CaptainAB

That thing had been on the market forever. Maybe someone was trying to scuttle the plain?

Here is a K.I.S.S noteworthy idea: The New Mooney. We are starting where we left off. Introducing the new 205 (knots), 231(knots) and the 252(knots) The challenge would be how to get to the acclaim type S to 252 knots. Or would it? Getting them to 3600-3800 lbs gross based on the feedback I've seen is critical. Whats a BRS cost for cirrus per install? 35k? seems like for that you could offer a fancy CPU/AP upgrade that can guarantee a surviveable deadstick landing when activated at 1000 ft agl or greater. Maybe partner with Tesla for the sensors to grease the landing. it would be a salesmans dream because unlike BRS it could be demonstrated on every test flight.

I only dream of a g1000 gfc700. Anything less ranges from reality to a nightmare

I've heard that's true of the older models George. I demoed a 2014. We got 157 kts TAS at 2500 ft on 11.5 GPH At Gross with three adults. Which seemed to be right on target for book ops LOP. That's was on an average Florida fall day. Mooney can't be in denial. It's a good plane, and as soon as you crack 100k on the used market you can get one of those slower ones, with great used avionics and of course a parachute.

People still want what mooney USED to offer. An intermediate to advanced pilot plane that is fast and far more efficient then the competition. The fact is a new SR20 has 5 seats, a fixed gear, a modern airframe, great avionics and does 155 knots on 11gph. The new mooney models need to be faster and more efficient then an sr20 or a sr22. By at least 15%. Price needs to be competitive. Which shouldn't be hard a new cirrus costs a fortune.

There is a used Stec 30 w alt hold in the avionincs section. Between that and a used 430 also available in the avionics section. The autopilot Would be my pick. I did my ifr w/o one but I wouldn't do that again.

Done. Overdue but done. Thank you for a great site and community.

I love that paint job

Gateq is the final approach fix for a localizer only approach. If you had vertical guidance and the full ILS you would be on the glideslope. Since you don't and you are flying a non precision approach you must maintain the stated altitude until crossing the FAF. At which point you start your timer and descend to your MDA. Thats how I'd fly if, though God knows why u wouldn't just fly the full ILS. Nope that's wrong.....oh well. Don't fly localizer only approaches !

Wow. Your learning in a fast plane. Good for you. I was in a 2012 sr20 and it was showing 157 TAS on 11gph. I guess they figured out the aerodynamics of a fixed gear speedster

I like this plane. And it has been for sale for quite some time.

Your mooney is never too young and never too thin.....

Sad. Most of the 2012 SR 20's Ive seen are closer to the low 800's in useful load so I'd assume she was at least close on fuel. Maybe forgot to switch the tanks after a couple of go arounds. I'm sure its a tale as old as time. Probably just got rattled and stopped flying the plane. The autopilot in this thing could just about land itself. Took me 500 hours and my instrument rating before I had the guts (and probably stupidity) to land at a Class B airport.

I thought perspective was a Cirrus marketing brand on a G1000 suite that involves some of the cool upgrades and possibly 12 inch screens.

Husky, quit letting these cheap bastards tell you you can't take your dogs up high. If you can fly a cirrus and afford a turbo cirrus you are rich enough to buy a Malibu. I bet your first years insurance will come in just under 20k (plus type training and 25 hours dual) If that scares you a p210 might cut it in half. I think you can get three months free on MMOPA.org if you tell them you are considering buying one. Keep up the good work. Your landings might not be consistent until 100 hrs. Unless you do a lot of soft and short field work.

There a lot of ways to do it. And even quite a few ways to do it right. The operating agreement is key.

Wow congrats! That looked like one sweet ride.

I flew into MCO late last night. Thankfully the worst was clearing as we arrived. While I have no desire to overload the system. I have to say afterwards I'd consider adding MCO as my alternate when in the Orlando area. The controllers were very helpful and the most professional I've dealt with. Signature Aviation was very friendly.

Anytime I see an N number that ends in Echo Romeo I immediately think it must have been a trainer for Embry Riddle (not that there is anything wrong with that) However the times are low and Mooney didn't make the Trainer model until later so it's probably coincidence.

I flew into MCO this weekend. Now that was an experience.

Most of the pilots I know that have a backup plane rely on that other C brand that just seems to specialize in safe, reliable, slow, steady grass ops. Though I hear cirrus pilots talk about grass ops all the time. I out your flight into flight aware and it said the route was "atl" do you really get that?

buy this one

There is just something extra cool about a 172 with a retractable gear.

The best advice I got when I did my IFR was not to install an A/P in my plane. Hand flying makes you better, though it is hard work. Then after I was done I decided to upgrade to a plane that had one installed already.

Did he check the "off position" before shutting down? Sounds like he could have a bad p lead. Which could get someone hurt.