Schllc

Im pretty sure that the logbook in ForeFlight is not contingent upon a membership. I started with a paper log and when I switched to ForeFlight it and had too many entries to do in one sitting so I used photos which are stored in ForeFlight and entered in a few at a time until I had it all. I do not use the auto log feature, because it really drains the battery and doesn’t always start and stop the way I would prefer . I can’t imagine trying to look through paper logs to find things after several hundred hours or a few years of entires but it’s really easy to find in ForeFlight. you can instantly find specific entries, trips to specific locations etc, it’s very easy to query. If you have endorsements or signed log entries in paper, you should probably keep the paper entries for backup, but any new entries can signed the same way a paper one is, or if you forget can be done via email. It’s really convenient and I would highly recommend.

I used a knife point on mine and flew for years without issues. the material for mine was fabric backed leather. I don’t think running will be an issue if yours are made the same. aerosheep sold me mine.

I’ve landed at both in a 180, little over a year ago. as far as grass strips go, both were pretty nice, but I wouldn’t attempt it in my Mooney. Between prop clearance and gear doors, I don’t believe the odds are worth it. This is an approach at Johnson’s creek C3ED6BC9-3C4D-4C4D-AE75-A82D8758223E.MOV

There was never a restriction of running on the ground that I’m aware of. there were several that had a limitation where it couldn’t be used on takeoff, but that can be rectified easily.

Sounds like it just boils down to risk. Personally, I’d like to avoid losing an engine in the air, and while that isn’t guaranteed, even with a new engine, the odds are much better you will, flying around on that one. But you know what M Twain said about statistics. “There are lies, damn lies, and statistics”. That being said, if everyone here detailed their last five flights publicly, I bet there would be a whole lot of comments about what each should or shouldn’t do. Or at a minimum, what they would have done differently. If you feel like it’s a worthy risk to take off in a plane 16 years out of annual with an engine that hasn’t run for 10 years, (not sure how you fly around in the pattern legally for 6 years out of annual), that’s up to you. My experience is that someone who would do what’s been done to that plane, wouldn’t likely be the kind of person to do good maintenance and practices PRIOR to this result. Personally, I would never intentionally buy such a sophisticated piece of machinery from this personality type. But I am also anal retentive to a flaw. I’d feel safe in saying you would be in the small minority of people who would.... But it’s your decision... I would very much like to be proven wrong! ”Hey, watch this! Hold my beer”

I fly pretty frequently. Uncontrolled fields are not my preference. not bc of atc direction , its bc people more often than not, don’t follow good etiquette, much less the rules. I won’t refuse to my go somewhere if it’s not controlled but I prefer the safety. I’ve had more than one bad experience at uncontrolled spaces. If you prefer them, more power to you.

I only “enter a pattern” once in a blue moon. Where I live atc loves to dive bomb me into the airports, and I seldom if ever fly vfr so I don’t even really know how to answer that question. I prefer to be around or ideally 90knots at 3 miles away from touch down. this almost always allows me the last 1000’ descent without picking up speed.

Aviation is all about trade offs, and what’s worth something to one person doesn’t carry the same value to others. I have no bravo experience, but know enough bravo owners who love their plane to understand its attractions. I have hundreds of hours in two ovations and two acclaims, and an ultra acclaim. I would be ok with an ovation but I wouldn’t want to fly without my turbo. Understand the chatter for what it is, others opinions. Then buy what you want, and the chances are you will love it. (as long as it’s a Mooney that is, if you get something else, caveat emptor)

You’re right, an acclaim probably doesn’t start out climbing an ovation with 310hp until after 500’, but it doesn’t take until 5000’ for sure. That is, unless you have one of those magic ovations that I keep reading about, you know, the ones that will climb at 2000fpm then cruise at 196ktas on 11.5gph. I wasn’t fortunate enough for either of my ovations to be magical, I never saw those numbers.

Actually max MP is about 33.5”, max cruise is 30.5”. I usually fly 26.5” at 2500rpm.

205-210 ktas rich of peak. about 19.8gph 193-198 ktas lop about 16.3gph this is full gross, after a 1100-1400fpm climb burning 33gph. an ovation leaps off the ground and easily out climbs the acclaim until about 500’, then the acclaim is in a class of its own. someone else said earlier, once you get a turbo it’s hard to go back. that is very much the case for me, I sold an acclaim and got an ovation, and sold that to go back to an acclaim. I bought a plane to go fast, the only way I could sell my Mooney is if I can afford something faster. I have 950# UL, and a 5ish hour range running high speed lop, and 6+ hours running 65% power. That is more than adequate for me.

As it was explained to me, it’s a mandatory HSI for this engine simply because of the timed out parts. This engine was a helicopter engine that was adopted for airplane use, which is why it is temperature limited, by altitude rather than torque. I didn’t find the $75,000 hot section out of line, because it’s basically equivalent to a 1600 hour tbo. The fact that no other auto pilot can be put in nor TKS be added is what queerered the deal for me. I don’t think the GFC 500 can be added after the turbine, it would’ve had to be done prior to the turbine being installed. So even upgrades are limited on this particular model.

it isn’t like a pt-6 hot section parts are timed out and the hot section is a fixed price of $75k. I looked at that one in person, hasn’t flown much in the last five or so years. paint is decent, interior is rough, and the avionics are pretty dated. It does have a decent useful load, but still, three hours is about the max for planning purposes. it’s tempting, I think they keep it annual, but don’t fly it much because the hot section is only a few hours away. It didn’t occur to me to ask, but it it may be in a 135, which is why the HSI is important.

