Schllc

The tach on g1000 is the only credible time meter on these planes. Many have the Hobbs removed, disabled or just ignored. I haven’t seen all of them, but I’ve seen at least 30, and not one of them was correct. 2006 and 2007 were odd years for the acclaim. The appointments vary more than most years. Some came with Waas, some came with gfc700, some came with all type s mods, some with only one. There were many incentives right after owners accepted delivery to upgrade, both avionics and performance so they all did it to their personal desires. I have met many owners think they have things they don’t because they saw another of the same year advertised with options they assume they have as well. If you have a CD player, then the aircraft was retrofitted for the gfc700, and was originally delivered with an stec-55. I have seen several acclaims represented as “Type S”, yet only had an s prop. I’ve seen several represent them as Waas capable because a Waas antenna was added for their ADSB transponder, I tried to explain to one owner and broker who refused to believe that they needed the gia63’s changed to gia63w’s... I do not agree with the other poster stating that cylinders will go every 500 hours. There was absolutely an exhaust coking issue that caused some early failures but that was soon identified and corrected. One of my acclaims was well beyond 1000 hours on a set of cylinders with good compressions when I sold it, and is still flying on them. Knowing how to treat those engines will make a difference. That being said, it will still likely need at least one set to make the tbo of 2200 hours. knowing how the plane is actually appointed via the logs. Understanding how the previous owner has flown the plane, a good prebuy, bore scope, and of course condition, are the only way to establish actual value. There are just too many derivations and options to compare in those years to answer conclusively without knowing the plane. I would say for a mid time engine, with no top done, the range (today)would be from 325-400. It may seem like a large range but really depends on all the above. 2008 and on seemed to come with almost everything standard except for a/c or fiki, and all of the 2009 and most of the 2008 had the exhaust coking issue fixed when it left the factory. I have owned three, one of which was an ultra, and I loved them all. Don’t believe all the hangar talk about turbos being nightmares. They are absolutely another component to manage and maintain. But in the grand scheme of ownership it hasn’t been more than a ripple, and the capability and performance is well worth it if your mission supports its use. if you are flying under 100 miles 90% of the time in south florida you don’t “need” it, but it’s still fun to have another 30knts at your fingertip.

I’ve owned a few mooneys with the standard o2 setup and a few with the precise flight. Personally, I don’t believe I will fly high enough to require a mask again unless I have another pilot along, which is another story..... But I fly with a cannula a lot I like the precise flight system so much, I would pay to have it built into any plane I own. Your supply lasts at least 3x as long, but more importantly, it doesn’t destroy your sinuses like a constant flow does.

Perhaps because the wins and fuselage are not moving at the same rate, the moment the frame is captured?

I tried the Bose, the light speed, and the Dave Clark anr’s. I have tinnitus as well, with some near total loss of certain ranges in one ear. when I fly for several hours with a noise canceling my ears literally hurt for a few days. I finally tried the clarity aloft in ear passive and found these to be the quietest, easiest to hear act, and most comfortable by far of any other headset. Ive been using them for over five years and every now and then I will grab one of the Bose in my plane to try again and seldom make it more than 30 min before switching out. It’s a real individual choice, you must just try them all to see what works best for you.

This was in a war bird, in a casual aerobatics maneuvering dive , not trying to maximize speed, without someone shooting and nowhere near combat load. I would be willing to bet more than one broke the sound barrier in ww2 and never knew it. whether the plane survived it is another question.

My first thought after reading was how does one know the data recorded was accurate if the instruments recording were,malfunctioning ? second, with regard to the never exceed speed. I am certain that there is a healthy margin built into those numbers and are also calculated for unexpected turbulence. (Edited.... this is not a suggestion to avoid the limits or overestimate speeds, just a not that there is t anything engineered today for a consumer market that doesn’t have safety factors built in) either way, it appears the pilot is lucky to be alive. I have a had more than one failure in IMC, and I can tell you conclusively, that your back pockets are touching even when you do everything right! this incident doesn’t make me want vacuum instruments anymore, but I do think I would prefer a backup of a different brand. Two of the same devices failing simultaneously, when it wasn’t an electrical fault had to be like lottery odds...

