Schllc

The problem is what Mark Twain appropriately stated, ”there are lies, damn lies, and statistics”. I don’t know about you guys, but I read accident reports all the time, and the more pertinent factor, which is almost impossible to quantify, categorize or apply to these studies, is the number of deaths attributable to stupidity, hubris, or ignorance. Very few accidents seem to be completely out of the control of the pilot, and fewer of those are random freak accidents. Most appear to be egregious errors, really large poor decisions, series of small decisions, or combinations of the three. Be vigilant, be humble, be smart, train, and adhere to the personal minimums and the judgment you swore you would practice when you got your license, or the first time you took a loved one. This won’t eliminate the chances of dying, but I’d bet my life your odds are better by an order of magnitude.

Another turbo convert!

Is there an autopilot? Any pics?

The 231 located in Dothan Alabama on TAP looks like a good starter, the seller is VERY motivated. It needs everything but is aggressively priced, and he will go down further.

Another turbo convert. Once you have had a turbo, going backwards is really hard.

I seriously looked at this one last year. I also agree that the bravos are the sleeper of the fleet because they are misunderstood. This one shows well, is in good condition for its age, and looks well kept In my opinion, this plane would be a good candidate for someone who plans to own for 500+ hours because they would get their money out of the overhaul. if one were to buy, overhaul and sell under that, you would probably have a difficult time losing a little bit much less break even. ps. I heard a rumor about a new cowling design for the bravo which would be interesting to see how much it would clean up the aerodynamics.

Does your c have jbar or electric gear?

ok, here is the question we are all thinking!! How much!?

While I have no bravo time, I have a large amount of ovation and acclaim time. To say that they are basically the same plane below 10,000’ just is not accurate. They can be flown at near identical numbers if the acclaim is babied, and the 310hp ovation will absolutely outclimb the acclaim maybe to 2000’, but they are even at that point with the acclaim steadily pulling away. I also disagree that a turbo is useless below 12k. At 12k the ovation may squeak out 21” while the acclaim can produce 33”, or 30.5 at max cruise. This means better climb, and more speed. The acclaim can also be flown almost identical to an ovations fuel numbers, only burning slightly more at LOP or ROP, but having much more speed and climb available at any moment. The turbo is not necessary of course, but aviation is all about trade offs, and once you become accustomed to a turbo, you have a very hard time going back. Lastly, I have not found the maintenance to be a great deal more in the three that I have owned, and aside from more frequent oil changes, is well worth the expense. I know the bravo is not as fast as the acclaim, but would think it’s more like the acclaim than not. If speed is irrelevant, you ever won’t go anywhere near weather, and don’t live near mountains, you may never wish you had a turbo, but no matter what your mission, if you flew one for 100 hours and had to go back to NA, chances are you would be disappointed. Point being, a turbo provides options and advantages unavailable to a NA plane and anytime the airframes are the same and a turbo is the distinguishing difference, the turbo will outperform the NA in nearly every aspect. Almost all the people I have spoken to about turbos who rag on them have never owned one, and just gave second hand anecdotal hangar talk. Talk to someone who owns and knows how to fly a turbo, and you will hear the straight dope. They almost all love them!

That was an excellent synopsis of the process to check the rigging. as soon as mine is out of the paint shop I’m going to do the test. I have a great mechanic, but I would think that something like this would be best suited for someone who really understands these challenges, and let’s face it, most shops are not going to really spend the time it takes to fiddle with something as sensitive and nuanced as this. im not even sure the plane needs it, it’s just hard to believe that things a true and straight after 13 years of flying and service... that being said, I’m pretty green and somewhat ocd, and like to know that there is nothing wanting on my baby.

