Schllc

Brian Kendrick. One very good reason is that he actually flies the plane while working through the setup, so when it’s done it is actually done!

Sure, cause that’s what I said and was implying… Ok, so what’s the solution? In the meantime, while you’re working on it, I’ll, pay the extra 1k which is a rounding error on the cost to own and operate my plane, and hope you guys can find a solution. For what it’s worth, I don’t disagree it’s a problem that could be improved on, just haven’t heard any real productive suggestions for solving… the point was that insurance companies obviously don’t really see it a a problem, because if they did the rate would be a great deal more than 1k a year. if we are all in the same “pool”, one airliner accident dwarfs a year of piston gear ups in value… I applaud all that are making the effort and support you in your endeavors.

In the grand scheme of ownership expense ,is $1,000 or 1,500 even worth all the debate and vitriol? I agree there are more gear ups than there should be, and it’s more than likely a direct reflection or training, or lack therof, improper techniques, or bad pilotage. I also agree that it’s beneficial for people, who are so inclined, to seek good training and techniques to reduce the incidence rate, but it obviously isn’t a big enough problem for insurance companies to compel the training, and people will be people…. I would be willing to bet the incident rate of gear ups among the participants of this forum is lower than the average, but is the average really a “problem” with regard to cost? I would submit that it is not. If you want to save $1,500 a year you can buy a 182. Same way you can drive a Toyota Camry instead of a Porsche 911. But complaining about $1,000 extra in premium for the privilege to fly my plane just isn’t enough money to raise an eyebrow. my two cents anyway….

This is what remains of a Japanese zero. It sat in a Malaysian jungle for 80 or so years, and was rescued to be restored. The data plate is all they will use to restore the aircraft… They did the same for the p40 which is much further along, and converted to a two seat trainer. I never knew all you needed was a data plate (and a lot of money!)

Regulatory processes, traceability, liability, compliance, is half or more. Experimental has almost none of this cost because it’s in your garage (theoretically anyway..). certified aircraft compliance is no joke. It’s obviously not all bad, but it’s a bit anachronistic. it can only really be abated with volume, because those costs are fixed, whatever hours it really took 20 years ago, is easily doubled today. The work ethic, and skill level of the average employee is not the same. I don’t believe it’s aptitude, it’s a cultural shift. It would take longer, and finding enough skilled people wouldn’t be easy. if I had a billion to burn, I would fix the gear issue and make an inventory and mucho marketing, supplying dealers, building demand and negotiating what it takes to sell them to establish the price people would pay and create a culture like cirrus. Finance, lease, manage etc. I wouldn’t clean sheet a trainer, why not fixed gear on an eagle with bare bones interior, for flight schools lease those to flight schools in bundles too good to pass up. make the ovation and acclaim in three modes, stripped, equipped, and deluxe, maybe a turbo prop, just for the cool factor. It shouldn’t be hard with modern modeling software to build a pressure vessel to the dimensions of the cage, but that may be down the road The hope would be that you could find equilibrium, and operate a net and then a profit. It would have to happen in a few years. If it didn’t do it then, it never would. I would expect to lose almost all of the money within 3-5 years. the cool part would be the legacy of 5000 aircraft built and flying because of you.

I think some folks do imply that, if any of my comments have been construed that way I apologize, it was never my intention. I think if a person has been flying steam gauges for 30 years, the argument is specious. They are probably more proficient and safer with what they are intimately familiar. Personally, I have been flying with a glass panel since about 15 hours into my ppl. I feel safer with the information arranged in a way I am accustomed to seeing, so I spent more on a panel for my recent plane, than I paid for the plane. If any upgrade adds to awareness or the ability to keep from being over saturated in duress, it’s worth it to me. The stakes in flying could not be higher, and we should all make decision that we feel are in our best interests. I don’t judge anyone for their decisions, unless it’s simply a function of money. Avoiding any necessary repair or upgrade simply because one doesn’t want to spend the money, isn’t any smarter or safer than upgrading without regard for the cost. stay safe guys!

The io550 doesn’t tolerate ROP any better than the tsio550 if you want to burn through cylinders , run it ROP. (Edit) to clarify, by tolerate, I didn’t mean the engine would run roughly. I meant that it’s hard in the cylinders. My original ovation, which I put almost 500 hours, had 1,100 when I bought it, is now at 2300 hours and still going strong. The owner I purchased from flew lop exclusively, which is how I flew it, and is how the person who bought it from me flies. after all this time only one cylinder has been oh’d in 2300+ hours, that is pretty convincing for me.

He meant six pages of debate

The bigger problem with where the administrative state has gone, is that there is no check and balance, and no consequence for abuses. you can’t reprimand them, you can’t fire them, and they can beat most opponents with a war of attrition because they have unlimited budgets, paid for by their victims.

Isn’t this the reality in all judicial matters? Judges or juries are seldom experts in the field of the litigation. I am not smart enough to tell anyone how this will come out in the end, but a course correction was needed. The bureaucrats are not supposed to be making law, period. time will tell…

Exactly, the bureaucracy “decided” after years of interpretation, where people had made investments, plans, and operated businesses, until one day some person inside, decided they didn’t like the way it was interpreted. Why? Why do they have the power to do this without legislation? Ben Franklin said “Those who would give up essential Liberty, to purchase a little temporary Safety, deserve neither”.

