Schllc

Ouch. That sure seems inordinately low doesn’t it? No FIKI and no ac, why is this one so low?

No price, another free plane! I call dibs!

I don’t disagree. What I was saying is that a non fiki, single engine plane is the least capable in inclement conditions and personally I would not plan a trip in this type of plane based on my ability to meet lower minimums. I also would not have a plane without Waas but good planning and decisions could abdicate the “need” for it with a lot of pilots.

Gia63w’s are really not that hard to find, they should be priced between 7,000 and 10,000 depending on condition and if they are tagged. I have done it on two mooney’s. its a few hours of labor if you have the additional waas antenna already like I did for the adsb, and a few more if you don’t, plus the cost of the antenna. even if you find ones that aren’t operable, garmin will rebuild for 1,500-2,500. It isn’t a cheap endeavor, but the value will be realized in the plane. First two questions every single caller had about planes when selling “any damage history”?, and “does it have waas”? for the record, imho, single engine planes without FIKI, would most likely be best served not ever needing to use the waas minimums, but it’s one of those things buyers just want.

I have never had it done, but I have owned cars that the previous owner did this too. visually it looks like new, but the leather is no longer supple, it’s hard and uncomfortable. im not sure what the proper name for this is, some call it dying or refurbishing, but to me it looks like the leather is painted. the paint is not long lasting (a year or two in my experience) and when it starts to delaminate, it looks much worse than it did before. I would clean and condition as others have advised before I painted them.

I looked at this plane too, several times in fact. It has been listed for years on and off. the price listed includes delivery and no vat is required in the us. the import inspection, tail number change, adsb and waas upgrades make it less attractive price wise. also, hard to really inspect that far away, and I have a feeling the picture aren’t current... Also, just to clarify, because some are have been confused by the “waas for adsb” an actual waas. (Only as it pertains to a g1000) adsb requires a waas signal, but if you add the feature to transponder in a g1000 you do not get waas gps capability, you only get it for the adsb. The upgrade for gps waas is $15-$25 k depending on how you source the parts. you have to replace the Gia63’s with Gia63w’s. This is about $1,500 to $2,500 labor and the rest parts. Wont argue its necessity, I required it. I can also tell you it adds most, if not all of the cost of upgrade, to the value of the plane. people like to knock the old g1000, and I know they are air frame tied, upgrade options is limited, and all the new independent boxes have quicker and more features, but the g1000 legacy is still an amazing platform. Most of my experience with people denigrating them, have never owned one with the system. I do cede the point that a guy with 30 of years experience staring at a six pack will probably be more proficient there, but it isn’t because the g1000 is inferior.

Lol, to quote the Great Mark Twain, who also was not a mechanic, “Never argue with an idiot, They will drag you down to their level and beat you with experience”

Looks like the market may be speaking on this one.... whats the useful load?

https://www.controller.com/listings/aircraft/for-sale/195525803/1981-mooney-m20j?CTRY=%2cUSA ive never met this guy, but spoke to him several times when I was shopping. Heck of a nice guy, and always seems to get really clean mooney’s. if I were looking for this at the moment I would seriously consider this one. I personally think it’s slightly high for the radios, it still worth looking at.

Anything priced appropriately sells quickly. I have had three mooney’s before my ultra and none of them took long to sell and sold for asking price or very close. My late father in law told me a long time ago, “make your money on the buy side”. makes selling much less difficult.

I have never had any big panel changes, only repairs, software, transponders and a waas upgrade installed, on my mooney’s. all of them had little glitches, errors or omissions and required trips back. all under warranty, and relatively easily fixed but all required trips back. I would really try to find someone close to where I lived for this kind of work if possible. if I was hours away it would have been a real pita...

It’s priced pretty well. I inquired and I received the logs, it has some inconsistencies, and appears to be missing a few years of annuals. also appears to show hundreds of hours between oil changes. i suspect this may be an error since it has intermittent service between the missing annuals,and flys a lot. but for me, if it wasn’t local, I would probably rule it out. that’s not saying it’s a bad buy.just that it’s not terribly more than a few better comps closer to me, and it’s just too hard to sort these issues from a distance. here is the link to the info https://www.dropbox.com/sh/j41thmpa9yyy0r8/AABhcPDh8wZ3nbzWaoZsRtPka?dl=0

When I got my first policy it was about $4,200 if I recall correctly and 85% of that was hull. I was transitioning into my Mooney O3 just before my ppl checkride and went through my instrument training in the same Mooney. I started using gumps on my first lesson in a 172. I also flew in as many different planes with as many different instructors as I could find, still do. my examiner had a chuckle at my gumps check on my ppl checkride in the 172, I didn’t realize I was doing it because I was so nervous. I really don’t want to knock guys who have had gear ups, lord knows I’ve had my share of mistakes. However, I’ve often wondered how so many gear up accidents occur in a mooney. All four of the mooney’s I’ve owned won’t slow down enough to prepare for landing without the gear down. I have only owned long body models so maybe that’s why, but from what you guys say, they are all fast and slippery. Unless you start slowing down 30 miles away and have no altitude to lose, how do you get that slow without the gear down? I even have to drop to idle and pitch up to get slow enough for full flaps. Two habits I have is retaining as much altitude as I reasonably can, no matter how short the trip (for options), and the technique my first “Mooney” instructor taught me which was 3 miles out, 300’ per mile descent. If the gear is up none of this feels right, the pitch is wrong, the speed is wrong, the trim is wrong, the sound is wrong, MP is wrong, to me it’s just too many alarm bells. hope it stays that way! Very curious to me

Sniff sniff..... poo yi What’s dat smell?

