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About Schllc

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  1. The biggest elephant in the room preventing affordability is regulation. $100k for a circa 1940 technology six cylinder air cooled engine, or the absolutely insane cost of the simplest of parts is 100% a function of regulation and litigation. Look at certified vs non certified avionics prices. Demand is pummeled by this. I really thought the part 23 rewrite would have a bigger quicker impact. Regulation needs to be radically changed to stimulate real investment, innovation and then demand.
  2. Yes, mixed those two up but same point. No other pressurized single option.
  3. Full disclosure, I am a Mooney fan at heart, am completely biased and in no way impartial.... The premise is logical, however in the grand scheme of things I don’t believe it’s a big enough factor. The phrase “best plane for your mission” resonated when I took my instructor and a friend in a 172 to fly to look at a commander that was a three hour drive away. Well, with a 45knt headwind in the Cessna, full tanks and two passengers it took us right at two hours to get there! I knew that day it had to be a Mooney. My first plane was an ovation 3. I got it with barely 40 hours total under my belt, when I didn’t even have my ppl. I finished my ppl with 62 hours in the 172 and 6 in the Ovation. I went straight into training for my IFR in the g1000 ovation. The speed of things, and the avionics took me longer to get a grip on than the characteristics of the plane. The Mooney really is a pilots plane, it flies much nicer than the G5 SR22, or the 172. I quickly discovered that roughly 95% of the negative things people said about mooneys were incorrect, and from people who were just repeating things they heard, not from personal experience. I read somewhere recently that what cirrus did is take an entire class of people who would otherwise not even aspire to be pilots, and convert them to owners, simply by convincing them the platform was simpler and safer. Kudos for their market insight and successful campaign, but I feel sorry for pilots whose “go to” is a parachute before skill and good decisions. Don’t get me wrong, I’m not knocking Cirrus or the parachute, or even Cirrus pilots, I’m sure most of them are fine pilots. I just think that a parachute can lure people into making decisions that they would otherwise not make. When I took the cirrus transition course I was really taken aback by the focus of the training. All through the course the instructor scolded me for not engaging the autopilot sooner after takeoff, or during an approach. I realize my autopilot is a critical piece of equipment, but when you are on an approach and don’t understand what the AP is doing, should you spend time figuring out the avionics or fly the plane? I feel like teaching the autopilot vs the plane may make a lot of people comfortable, but feels like it may not be equipping them completely. The first barrier to entry is price, second is complexity, third is safety. Cirrus made it “feel” simple, and makes it “feel” safer, price didn’t seem to affect them.
  4. i wonder if reviving the M22 concept wouldn’t be something to distinguish themselves. there is no real viable pressurized single other than the matrix, and I’m not sure I would fly in one of those much less own one. A high performance 4 person pressurized piston, would have no real rival. I was told the useful load, has more to do with landing gear than anything else, not sure its true, but plausible none the less.
  5. Why are things always described in amu’s? I'm not sure what these are, and why not just refer to things in actual dollars? I'm also curious what you mean by “extensive”. Isn’t that just an analog for expensive, or do you mean it takes years but doesn’t cost a lot? The question is somewhat rhetorical, I imagine if it was possible/practical someone would have already done it.
  6. Why not an A, B, D, E, or J? TSIO-550-A 360 hp (268 kW) at 2600 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. TSIO-550-B 350 hp (261 kW) at 2700 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to the TSIO-550-A except with a 12 quart sump, sonic venturii removed and the two stage fuel pump replaced by a single stage fuel pump.[2] TSIO-550-E 350 hp (261 kW) at 2700 rpm, dry weight 442 lb (200 kg) plus two turbochargers of 28.2 lb (12.8 kg) each. Similar to TSIO-550-C with the oil sump and maximum continuous power rating of the TSIO-550-B. Turbocharged & FADEC models[edit TSIOF-550-D 350 hp (261 kW) at 2600 rpm, dry weight 558 lb (253 kg) plus two turbochargers of 35.2 lb (16.0 kg) each. Similar to the TSIOF-550-J except the exhaust system and low voltage harness. TSIOF-550-J 350 hp (261 kW) at 2600 rpm, dry weight 558 lb (253 kg) plus two turbochargers of 35.2 lb (16.0 kg) each. Similar to the TSIO-550-E except for FADEC fuel injection and ignition control, turbochargers, tapered cylinder barrel fins, oil sump and capacity, maximum continuous speed and manifold pressure rating.