Im not sure if this question is phrased correctly, but my question is regard to all the (adjustable) items that affect drag and aerodynamics. As a plane lives it gets its dings, adjustments, paint, replacement parts etc. I have never seen any of my planes have a comprehensive check of all of these things; control surfaces, gear doors, door, baggage door, cowling etc. Not even sure what to request or who to go to. I know any A&P "can" do this, but I would prefer someone who takes their time and understands the purpose. I don't just want a lazy look at them and a log entry. Perhaps it isn't even worth the effort, the reason I am asking is that of the five longbody mooney's that I have owned with continentals, all of them have had different cruise, and max speeds. I would think this has to be, at least in part, the efficiency of how they are rigged?

Ive seen two g1000 bravos with ac, came very close to buying. it also had FIKI and the UL was 860 or so which I thought was pretty good for the equipment. That being said I realize it had a narrow appeal, for for a solo flyer or small couple, that is a very capable and comfortable airplane. I think the acclaim with the same equipment would be well under 800.

“The is an unique Mooney M20K with amazing performance. Was an upgraded Rocket” is it no longer a rocket?

40-50k will evaporate in weeks with attorneys involved. Not to mention the anxiety and stress and hassle. I’d give the shop an opportunity to fix the way I want and if they declined I’d probably just grit my teeth and go another route. Maybe after its done send the bill and see if they pony up something. Even if, big if, you prevail, you wont likely get attorneys fees, and will never recover the time and stress. it sucks, they were wrong, your being punished but such is life. I have been in this position more than once, fortunately not in the aviation world but its the same thing, don’t let emotion get in the way of good sense. You are right, winning will likely come at a cost that isn’t worth it. This sucks but I would have a local shop you trust do an IRAN and move on.

Varre phips and heaven will be on your route, it will get you through the corridor they want you to go. even if you file otherwise and get a clearance, they will amend it and send you there. Ideal is at least 8k

Anyone know what this mod costs, or if it’s even really available today? trying not to get into a debate about why this shouldn’t be done, just want to know what it costs to do if possible.

There may be a few nicer c’s out there, but not by much. https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20C+MARK+21&listing_id=2390383&s-type=aircraft

I don’t believe that’s correct. Left is left in relation to controls. tanks are labels this way too. Why would it be a left tank and a right tire?

I would think it’s mostly a function of familiarity and proficiency. if I had been sitting behind a six back for 20 years and a glass panel for a month or two, and was forced into an emergency or even high workload situation, I would probably be a lot more comfortable with a six pack. I trained for my ppl with a six pack, no AP and no gps, in about 10 different planes and five different makes/models. A few weeks before my ppl checkride with a scant 48 hours, I bought my first Mooney, a g1000 ovation. 95% of my hours today are with a g1000, (about 85% of those in mooneys) I am definitely more comfortable with glass, and while I feel it provides more situational awareness, with less effort, I cannot say it is “better”, merely better for me. to each their own. I’ve read a lot of folks bashing the g1000, but have yet to meet one with 50+ hours behind one that has anything bad to say. it really is a marvelous piece of equipment, even with its warts.

Best thing to do is get in touch with the public side of the airport management, and ask them to let you know about sublets. Also, troll the pilots lounge and or the pilot shop at the airport you’d like to find a hangar. most of the airports in south florida have lots of seasonal residents and their hangars are open at least half the year, some are between planes for years and sublet so they don’t lose the hangar. im on the west coast of south florida, and we have the same problem, I found a temporary hangar almost immediately. while the hangar wait list ticked away for two years I bounced around, hangar, shade hangar, tie down... more inside than not for the majority of time. its imperfect, but beats the alternative of it being on the ramp. Being outside is hard on a plane, I walk by the tie downs a lot and all of those planes look pretty tired...

Lol, and density altitude?

Humidity?

Flight aware will track every flight of a plane that has adsb. If it’s filed, it will usually have a “filed” speed, and would show a route in the form of a white dashed line. if it’s a car flight it just shows a track. This is of course, assumes the planes owner hasn’t blocked the tail number. this flight looks like the pilot filed.

I’d go most anywhere within 250 miles of south florida. most things seem to be available around this neck of the woods.

Have him fly in both back to back. if he is a pilot there will be little selling required.