- Partnership agreements that I've seen limit away trips to less than 7 days without prior approval from the other partners. Mooney's are cross-country airplanes so one would generally expect a long weekend trip now and then. If the partners treat each other as they would expect to be treated, everyone will have equal opportunities for an occassional long weekend, holidays, etc. Partnerships tend to be like gym memberships. The initial pressure on the airplane schedule drops over time. Some partnerships have an obligatory requirement for minimum flying times to be sure the plane doesn't sit hangared for extended times for the sake of engine longevity.

I was asked to share my experience in avaition partnerships and thought it would be interesting to see if others would add their insights as well. If there is already a similar thread in mooneyspace, perhaps someone can post a link. Background: Pfter obtaining my ppc, i was able to buy into a club with 3 airplanes and more than a dozen active members. My learning curve benefitted tremendously, rubbing elbows with a number of experienced pilots thru the club. With a year in the club under my belt, and an increase in flying time to approx. 120 hrs/yr, it was time to step up to a partnership. I was fortunate to locate a local mooney in an established LLC with an existing partner wanting to sell. 3.5 yrs later, my flying hours increased enough to warrant my own ride. The club and the partnership were helpful to a rookie pilot learning the ropes. I highly recommend both options for anyone flying 150 hrs / yr or less with access, or a sufficiently strong local community to start one. Partnerships: Here is a "Top 10" list from my bag of lessons learned. I hope others will chime in with their lessons as well. 1. The value proposition makes partnerships an obvious choice. In a four way partnership for example with 100-150 hr partners, for the price of 25% of the capital and maintenance costs, each partner has 80 - 90% availability access to the airplane. Upgrading to a kfc500 or a glass panel? How about a 75% discount since you are sharing costs among the other partners. 2. The challenge with partnerships is seldom the aircraft. It is more often interface issues among the partners. Buying into an existing partnership should include extensive interviews with the existing partners. Consider 80% of your decision determined by the partnership compatibility interviews and 20% by the aircraft. 3. Establish a charter, an operating agreement, and by-laws. These documents shouldn't need to be dragged offnof the shelf unless you have an unruly partner. Howeevr, well developed documents are critical as they may have to stand up in court. 4. Keep an electronic calendar for on-line scheduling, and keep it up to date. On-line calendars allow for backup schedules as well as mx schedules, squawk lists, and notes. 5. Be sure all partners are engaged with the airplane as owners. A "renters" attitude from a partner can become problematic. 6. If possible, identify a single cfii that all partners can use for proficiency flights.The cfii can help normalize best practices among all the partners over time. 7. Optional upgrades and non-airworthy repair issues may be debated but safety issues should always be repaired when discovered. 8. Keep an engine reserve. Among other things, it makes transferring ownership to a new partner much easier as the buyer gets an effectively zero-time engine. 9. Keep the flying rates dry and keep them low to encourage more flying time among the partners. 10. Require (in the by-laws) that the existing partners retain voting rights of approval (or rejection) for new candidates into the partnership. Some partnerships allow the exiting partner sole discretion on the new partner. This is a bad idea on several levels (see rule no.2) Parting thought: If you can afford to own an airplane outright, why not own 25% of four airplanes with four different mission types? Cross-country, aerobatic, seaplane, heli - my dream team.

Can do Roy. I haven't looked to see if mooneyspace has similar posts already. If not I can pen a few thoughts. Here are a few bullet points that might kick-start a separate thread... 1. Buy the plane, then pick the partners. 2. When buying into an existing partnership, 80% of the decision should be based on partner compatibility, 20% on the bird. 3. The value proposition is simple: for 4 partners who fly 100-150 hrs per year each, each pays 25% of the capital and maintenance cost for 80 - 90% of the "available" access. The metrics tend to improve over time in long-term partnerships due to life changes that tend to reduce flying time. If my current flying time and missions were still partner compatable, I wouldn't be selling - of that I am certain.

Bryan, you are spot on with pricing, if comparing new to new. I fly a 40 yr old mooney. If I were to (or could) trade up it would be for a similarly mature TBM. Comparing TBM 700 to the oldest Cirrus (jet) RG is how I derived the price delta. My grandfather used to say; "if wishes were horses, everyone would ride".

Steve here, you were kind enough to post my mooney partnership sale on Facebook in Austin a few weeks back. She is under contract and will be gently passed along to the next lucky guy, pending meeting with the partners. Thanks again for jumping in and offering a hand. I will be at KBJC the week of June 10th to pick up my mooney with its new MT 4 blade propeller - if the spinner ships from Germany as promised. Would like to say hi if our paths cross. As a civil/structural engineer, i have a bit of experience with concrete if you need a hand with the new hangar slab.

I took the mooney factory tour this Spring and can attest that they are still hand fabricating the frames just like it was 1955. I love my K with the rocket conversion. Would trade up for a TBM, nothing less... Unless Cirrus would sell me a turbo RG! I asked Cirrus about the possibility of an RG in their future. They said the only RG on their horizon is the jet. I'd rather have a TBM and the difference in cash.

Steve here, signing in... Cody, I'm the guy from Texas with a big grin on his face. Tom and I met at Oshgosh as he mentioned. He was sanding the white stripes off of the propeller on his beautiful new lancair, i was wearing a mooney cap... When we shook hands the next month in yooperland, i knew that i was about to purchase the best kept mooney from a top-shelf owner. After spending a day getting to know Tom, i was certain i'd found the mooney deal of a lifetime. I lifted off the runway Saturday afternoon Jan 5 and tipped a wing to the Rocketman... it felt a bit like i was leaving with his mistress. Its been a couple of days now, and I'm still wearing an ear-to-ear grin. To all of you out there in mooneyspace who may be eye-ing Tom's turbo-prop; i plan to take good care and trade his mistress back to him when he is ready to slow back down to 230kts! To anyone who has not yet seen the best m20k rocket in North America, i am considering placing a velvet rope between shiny brass posts in front of the hangar and charging a buck a visit. ...wonder if i can cover the monthly hangar dues ;-) Relatively new to most things air borne. A 300hr rocket flyer, with 600 hrs since PP in 2015. I've learned a lot from all of you on mooneyspace in the past two or three years. If i'm still around in 40 or 50 years, i may have contributed a bit as well, all in an attempt to live in the shadow cast by N1017L's Rocketman. Meanwhile, Tom's number is on my speed dial in case the mistress gets fussy.

Just purchased two quick drain connectors from Bogert Aviation for my M20K Rocket. One has a straight connection, the other a 90deg. connection - not sure yet which one is needed. Image of each connector is attached.0 Bogert Contact Info: 800-628-8088, 509-736-1513, or info@bogert-av.com with your questions. Good luck! Steve

May have an interest in Austin. Where is she hangered?