CaptainAB

Cirrus is unique designing their planes to enhance the passengers experience, knowing that many of us wanted to fly with our friends and family. Mooney’s were designed to focus on the pilot experience, a much more competitive field and one that doesn’t seem to have as much of a premium on “new”.

The Last Expo I went to with a static display that had Mooney, well it was daunting. Not just Cirrus but the bulk of the competition shows even the Mooney to be a legacy airframe . Diamond, Tecnam, and Cirrus, not to mention the Honda Jet, Cirrus Jet. Piper even shows off their newer airframes well, and of course they have the niche of the only pressurized cabin class piston. Which is important because if I were to be able to afford a new ultra acclaim, I think I would in reality end up with a m350 or a used mirage. I love speed and I believe in the old adage to buy the fastest airframe you can afford, but affordability can be a tricky question in aviation, like anything else I suppose. It’s a complicated question for each pilot to ad themselves based on skill, ability, finances and mission. Like can you afford to die and possibly kill others because you were to cheap to buy a safer / more capable plane. I moved up from a g2 SR22 to a g5 sr22 recently because I needed the fifth seat and a 300lb useful load boost. (G5, but also ditched de ice) That dollar cost isn’t worth it except I can now legally and safely fly my family (I was flying with the girls sharing a seat belt). I also use my plane for a few business ventures, some require BRS. And the G5 seats are super comfortable and make a 4:30 leg pleasant . Also my insurance over the past few years been 250 per month cheaper on the same price airframes (ovation vs sr22). Which actually flipped from when Cirrus first came to the market. Its a tough spot for Mooney to be in. A lot of great airframes haven’t made it. Most recently the Columbia/Cessna 400. Which early on was widely regarded and I think even outsold the SR22.

To borrow from Steve Jobs I think it’s accurate to say, the marketing folks ran Mooney into the ground. The product guys built Cirrus into a giant.

What good reasons would compel a significant group of buyers in this market to buy a brand new Mooney? 954 sales last year so there is plenty of sales to be had.

It’s great field. I was there today. Parking was packed and they have already closed a taxiway to install bleachers for the st pete Grand Prix. Definetly call ahead and secure parking. Also watch for sailboat on short final.

130 TT over 6 months or 3 years. If you are Flying 15-20 hrs per month or more your going to be just fine.

Wet 170 per hour? Maybe because Mooney is paying for all parts the first two years? I’m going to guess your insurance will at least be double that number, probably triple depending on the pilot qualifications. And some want quote you with four named pilots? I think based on hanging out with the cirrus guys that buy new, if you have to plan and budget a 950k piston single, you probably aren’t the buyer they are looking for. but how cool would it be to have three partners and buy a used acclaim for cash. Is that extra door really worth 600k? 242 knots at 300k is like 1200 per knot, sounds almost reasonable. 242 knots at 950k. Ouch.

Yeah that’s real funny. The person that told her it was the “ flux capacitator” is the same guy that would put jet A in your airplane on purpose, because hey it’s your job to check after him.

249 wet for an SR22 can’t be beat. Unless you are flying 200 hours a year. If it’s pride of ownership your after then I agree with the comments above. More then one partner is likely one too many.

If I had to guess I’d guess the cessna 182 has more aftermarket mods then any other GA aircraft. Speed mods, STOL mods, gear mods, seat mods ,cargo mods, engine mods, float kits, etc

KVNC. Great cafe in the FBO. kcdk if you dare. It’s like landing on a carrier. spg tpf spruce creek is very cool.

The new J is an SR20

Its a trick question. The best J on the market is actually an Ovation......

Least of all Mooney, being outsold 32 to 1 by that other company that installs BRS on every plane they build.......

Spruce Creek has to be one of the best there is. You said "Family" so watch out for school zones, it is going to kill most of the ones Florida. AB

Getting everything done with as few screens as possible.

Is he doing 100 hour inspections for his own higher standard of maintenance ? Or is it operated under part 135?

Shutting Down the EngineYou should not shut down a piston engine by turning the ignition switch to OFF. Instead, move the mixture control to the idle cutoff position to turn off the fuel supply to the cylinders. After the engine stops, turn the ignition switch to OFF. This procedure ensures that no fuel remains in the cylinders and that the engine won't start accidentally if someone turns the prop or if carbon deposits inside the cylinders create hot spots that ignite residual fuel.

If you are under the who, who is going to watch for VFR traffic and separation?

Here is what they are tellling us now Lance on the COPA forums, though I'd say the message is that it isn't because of The chute but because of the memberships commitment to type training and cirrus commitment to adding and implementing the best available safety features. For comparison, the Cirrus fleet-wide global fatal accident rate in 2014 was 0.32 fatal accidents per 100,000 flying hours (compares with GA fatal rate of 1.19 in the US). I think it's funny that Cirrus gets the credit as if they own the safety systems/features (Brs, straight and level, ESP) These are all third party and cirrus just chooses to install them in their new airplanes as they come available.

Sounds like you got the Piglt four STAR. I've overheard that a lot on the radio recently. I seem to always get the Leese two coming from Gainesville. I think the big thing to remember is that if you are northbound side VFR they want you below the B at 1600. Departing even IFR they keep me below the class B. Sometimes with apologies even.

Competition is good for the market. Cirrus is the iPhone/tesla user that trades in a lot for the newest one. I'm told that nobody buys a base cirrus sr22 g6 even though the g6 has some serious upgrades over a loaded G5. a retractable 4/5 seat 200 knot airplane has got some serious marketability. I think it comes down to three things that are repeatedly mentioned on this board. 1. Increase the useful load to 3600-3800 2. Apply the acclaim aerodynamic cleanups to the ovation (it's time for the ovation to be the new 205) 3. Add a safety feature like BRS, auto assist landing in engine outs. Or even just a program on the avionics that calculates your best three options (kind of like the wazes app when you are driving somewhere. marketing wise I'd get actual user testimony and flights. 'Hey I fly to Chicago, New York and Boston routinely in my ovation' that 3:45 minute trip in my ovation used to be 6 in my sr22 with the stop I had to make' Cheaper then first class and faster p.s. Quit screwing around and get the acclaim to 350 hp.

I failed it the first time. Then passed it every time since. I didn't feel comfortable flying at night without my IFR ticket anyway.

The Cirrus SR 22 has some deceptively unique challenges for lower time pilots. It looks so easy. Fixed gear, No prop control. Yet you fly your final at 80 knots and you have 300 horse power to manage. Thats probably why most insurance companies will require at least 10 hours dual with a certified Cirrus Instructor and another 10 solo before you put people in the plane. So basically what everyone already knows on this forum. Type Training is key. The BRS system is also a lot more complicated then marketed. The offer classes in making that decision when the time comes. Cirrus has amazing resources for pilots and has just announced training for the buyers of resales airplanes. http://www.cirrusaircraft.com/embark/

I took @donkaye post to heart the other day. If this plane is like 10% or more of your net worth. Put your money to work on building your net worth instead. Not his exact words, but they rung true for me. Secondly, what are we talking about here? If you can afford to buy this plane for 50k cash and potentially drop 15-35k in it, maybe you are better off buying a turn key 201 with 30% down and borrowing money. After 5 years you'd a lot less cash in it and you will be able to tell your grandkids about that time you borrowed money at 4.5% to buy an airplane. Lastly if you are going buy it, you better get it so cheap that you have a chance to make money on the sweat equity you are putting in and the huge risk you are taking. You are doing the estate a favor, they have an uninsured airplane sitting in a hanger for what $400 per month? depending on the state they may be taxes too. Jeez someone stop the bleeding.