I’ve purchased three sets from aero sheep. the latest set were very well fitting and they changed from those stupid clips to plastic buckles on the bottom which work a lot better. I always thought they would be hot, but one plane I had came with them and after flying with them I was a convert. I even got them in my truck. I wouldn’t want to take a long trip in a plane without them.

https://www.thisdayinaviation.com/tag/teledyne-continental-tsio-360-gb-1/ this record breaker is actually listed for sale presently. The owner didn’t k ow about the record. (The one in the lead pic is. It the plane that broke the record) https://www.controller.com/listing/for-sale/202016847/1979-mooney-m20k-231-piston-single-aircraft

For me airplanes are like boats. They are 100% discretionary and unnecessary. When I bought my first boat someone told me that old saying, the two happiest days of a boat owners life are the days he buys it and the day he sells it... This was not my experience, I loved all my boats, and was sad to see each one of them go, and I feel the same way about my airplanes. The point is, I view them both romantically. I get excited and happy when I see them. This, for me, is a prerequisite to buying one. Reason being is that you have to write a lot of large random checks to care for them. If you do not love them, you will resent this exercise. I am also checked out in the cirrus and have flown the latest and greatest... I find the cirrus to be an ugly airplane, the side stick is odd, the cockpit is noisy, and the training is antithetical to everything I learned and feel is important. When you get checked out the instructor gives you a debrief after each flight and the only comments they had for me was to engage the autopilot sooner after takeoff and leave it engaged longer on approach. It is not a pilots airplane, it’s a button pusher platform. This isn’t meant to denigrate its capabilities, merely the fact that it’s disconnected from the one thread that connects me to aviation. To each their own, but I prefer something that makes me happy every time I go to climb in it, and the cirrus never did that for me.

Completing the training and especially the instrument rating in your primary aircraft is the definition good training practice. I bought my ovation 3 two weeks before my ppl check ride. I did all of my instrument training in my ovation and 700+ hours later, I am very comfortable and proficient, which I personally equate with safety, in my aircraft. I don’t believe flying two completely different airframes, engines and avionics over two years and transitioning into yet a third as a new pilot is safer or smarter. Point being, people are successful with both methods, and if one’s decisions in aviation are purely driven by budget, it’s probably not a good hobby to choose. A hangar, annuals, oil changes, tires etc, pretty much the same for any plane. Even insurance on a 100k plane to a 400k plane isn’t more than probably 2k annually. I have not found aircraft ownership to be cheap nor punishingly expensive. Of the five airplanes I’ve owned, all mooneys, and all 2005 or newer, I haven’t had any real expensive issues to fix, just regular wear and tear things.

I tried them all, I have some hearing loss already from a previous life but it’s only in certain octave ranges. The anr headsets, aside from being incredibly uncomfortable on my head, gave me headaches and problems for days after long flights. I then tried the clarity aloft in ear. The noise reduction and clarity was exponentially better than Bose or lite speed, and they are so light and comfortable, wearing for 6 hours was no problem at all. I can’t imagine flying with anything else. The wife and kids are fine with the litespeeds or Bose, I wouldn’t subject any passenger I wanted to return to fly again, to the flight school specials...

My reference was only to gauge how you would price compared to the same plane with the logs. if you can’t prove ads have been complied with, you have to pay a shop to confirm. It’s that simple. It affects value, that is axiomatic. To what extent, is what the market determines. Unfortunately, or fortunately, depending on your perspective, there are plenty of naive buyers. I'm a research nerd.... two sides to that coin too....

It’s a very simple question.... what will you say when you go to sell the plane and people call you and ask why the logs are missing? it’s probably ok, and probably not nefarious, but you have to wonder and so will the next buyer... it isn’t the defining quality of the plane, but it is VERY relevant.

Try the static cling window film. Its$26 from autozone, fold away easily when not needed, doesn’t ever get in the way and blocks bright spots much more effectively. I use three pieces around 12x16. You can double or triple them too. Even the tiny factory ones are always in the way in my plane.

UL is in the 700’s. That’s punishing...

Someone told me a long time ago when I was shopping for my first plane, “the last time anyone asks about a Mooney’s useful load is before they buy one”. I didn’t really know what that meant at the time. I think I do now... I would love to be one of the first to buy the stc for the new landing gear if it ever happens.

Tach on g1000 is the only thing that matters, I’m not sure why a Hobbs is even installed in the aircraft anymore, although I’m sure someone will explain here shortly.. But the tach on the g1000 is all that matters. seatbelts can be disconnected and labeled inop, and won’t affect airworthiness if this is done.

I bought my first Mooney, a g1000 310hp ovation two weeks before my ppl check ride. I had 40 hours total when I started flying in it. It was absolutely the right choice, and I would not hesitate to recommend it to anyone learning. I do believe the fact that I owned the plane (unlimited access) and flew with an instructor for close to 50 hours while working on my ifr in a Mooney was the reason it worked so well, but suggesting low time pilots “shouldn’t be in a complex high performance airplane”, is just wrong. Air Force and navy pilots are in turbines from day one. I do agree the individual has a lot to do with how fast people progress, but I believe most would adapt well, the Mooney is not that difficult a plane to fly.