Nothing discernible on the oat. Did have a consistent tail wind instead of a consistent headwind. Earlier in the morning by a few hours, one way, about the same the other way.

Update.... same route flown this weekend. Same gross weights, same altitudes (1000 ft diff) no tas fluctuations noticeable, other than typical 1-2 knots. ps, it’s south Florida to south Louisiana, no mountains that I know of around there....

g1000

yes, great analogy. i understand the principle. i guess i have just never experienced "waves" of this amplitude because the variations have typically been only a knot or two, never over 10. or at least i never noticed...

Yes, that is a valid point, but flying across a frontal boundary in relatively stable temperatures, shouldn’t go up and down in an almost cyclical fashion. It’s over more than a few minutes. Too slow to see occurring just very slow increases and decreases. I did not think to look at the pitch angle.

I’ve been flying more long trips lately and have noticed some pretty large fluctuations in my true airspeed that I don’t really understand. I establish myself at an altitude, lean out and the. Watch my true airspeed vacillate from 205knts to 193knts. There is no attributable difference in outside air temps, wind direction, fuel flow or rpm’s. Engine is running like a top, temps are nice and cool. This occurs wether running lop or rop. The vacillations are not rapid, I am not porpoising with altitude. I think I’ve always noticed different speeds at same power settings but usually attributed it to density and weight, but monitoring closely and seeing such a large delta makes very curious. Has anyone else seen this? Last note, it occurs at any altitude I fly from 10-18k.

My understanding after looking seriously at a turbine bonanza is that the Allison’s have a mid time hot section that requires changing some blades. It’s a non optional 75k process. I know others with pt6’s in meridians and Tbms, and they do not have this so it seems unique to the Allison.

I would absolutely be interested. Ve often wondered why it hadn’t been tried already. It certainly seems to make more sense to try on a Mooney, than on a bonanza... all the negative implications are real, but reliability at night, over water, or mountains is a real advantage... There is some slight chance I may be biased though...

Buying a plane to save money on travel, is like buying a boat to save money on fish... it isn't going to compute... What it provides is time and convenience. Even in an airline, a trip to see my family is an entire day of travel coming, and another going. In the mooney, it is 4 hours door to door. That is the difference in a four day weekend.... hard to imagine not having it anymore...

Heard that about boats too... After owning boats and planes I can honestly say I was very sad every time I sold one. I think people who are happy when they sell (if they are happy it’s gone not because of a forced sale or you bought a lemon), probably weren’t suited for ownership, or couldn’t afford it in the first place. I’ve said before, but buying a large discretionary item for me has to have a somewhat romantic attraction. What I mean is if it gives you joy to tinker, fix up, improve, use, and makes you smile when you think about it or look at it, then writing all those checks won’t cause resentment, hence no joy when it’s gone. I have loved all of my boats and airplanes and didn’t enjoy selling any of them, even though most of the sales were for something bigger or better!

No pics means it didn’t happen! where is the plane porn?

There are a few elements to ownership that may be difficult to actually ascribe an actual dollar figure to... What’s it worth to know a plane is in the mechanical and airworthy condition than you would choose? Whats it worth to know it’s being flown properly? What’s it worth to be sitting there ready for you, and you alone the moment you want to go? I am a very particular person, and not sure I want to share the pilot seat with anyone. I want my plane to be exactly the way I left it when I last flew. I don’t want to wonder if someone maybe ran it hotter or leaner than I would have, or landed hard etc. It’s also a safety and familiarity issue. If I couldn’t afford to own a plane alone, I am not sure I would own one at all. I also know I am probably in the minority here, and lots of the members here have healthy and happy partnerships so it can absolutely be done. Considering this perspective, and taking an honest look at your personality type is very important, because owning an airplane is a big mental commitment, that is every bit as important and challenging as the financial. Anyone considering this venture should definitely think about all of the implications, not just the obvious ones.