  7. I know it records it if there is a card in the top slot of the mfd. not sure if it does with out that.
  8. I will fly it a while as is, that’s not really an option as the aviation world doesn’t move fast when it comes to engines. im sure it runs well, it comes down to confidence. If I flew a plane for the last 1000 hours till tbo, and was happy, I’d have no problem going beyond tbo because of confidence. buying an engine with two prop strikes, and not really knowing how it was flown by previous owners makes that confidence a little hard to obtain. I don’t want to spend money like I have it to waste, because I don’t, but I also don’t want to have a nagging fear that keeps me from hopping in my plane any time I want. maybe I fly 10-20 hours and it comes. Won’t really know that until it happens, expect the best and prepare for the worst.
  9. Hi all, Thought i would lean on the experience of the group here again. i am thinking about an engine upgrade. i wrote to Continental for a quote for a factory reman and they referred me to AirPower who just sent me a quote for $86k for a reman and $107 for a factory new engine. is this appropriate or are there other options? I personally don't really have a problem with a field rebuild, and plan to fly it for at least a few years after, if not more. Lastly, is there any real benefit or performance to the Victor engines? They don't seem to be any more than the factory ones but the options for balancing, stress relieving, the matched machining, and the corrosion resistance for where i live. Thoughts?
  10. Can anyone tell me where i can find a list of AD's and Service Bulletins? The mooney site shows some of the SB's but none of the AD's
  11. I thought I would poll the experts for their opinions.... I acquired a 2009 mooney and am preparing to have it painted. the logs show a few minor tank sealant repairs, but nothing major. I owned a 2005, and a 2007 for several year and these also required a few minor repairs. I read a lot about wet wing tank sealant deterioration, but it mostly seems to be an issue with older mooneys. I also read if you are going to paint, do the tank reseal prior. while I don’t want to spend money on something completely unnecessary, I also don’t want to pass on the opportunity, just to save a few bucks. the sealant is only 10 years old at this point, and I would think there have been large improvements in the durability of the sealants used. anyone care the share their expertise here?
  12. Before I changed the door seal, I would travel with a roll of blue painters tape and as soon as we were lined up to take off I would tape the entire door seam off. the difference was staggering.
  13. I have some hearing damage from a prior life, and found the ANR headsets to be a lot less effective or comfortable than my clarity aloft in ear set. Ive tried them all, Clark’s, zulus, a20’s, you name it. If I have over three hours sometimes I will put a set of Bose over them but not sure it helps as much. Change the plugs about every 20 hours or so and they are way better for outside sound attenuation. At least for me... interesting about the sound proofing. I’ve read that about several planes, not just the Mooney. i guess I figured it couldn’t hurt... I have found that sealing air leaks makes a HUGE difference, and read thicker glass does as well. Did you try the thicker glass?
  14. I had close to 500 hours in my g1000 Ovation before her so my transition was pretty smooth. 8MD was a sweet sled, I miss her terribly but that wound is healing now. DM you your phone number and I’ll give you the low down on her peccadilloes.
  15. I sold my other acclaim about a month ago and have since entered the most severe case of sellers remorse of my life!!!! While it seemed I had great reasons for selling they don’t make sense now and I do not understand why I sold it. Hence, I’m the winner of the auction. N113TN does have waas, it was stated in the auction just listed oddly. It does not have the gtx345R. it also did have a mechanical incident the last day of the auction, and I subsequently found out it had flow 10+ times since the auction began. Needless to say I was a bit upset about this, but the seller and auction house are both working in good faith with me so far, and I am anxious as heck to get in my possession so I can remove that god awful paint scheme and return her to glory. Plan is to strip and paint, better soundproof, thicker windows, factory reman engine , adsb, and a new interior, and a new tail# All but the engine and adsb are discretionary but I let one go without understanding my mistake. Won’t happen again, I am going to make this just how I want it.