Schllc

I guess it would have a lot to do with how much someone sweats, or how much someone’s sweat smells.. I don’t sweat much and my sweat doesn’t really have an odor but in leather, even a little sweat just stays wet. With sheepskin it evaporates as you sweat so when you get out you’re dry. Also, they are very easy to remove and replace. So every six months or so, I take them out, bring them home, and put them in the washer and dryer. ps, if you are sweating, you are sweating in the seat cover OR the seat.... you can’t wash the seat cushion...

I never thought the sheepskin was attractive, and it just seemed like it would be hot and get soggy with sweat. I didn’t actually realize I liked them until I flew with them for a few months, then took them off. I missed them so much I put them back in and ordered some for my truck. they really do make the cold warmer and the hot cooler. I will have them in anything I fly now. they make any seat, more comfortable to me. to each their own.

Sounds and looks like it’s a frankinmooney. ive see the photos, and caught snippets of its story, was it a haphazard attempt to compete for a military contract or was this a earnest r&d result? what’s its story?

Has anyone installed this in a Mooney or any plane with a g1000? or a garmin keyboard? we get rerouted several times nearly ever flight on my mission. Doesn’t matter if I take suggested routes, or stick to airways. I’ve flown with flight stream on an nxi and it’s awesome to be able to type into the phone and transfer. Especially with airways and arrival procedures. I can’t really find any difinitive answer online.

Lol, no I mean every single one! not really possible but I can try, just like eating an elephant...

I told Richard my bucket list is to fly the entire fleet of long bodies. I’d own them all too if I could!

I did really like the orange in the pictures, but the previous owner had some paint work done on the cowling and it didn’t match very well, plus the logo on the tail wasn’t vinyl. Lastly, while orange is my favorite color, the color looked better in pictures. In real life it was more neon orange, which I didn’t care for. Okeechobee painting did the work. I am happy with what I got for what I paid, and while I would not hesitate to say it was a good value, the work is not top tier. I would say it’s average to slightly above. However, they did everything on my punch list immediately, provided me with some touch up paint, and finished on time. The other quotes were substantially higher, and more importantly, 7-12 months out so I am extremely satisfied.

The orange is no mo

Going east is always fun!!

If you’re went to call and discuss what to look for and avoid I’m happy to share what I’ve learned as well. It’s a very steep learning curve... jimmy mullens, Joel stout, and Ken bacon are the guys who have probably seen and or worked on nearly every single one in the fleet. Jim christy is the top of the heap for sure, but those guys are way out on scheduling and pretty expensive. I don’t mean that pejoratively either, when they work on your plane it adds to the pedigree, but it comes with a deserved premium. And the parts I am referring to are sometimes oddball parts like AC, or alternators, but can be critical airworthy parts that you have to find salvage or wait until a production run. In other words...$$$$ last little peccadilloe, is the autopilot. the only digital autopilot certified is the king 225 and its 60k. they are supposedly on the list for stec 3100 and the gfc600 but no timeline for that..

It’s an LB engine and it has an intercooler, I reviewed the logs and it’s interesting, given the turn this thread had taken, that it made it this far on the original engine and cylinders. The paint isn’t as bad as the pics, the interior is tired but serviceable, but the avionics are antiquated. I agree it’s overpriced, but the owner understands he is going to have to adjust. I wouldn’t pay more than $35k

For $26 you can get a roll of static cling tint that is enough to cover every window in the plane. I cut a few pieces 12x18 and move them around to follow the sun, or fold up in a side pocket when not needed. much less bulky, easy to see through and works great. I even applied like regular tint to the rear windows, which is legal because it can easily be peeled off at any point.

They fly like a Mooney for about 10x the cost. They are quiet comfortable, and beautiful airplanes. Parts can be difficult to come by, annuals for the 600a can be as cheap as 8k and for the 700 as much as 40k. They are highly complex airplanes which should be maintained by people who know them. I’ve flown a few and it is 1000% a pilots airplane, flys beautifully on one engine, and has very few bad characteristics. Nose wheel steering is odd to get used to, as is the takeoff roll which is unique, but after that, pure pleasure. Just the one really bad one that most twins share, lose an engine during takeoff and you have a very short window to do everything correct, Aerostar more so than most. I absolutely love them, and have looked at probably between 50 and 75 in person and double that for logbook reviews and window shopping. If I could afford one, I would get a straight 601p. Hands down the best all around model. Not the fastest, doesn’t have the highest UL, but is a reliable workhorse, that is the easiest and cheapest to maintain of the pressurized models. Second choice would be the 601B. Not pressurized but turbo normalized, and high UL.

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.