Schllc

This is important and I agree about the pulse oximeter. I use the conservers by setting to the next highest to the altitude that I am flying. and adjust based on saturations. I am usually above 96% with a cannula up to 20k, but I don’t feel comfortable flying that way long. One of the reasons I stay 19 or lower for the majority of the time.

Apparently, he is asking $125,000 https://www.controller.com/listing/for-sale/232930475/1966-mooney-m20e-super-21-piston-single-aircraft

Yes, the ovation would be an excellent choice. The Mooney flies a lot more like the tbm than the cirrus. Get good instruction, be serious about the training, and learn the Mooney and its idiosyncrasies. I completed my ppl in an ovation and moved straight into my IR in the ovation. it is a great learning platform.

I can’t speak to that, it’s the first time I have ever had to do anything with my speed brakes.

Yep, flat fee of $5k and turns around was definitely more than 7-10 days. that info is a month old.

Downwind and base? What I mean is APF is so busy I seldom get a pattern, but I do get minimum speeds. of course I can deny these and do laps for 30 min til, another window opens. I can manage it because I know my plane and I don’t bounce or take the whole runway, but it takes the whole bag of tricks and typically, there is little “standard” about landing here. summer is a little easier when the snow birds leave but that season gets shorter every year. oh… they usually handoff under 3 but the situation is already unfolding with me at 180 knots 3 miles away.

I read these questions and answers regularly, but I don’t really understand how it could be applied in any consistent fashion at my home base. I am consistently held between 4 and 6k until I am within 5 miles. If this wasn’t challenging enough, I am alternately stuck behind 150’s or big iron, with a smattering of 360’s and short approaches. anyone who has flown an ovation or acclaim know if you have to drop 5k in three miles you are going to get low, or slow, but not both. short of pulling to complete idle, not even speed brakes, flaps and gear can get me to 70knots sometimes. Below 100’ in vfr there is a lot of “feel” happening, and I have gotten to where I can choose which wheel touches first so I’m pretty dialed in. But I still can probably count time times on one hand that atc directions would permit the “perfect” approach as described above. how is this done with all of their meddling, do you just go around until they let you do it?

Yes, I wanted to pick that up up something fierce, but the timing wasn’t in the cards.

I’m pretty sure they made some e’s and some f’s. I wish I had bought the one on trade a plane that is pictured above. if another F comes on the market or if anyone wants to sell one I am Interested.

Nice setup! The prop looks like it’s painted red? I’ve never seen that before, but it’s a nice touch. think I heard you on the radio Friday. I’m based at KAPF.

Is it a 345r or the panel mount?

Both of my parents have done both of their eyes, one about ten years ago and the other five years ago. Both were very happy with the results.

this has been done already. i had the first mooney the have the precise flight system. 730ML

I have read that you can close it in a side slip, and I had the door pop open two times in the first year I owned my first Mooney, I don’t know about any other models, but I could not close the door of my ovation in the air. The main latch would catch but the pin at the top of the door would not even come close. why would the open door affect the ias?

That is one pretty bird.

I think there should be a small hook or bend at the leading edge of the hinge to prevent this

My observation is merely anecdotal. I seem to see the same ones sitting there longer than I remember. I think the ones priced attractively move quickly. We have been increasing in price for years and now the market is softened. I don’t think it is a bad market just softer than it’s been.

There are actually no more than average for the last few years, currently 105. It’s been between 90-120 for the last several years. What is different is how long they are taking to sell.

You don’t have to switch out your system. I’m pretty sure all the acclaims have altitude adjusting regulators and the conservers will work with your system, just have to change the connector to a Scott.

Wow, this looks like an incredible deal. Good luck! It should go quickly.

I thought those new style caps were placarded for 100 gallons? That is what my acclaim with the new caps is in the poh and placards. The old style caps on my 2007 had a different filler neck, and the placard was for 102 gal. They didn’t have those caps until 2008, I don’t believe the tanks changed so the filler caps must be the reason for the lower capacity.

All GA planes that have ceased production will suffer the same fate as commander, and Mooney. Even those still building will have issues with older models simply because of the low volume. In the grand scheme of aviation all of our planes are incredibly rare, and while scarcity and shortages are not pleasant, they are just part of owning an aircraft. If that wasn’t difficult enough the FAA is an anachronism, and stifles most innovation and production. For one who expects parts availability for any reason in any model to be simple is just wishful thinking.

I’d look at scheme designers. If nothing else it would be a specific document for expectations by owner and paint shop.

I don’t know an owner of any aircraft that isn’t struggling with some parts issues, required and discretionary. Owning an aircraft of any make or model is a labor of love these days. if you want to separate the wheat from the chaff about any plane, all you have to do is to talk to actual owners. Everything is a trade off…

I bought an Ovation 3 to finish my ppl and get my instrument rating, I had about 10 or so hours when I purchased. It is not the most common path but it’s absolutely possible and I do not regret the decision. Year one insurance was about 40% more than I pay now, but not as much as renting a plane, and my reasoning was that I would be establishing habits and routines in the plane I planned to fly. It definitely took a lot more time with an instructor than a Cessna would take to be comfortable flying alone, but being that my plan was to go directly into instrument training, I was going to be spending time with an instructor anyway. I ended up flying with one for close to 100 hours as I was also transitioning to the Mooney. My instructor had no Mooney experience prior to me. In retrospect, I would find a mooney specific instructor if I had to do it again. (I was not aware of Mooney space yet) As long as you are committed to flying frequently , and understand that an advanced airplane as a trainer will take more time, go for it. I’m not the only one here that did it this way, and the others who have opined, are pleased with their decision as well. Also, contrary to a lot of opinions of those who did it the traditional method, I didn’t bend or break anything on my plane during training. Go Mooney!!