Niko182

Well I doubt id need an STC or a field approval since the parts exist in the parts catalog. The trim was an option from the factory. So i'd guess just installing it would be legal as long as the parts can be installed. Its just a matter of what parts are needed and how much they are.

Anyone here ever figure out how much it would cost to add it?

I can do it. 1200 hours in a M20S/R model.

The conclusion I’ve come to is that about 99% of people can fly a plane at 10 or 12 thousand feet without oxygen, and have no issues. However, I feel significantly better after 3 to 4 hours of flying at 10 to 12 ft using oxygen even periodically, so I elect to use O2. That doesn’t mean having it on the entire time but just using it every 45 minutes for 10 or 15 minutes. Obviously at 19,000ft that’s a different story and it’s worn the entire time, however I land significantly less fatigued and exhausted, and actually have energy to do things even after a day of 9 to 10 hours of flying. a cheap O2 setup can be found used for 300 to 500 bucks and will improve those long travel days significantly. There is also the option to go up high, and avoid icing, turbulence, weather, and catch some pretty nice tailwinds. Just understand the downside is you can dig yourself deeper into a bad situation too. I guess all I’m saying is just because you can fly without oxygen at those altitudes doesn’t mean you need to. For an hour flight at 12,500, who really cares. If it’s 3 or 4 hours, the difference is pretty noticeable.

This was a couple days ago. Usually I really enjoy 14 to 17 thousand feet, but there was a sigmet for severe turbulence up to 18,000 and I didn’t really want to deal with that. Ovations handle just fine in the flight levels. I had no trouble getting to 23000ft myself and could’ve easily climbed higher if needed.

Cedar Key. KCDK. I absolutely love it there. rent a golf cart and hang out.

I live in Denver, but gladly fly the 4 hours each direction to go to Brian Kendricks in San Marcus. Did it when I lived in orange county too. There is no one better than him for the modern Mooneys. Probably for the older ones too, but he does phenomenal work on my Mooney. He used to run the Mooney factory when Mooney still in the mid to late 2000s so he knows them like the back of his hand. I know its not close, but in my experience, its worth the flight there and back.

I have 2 spare voltage regulators for the R/S models because I've lost 2 voltage regulators in flight. I literally just sold 1 because a fellow mooneyspacer had his lost in shipping so I sold one but I'd recommend having a spare one if you can.

as someone who bought an airplane to fly below 10k and now lives near mountains, I would go with a turbo. I love the My NA mooney, but I find myself flying it in the mid teens constantly and wish I could have a turbo. If you live near mountains, I'd go with the ray jay.

I currently live in denver. I fly out of platte valley slightly up north but in your case would probably use APA or BJC. biggest factor on that would be where you plan on staying. Traffic during rush hour is pretty nasty coming up from APA, so I think when and where you plan on going plays a pretty big factor. You can also fly into DIA. when I flew into KDEN, it was cheaper than I expected.

I guess that would mean the VNE, true airspeed wise for an acclaim should be around 300 KTAS and a 252 should be around 310 KTAS at 25000ft and 28000ft.

VNE on the RV10 is 200 KTAS. Not like the Mooneys that have a KIAS VNE speed. TIO540 would probably overspeed it at 15000ft or above.

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I might have one in the boxes in my garage. Let me see if I can find it

Although I have stood behind Mooneys being able to handle grass, I would deter anyone from taxiing one on wet grass. With the possibility of a fair amount of rain this weekend, I would probably even be pretty cautious taking a 172 or a bonanza on wet grass. As stated, I love landing on grass strips, but wet mushy grass is a different story.