You don’t have to know what the sold price is to watch the market. look at the ones that come up and go off, and the ones that languish. If it comes to market and is gone within a few weeks, you can almost bet it was priced appropriately. If it sits for months, well, it’s got issues not advertised, or just too high, either way, price is wrong. not 100% accurate, but pretty darn close.

I live in south florida and wouldn’t want to do without ac. Anyone who says it’s not useful doesn’t live here... if you have short hops, air work, training or getting under weather it’s indispensable.

Others would say blasphemy! but on the serious side, you can certainly “buy” one cheaper, but most modern autopilots aren’t stc’d in them, and the panels aren’t easily configurable to modern avionics. they are also just flat out slower, and burn more fuel. now some of the older ones have outrageous UL’s, and they also have laminar flow wings, so they aren’t all bad.

Yeah, but they aren’t mooney’s!

Interesting to read the perspectives here. everyone’s reasons are different I suppose, but one thing is consistent, this is an expensive hobby. I flew flight school planes, a few rentals and with a lot of people selling planes. I had so many equipment failures in the flight school planes it wasn’t funny. I found myself borderline (maybe full blown, but I’ll never admit) OCD, about condition. In my mind when I see any part of a plane poorly maintained, I get paranoid about what else isn’t maintained. I didn’t want to feel anxiety about what I was flying and condition was key. I didn’t require new, or even nearly new (couldn’t justify on the first one anyway), but I knew I had to buy a plane from someone like myself. Example, my first mooney was a 2005 ovation, I had about 250 hours in it, and took off on a family vacation. Had a magneto failure shortly after takeoff, and returned to my home field. the mechanic there, whom I didn’t really want to use, recommended one rebuilt mag. i did some research and found that a new mag was only about $200 more than rebuilt, furthermore, the plugs and wires were original, and if I bought the whole set together it was almost $1,000 less than buying separately. my mechanic said it was unnecessary, but the plane was 12 years old with 1500 hours, and a 12 year old part failed with my family in the plane. I spent the money and felt good about it, and I do every time, i make a similar decision. I realize, this doesn’t guarantee anything, but personally, I believe it’s prudent. You don’t get to do this in a rental, a club, or most partnerships. To me, the potential consequences of poor maintenance, abuse, misuse, ignorance, you name it, of someone else flying my plane was just too great. I want to get in it every time knowing how it was treated, how it was left and what to expect when I start her up. Lastly, but almost certainly not least, and as can be attested by all those who regularly opine here. You MUST LOVE your plane. Mine made the world a lot smaller to me, and gives me more joy than anything else I’ve ever owned If you do not love her, you will resent owning it, because it is the most financially foolish decision we ever make, if you only look at the money... Life is about experiences and every time you slip the surly bonds, you have another one... like my late father in law told me, “if not now, when”?

if you can find the gia63w boxes you can do the upgrade for less than 15k i have done it. A g1000 is an almost 20yr old piece of technology when you consider concept to approval. Even so, it’s an amazing piece of equipment that is relatively intuitive, comprehensive and gives amazing situational awareness, in the sheer amount of information available and configurable. I know the add on boxes are newer, quicker and have better features, and I’m not really attempting to compare, just saying the g1000 is no slouch or step down.

Pithy and prompt, much appreciated

Looking for a project to acquire now and take time making it special. ive looked at many of the 201,231,252, and j’s and the useful load seems to vary wildly. I like the 96 and newer interior but it wouldn’t be a dealbreaker. im just interested in which models to focus on that have the highest useful, or potential. I would like to end up with 1,000#’s at the end. I just mean specifically which factory produced models yielded highest UL

I tried the same thing when I bought my first mooney. in theory it sounds good, but it just wasn't practical for me for a few reasons. 1. inspecting and vetting planes that a broker doesn’t have in his possession will be expensive, and of little benefit for your education about them 2. you will inevitably by subjected to the brokers preferences, or their interpretation of yours. 3. You will not truly understand the nuance and differences between models and features without seeing them for yourself. In my humble opinion, educate yourself, it takes a while. Took me six months to learn enough to feel comfortable with both what I wanted, and what I should pay for it. everyone's, mission, proclivities, desires me demands are different. Yours will manifest as you learn. I started thinking I wanted a mid body, older Mooney to fix up, and ended up with a g1000 long body. absolutely 100% right choice for me, have had four of them, but just as many guys say they would never buy a glass cockpit. Bad choice for them. yours will become evident as you look, fly and learn. if you want to make a smart first purchase, educate yourself, don’t just expect someone else to know what you want. jimmy garrison is a good guy with a deep network and knowledge richard simile and lee Drumheller are two others who have an enormous amount of experience, and large networks as well. im sure there are other good guys out there too, I just haven’t met them lastly, I’d say buy one that flys often, not just a low hour hangar queen my two cents good luck!

I have a set if landing gear pucks that I bought from aircraft spruce and the plane I bought them for never closed. They won’t take them back and I need to selll them. I have enough for the two main gear, which is eight pucks. They are useable on all the gear but three more would be needed for the nose gear. they sell at aircraft spruce for $122.75 plush shipping and tax which would be around $1,060. Im willing to sell them for $800. if interested please email me at schllc@aol.com

Knowing the actual crosswind component in knots is next to impossible while inside the airplane. winds are seldom constant, and seldom directly 90deg. once you are confident and proficient in the airplane you fly, “too much” crosswind is simply a function of being able to be aligned with the runway and stabilized in the approach. my water shed moment was the time I found myself looking at the runway through rear part of the copilot window. That was too much crosswind.