Boilermonkey

It may be 15-20 years from now for it to scale, but the powerplant is the next big evolution for GA. Lightweight and efficient eclectic/hybrid propulsion will eventually materialize driven by other industries: automotive, consumer electronics, and urban air mobility. Unfortunately I don't think it will be available as an STC.

I would think a non-equity partner would simply pay a wet/dry rate and then share in the scheduled and non-scheduled expenses as they are incurred. Asking for a deposit upfront is your call, or you might phrase it as a minimum operational balance that needs to be maintained by both partners. I would have them sign an agreement with many of the terms that are in a equity based partnership agreement removing the transfer of ownership aspects. As the equity owner you would reserve the right to terminate their partnership at any time and specify how any outstanding fees/refunds would need to be paid. That way if they don't treat your airplane the way you want and are unable to resolve it, you kick them out. If they damage the airplane...well that would be paid by insurance. And yes, if that happens the lifetime value of the airplane is reduced, but I doubt many people would place a deposit for that scenario or be able to agree on what that amount would be.

A prop strike waiting to happen.

May the wind always be at your back and the sun upon your face.

On the southside of Indy at HFY. Would love to meet up when things are a bit safer.

I'd stick with what works and fix what doesn't. Mooney should invest time and activity in MooneySpace where you customers currently are. The Mooney website should compliment the discussion here and address the needs of the community: * How to get parts and order them on-line. (think Lasar on a giant scale) *****every part number from every model should be on the site with a source from Mooney, a third party, or method to fabricate. * Maintenance methods and tips for pilots and A&Ps. * Where to find parts that you don't supply so we can maintain our aircraft without wasting time. * Every piece of documentation you have. Ideally for free. * Upgrades and STCs from Mooney and other companies (one stop shopping). * Links to Mooney's for sale (new or used, on your site or others) * Recertified Mooney's for sale if you go down that path.

You might want to keep it in case your link to you panel fails...or the panel has bigger issues. I did....had to use the Stratus and iPad in IMC until I was able to restore the panel.

Had a similar problem limiting the elevator travel. After the avionics shop worked on something unrelated I got in the aircraft and dis a control check before stating and found I could not push the elevator past neutral, in fact it was slightly up! Glad I didn't figure that out during a T/O roll. Turned out the tech had moved the heating duct work and it was blocking the elevator push rods. An easy fix on the ground, but deadly in the air.

Not an A&P..... My view based on the countless discussions about bulbs. If it has a cross-reference to what's in the parts manual you are fine as a PPL to replace it (LED or incandescent). If there is not a cross-reference and it is not part of TOMATOES FLAME and the other "required equipment," you can replace as a PPL. If it is part of required equipment and is not cross-referenced you need to find one that has a PMA/STC, or have your A&P approve and log as a minor alteration.

I'm guessing from your alias you are in MN?

A shorting wire would make the bulb flicker and could reduce the bulb life because that increases the number of hot/cold cycles (incandescent). However, within a year...I'd say coincidence. What's the bulb type? You might look for a LED bulb with the same type listed and use that. (I'm not an A&P, consult them for any "real" advice)

If you're near HFY (Greenwood, IN) there is a 1/3 or 1/2 partnership in a M20C for sale (selling my share as I'm moving into a Bravo).

M20C partnership (1/3) available at HFY if you are near and interested.

Excellent presentation. My basic understanding would be to fly at Vy to 1000 AGL (quickest time to get to safe altitude) then transition to Vz until cruise altitude, or 500FPM cannot be maintained at Vz.

I hope so! It was funny yesterday in a descent with a strong tailwind I had a 200kt groundspeed in our M20C. My son pointed out, if we had the Bravo that would be the norm ;-)

Thanks. I've been following that thread too! Fortunately this Bravo is documented and flown...just needs some TLC. I figure there's about 100K AMU that needs to be invested to get the one I am looking in good shape. I'll probably hold on to my M20C while we do that...there's going to be a lot of downtime. Some might ask why do it? Why not just buy one on the market? I really need to have a partnership to make this work. My friend was a partner in our M20C before moving up, he's a great pilot and trustworthy. That's an intangible value and makes this a bit of a unique opportunity. That being said, the valuation of the existing Bravo needs to be in the right ballpark.

The story is long, so I'll try to keep it simple. A friend of mine is in a Bravo partnership. His partner passed away (in in a crash, different airplane). Things are finally ready to get settled from the former partner's estate and selling his share in the Bravo. The plane has always been in a hangar and flow regularly, although not as much in the last year. Annual was just completed. Logs are in order. Engine is at TBO O2 Cylinder needs to be replaced TKS system looks ok, but when turned on leaks from the belly (maybe just a loose tube?) Landing gear pucks are original (94 I think) No leaks from the tanks Paint is 7/10 Interior is 7/10 GTN750 ADSB equipped Steam gauges, but a nice HSI and radio altimeter Original AP, functional LED Position/strobe Thoughts on value?????

Fascinating. Now a days he'd just Zoom or Tweet from his hospital bed to his engineers. (not sure that is good or bad)

Exactly what I would propose. That way if you needed to part it out, you could get your investment back. If you end up getting an airplane out of it...that's upside. Given the lack of logs consider the cost of needing to redo all the ADs.

I bought a “cheap” smart watch that has the ability to monitor O2, BP, HR, and do an EKG. It was under $50 and is pretty close to what I see at the doctors office or with a finger based O2 monitor. Search for a V19 Fitness Activity Tracker and Heath Smart Watch on Amazon.

It shouldn't be a big deal. The envelope is to protect you from being outside the norm. That being said: Longer T/O roll. Make sure you have picked a point and speed on the runway for abort. This is to ensure you are accelerating at the right rate and you don't have an engine, control, or other anomaly that is otherwise undetected. I also use it as a last check for EGTs. You'll probably need less nose up elevator trim than normal, especially at T/O. You'll want to hold the nose down a bit longer. You'll have more energy on decent and landing. Use the same speeds you always use, don't deviate from that, just remember that it might take a bit longer to slow down. Emergencies: Should you have a CG problem remember that flaps create a nose down moment. Power creates a nose up. If you had a control malfunction with an aft CG and started to get out of the envelope...less power and more flaps will help you get your nose down. If you have a go-around you'll really have to push. Pre-flight talk about emergency egress. You don't want panic. Right front opens the door before landing, gets out. Followed by right rear seat, then left rear seat. Then you. If you have manual gear with the Johnson bar. Pre flight the rear passengers about the lock-block and not to hit it with their foot releasing the gear in flight (tell me how I know). Make sure the area is clear in your pre-T/O check and decent check. That being said you probably won't notice much...aside from more grins in the Mooney! -JB

That's great news. I hope they can transform the GA market.

Keith at Anderson Aircraft at KAID runs a great shop and has plenty of Mooney experience. We take our M20C to him whenever we have something complex. keith@andersonaircraft.com

IS it the rubber not making the seal? Or do they just need to be adjusted? If you hold the cap and then rotate the tab at the top it will either tighten or loosen the seal (essentially the diameter that it tries to expand to when closed).

If you really need one you’ll end up spending more on ice or ice-packs than the cooler...and a deep freeze for the hangar. We have a home built for our M20C and it takes the edge off the heat in Indiana....but I wouldn’t say it makes it “cool.”