I have had crank failures as well, all of them have been castings, never a machined set, or forged, which is a manufacturing defect, not a material deficiency. I would bet most of yours are castings as well I have never personally seen a chromoly failure in a bike tube, but I have seen them fail at welds, which again is a manufacturing issue. I have seen forks fail, but every one of those was really well beyond reasonable design loads! I have bent, and cracked frames during a race (all mountain bike races), and finished the race. I have seen more carbon fiber frames trashed and unridable after one crash than I can count. take a hammer to your aluminum, steel or titanium top tube and crush it in one spot. Then ride it home. Crush the top tube on your carbon fiber and see how far you get. But its probably not fair to criticize a material for failure beyond design loads. My concern would be something like a hard landing, bad turbulence or something that I was not present for and the previous owner being unaware of the affect on the airplane. You don’t have the ability to inspect like aluminum, and propagation of failures are not as evident as they are with metal, and when they are they are complete. I would not say anyone who buys one is foolish or making a bad choice. I just prefer to be a little more conservative, and stick with tried and true. I totally agree with your preference for titanium. It’s a little punishing for vibration on a bike, my preference is chromoly, and I still ride an old fat chance, specialized and paramount for that reason. If titanium wasn’t so difficult to work with it would be ideal for an airplane.

My concern with carbon fiber is that the modulus of elasticity is almost zero once it’s over stressed. Under design load, and optimum conditions it is absolutely as advertised, but once it’s damaged it tends to fail completely. I saw many examples of this with bike frames, both in racing them for 10 years, and while in college with our senior projects. An aluminum frame that’s damaged, you finish the race, a carbon tube breaks in the same fashion and you are carrying it home. While metals have a large range of strength loss after exceeding tensile, it always retains a large portion of its strength. Composite airplanes have been around a while and it’s obviously not a very prevelant problem, but it’s still one I would worry about when buying a used plane composite plane. For the cirrus fans reading this, I am NOT denigrating the airplane, and metal planes certainly have their own challenges. I also realize I am in the minority, and probably an anachronism... When there are a fleet of 70 year old composite planes flying around, I will likely feel different. Until then I prefer to observe from the sideline.

I’d say save the money for items that keep you safe first, and whatever’s left goes to cosmetics. avionics would be high on my list, but good mechanical, and structural maintenance is paramount. I never thought about it simply from what I had in the plane, more so what I got out of the plane. Some people take cruises, some buy multiple homes, some eat out every night.. I fly, it makes my world smaller and increases my quality of life. It’s hard to ascribe a dollar amount to that, at least for me.

If you prefer a reclined position with your legs more straight in front of you, versus an erect chair type position you will really like the Mooney. I have never been limited by positional comfort. bladder, and noise are usually the limiting factors for me. Conversely, two hours in a Cessna or a cirrus and I’m ready to jump out at altitude. To be fair, I don’t have a beef with either of those plane brands with regard to quality, but I find the erect chair position very uncomfortable. Where are you located? I’m sure someone close would be willing to give you a tour. I’m in south florida on the west coast.

Spruce creek, it’s an air park or fly in community on the east coast. It’s a nice J, past TBO on the engine, but otherwise a nice plane and somewhat appropriately priced. https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20J+201&listing_id=2391960&s-type=aircraft

Probably depends on where you live and what kind of coverage is available. every single flight I take shows up because I have adsb out that I never turn off, and I’m inside a delta airspace. i don’t feel comfortable turning off the tx because I like seeing the traffic, and anything I can do to make it easier for others to see me is ok with me. I don’t like the thought of being tracked by the government anymore than anyone else, but I enjoy flying and want every advantage I can get. I think the point was a frequently flown plane, in my opinion, is preferable. However that is determined..

The vast majority of people do not block their numbers, and it’s just a preliminary discrimination before the real inquiry begins. If the number isn’t blocked ant the last flight was 7 years ago, it’s a red flag for me.