I can think of one case that will almost certainly come back quickly, the ruling the FAA made about warbirds, and instructors benefiting from the flights, even if they aren’t paid for instruction. this basically shot down a whole lot of little guys that toured air shows. And was an excellent example of the bureaucracy interpreting the rules the way they want to read them, even when the plain language says otherwise, and has always been interpreted differently. Bureaucracy across the board is long overdue for a stern hand slap.

The plane is a factor, but your families safety and comfort is also a huge factor. we have a few hurricane encounters or close encounters here every year. I leave, less a concern for safety than just the pure chaos that follows. Humanity shows its best and it’s worst in times of crisis . I pack up my family and leave, if it hits us, I come home without them until it’s all clear for them.

^^^^^^^^^^^^^^^ This x 1,000,000

If anyone has ever had to do business with a permitting agency at any local or state level in the last 20 years there is no way this is a bad decision. politicians are generally lazy people and when an issue arises they kick it to staff to recommend how to handle, they don’t do any homework or research, they just do what staff says. Staff ALWAYS decides based on what’s best for the bureaucracy. It’s universal and if you don’t agree, it’s only because you haven’t had to battle with them. the only thing worse than permitting is the fire departments which is another whole discussion. this is going to be abusive bureaucracies worst nightmare because they are terrified of only one thing, litigation. The next reform should be to make them personally liable and required to pay legal fees if they lose The Supreme Court ruled so apparently that is the correct way to interpret the law.

I think the cryptic log entry, when it was apparently a nose gear collapse, is less than inspiring. From the log entry it doesn’t appear they split the case, and not sure how thorough an eddy current is for a sudden stoppage. But as little is know about the event, was it running or being towed, it’s a roll of the dice. cracking the case and replacing all the bearings at 1600 hours with a thorough cam and lifter inspection could be a good thing. Just don’t understand why it’s logged that way. was this just sloppy documenting or a shortcut on proper repairs?

That’s what I paid for my acclaim with a hull value of 400. I do the wings stuff, I get ipc’s every six months, ifr since four months after my ppl, and I’m 10 years younger. Almost all of my time is in mooney’s. the airplane insurance market is broken even worse than regular insurance. If you get quoted from four insurers by one agent, those four companies will not quote anyone else, so it is difficult to really compare quotes. that being said, I personally wouldn’t waste time trying to save a couple hundred bucks which is all that you may find, and that’s a big if. it is what it is. I got insurance for my Aerostar without a multi rating the first year for $6k. When it came up for renewal the following year, with my rating, they wanted 50k. I told them to pound sand and flew for the first four months naked. after I got 100 hours I found coverage for under 10k. it’s a crap shoot for sure.

Is a bonanza an upgrade? I don’t have much time in them, but I don’t remember feeling like I wanted one when I flew in them. I definitely like them more that cirrus or any piper product I’ve flown, but still felt like Mooney was king of the hill for singles.

This is of the newer variety, and i would be interested to see the difference the inflatable seal makes. Maybe a good door seal and thicker windows would do more than anything else. There is a distinct advantage to doing the work as refurbishment, rather than buying and depreciating. I would have liked to keep the acclaim, but couldnt justify that number on the balance sheet as a depreciable, with the twin. I am probably foolish thinking about a second aircraft at all... This is very discouraging. I do understand that riding next to an engine is not the same as riding on top of an engine. I never expected the noise reduction of a pressurized twin, but the noise is exhausting to me in the single. After four hours I am wiped out and hoped to ameliorate that some what....

To qualify my statement, I don’t expect quiet, I’m hoping for “quieter”. when I pull back the rpm’s in the A, you can take off your headset comfortably. I don’t anticipate that kind of reduction, but was hoping for some! 2200rpm in the continental didn’t seem to make a lot of difference in the noise and the performance drop was unacceptable. do you find the noise in the two the same, or the bravo louder?

It will have the same engine in the bravo as the Aerostar. The lycoming engine really enjoys the low rpm’s which significantly reduces noise for me. I loved my acclaim but the noise of the continental was something I didn’t enjoy. the noise reduction down at 2200 is dramatic. hot starts are the same, Different turbo system, 30 less hp but same power stroke. Plus even though I will spend close to the same, it will all be exactly how I want it, I will do a panel first, then a sports car type interior, then paint after the engine is done. It has long range tanks that were just all stripped and resealed, the newer style interior, decent paint. I’ve always wanted to do a project. No rush on this on, just want to milk the engine to the finish line.

It was an AD and a few SB’s. see below

I’m looking at a bravo to purchase. Great history, good maintenance, flown regularly. It’s about 250 hours from tbo with good compressions. I’m wondering if anyone has experience beyond tbo. Engine was pulled about 200 hours ago for an SB and some accessory work that hasnt been clarified yet (no prop strike),just don’t have the rest of the logs, but the crank was inspected and engine was reinstalled. I understand the expense that is imminent, but the airframe is in really good shape, tanks all just stripped and resealed, and it’s kind of a blank slate at this point, ready to be turned into all of my preferences. Just wanted to know how soon that engine will become due.. would love to get another three years two flying and one waiting on the engine.. thoughts?

I never thought I would love a plane like my Mooney but the Aerostar is really growing on me. It’s like a big brother Mooney. It’ll take years to get to the comfort level I have in a Mooney, but it’s a sweet plane.

Brian Kendrick or the Mooney factory.