Niko182

Stepping on the tire. I put a couple towels under the rim to makes sure it doesnt bend or scratch.

If thats what you desire, and you can afford it, i'd recommend that route. I started flying a long body mooney with 130 hours total time. Its a steep learning curve however its an amazing aircraft.

If this is your goal, realistically you fighting an uphill battle. Realitically youll spend more than the aircraft is worth making it airworthy again. If you dont want to spend more money than an aircraft is worth, buy a vans aircraft. Build it up and itll be worth more than you payed for.

I feel like this comment is somewhat pointless. While were at it, steven shouldve installed some 29" bushwheels.

Pictures?

If i'd have to go with any of the in ear headsets, i'd probably pick the cq1 headset. Everything the halo was with some improvements.

At this point there doesn't seem to be a very big market for it. I was originally interested when I had the Stec 30, but now with the GFC500, I have no regrets. Seems to be the case for a lot of people. I guess the only big market would be the 2005 to 2006 ovations and those same year bravos. But how many of those total are there?

Yes. I believe it had a higher energy output. Was stated somewhere on beechtalk.

60 to 90 cents adds up pretty quickly. Odd since if its easy to produce, why is it more?

I'd add on to what david stated. That ovation is about as nice as they get. A full glass panel that is substantially better than a legacy g1000. Well timed engine, and the best part is, looking through stevens history on this website, it is very clear to see that he has taken very good care of 45X. you don't need to question whether the maintenance was proper or not or if any work was skipped out on.

For that price this plane is a steal. a usable useful load, FIKI, Fast acclaim prop, $100K+ panel, perfect timed engine (not to high time but also not brand new), and a plane that has actually been flown +30 hours in the last 3 months. They don't come better than this. This will make a very happy owner.

make a flight aware account and every time you look for an aircraft type in the tail number. It's free and it'll show you the flight history for the last 3 months. I will guarantee the ones that are flown regularly and have more than 20 to 25 hours in the last 3 months won't have engine issues to anywhere near the extent of needing a new engine.

I had Mountain High MH4 cannulas. I had it blowing pretty hard. I think fully open after I realized symptoms of hypoxia.

Jay Mason Is great for Mooneys. I'm also in John Wayne and more than happy to go flying if you want to sit right seat and get comfortable with the area. It not an M20E, but its still a Mooney.

Having flown in the exact conditions you're thinking about 2 times so far, my best advise is don't do it. I'm not a very good writer/storyteller but I'll do my best. Starting with the first time, One of my buddies and I decided to go up to BC, Canada, to spend about 2 weeks riding some mountain bikes around Whistler and Vancouver. At this point I had about 215 TT and about 85 hours in the Mooney. Flying from KSNA to KBLI was a non event. Tops of the smoke were around 9k, no issues for us since we were at 11 or 12k. Flew over it and just enjoyed the views. Overall a great trip. However that all went downhill on the return flight. First mistake was getting to the airport late and getting a pretty late start. We were passing Portland just as the sunset, and by the time we passed Eugene it was dark. As we continue on course, over Medford I start to smell smoke. At that point, albeit a little late at this point, I get over it and decide to land at Medford, and try to get home. The next day I tried 2 times to make it over the massive fires and the insane amount of smoke, surrounding Redding and Medford and simply didn't make it. Finally the third time, I took advantage of being able to spend 30 minutes over 12,500, and made it over the smoke. However what I didn't take into account was that the smoke might get higher as we continue south. It did exactly that and we got to enjoy spending about an hour and 15 minutes at 14,500ft with no oxygen and no IFR cert, technically still VFR but 2-3sm of visibility over 300 miles of flight isn't very comfortable for a VFR only pilot, scud running over smoke, at night over the mountains. Finally for the first time in the last hour saw lights on the ground, called it and landed in Sacramento. Getting home from SAC to SNA was a non event. That flight from Medford to Sacramento taught me probably more than anything I had learned from the first 200 hours. That was the first time I had ever been Solo and gotten myself into a situation I really regretted getting myself into. The second time was last year from KBDN to KSNA (Bend Or, to Orange county, Ca). Leaving bend, it wasn't too bad from bend to Tahoe. Started by climbing up to 13.5 and just enjoying the flight. At this point I had an O2 system on board and was instrument rated, so it wasn't an issue. So the flight goes on and as we begin to pass Yosemite, the smoke like last time starts to rise. This time I ended up at 15 thousand feet, stuck above yet again another dense smoke layer all the way from 15thousand to the ground. At least I had oxygen this time, but I was lucky enough to find out on this exact flight that above a gps altitude of 16000ft and a density altitude much higher than that, the cannulas don't really deliver enough O2 and hypoxia kicks in. Let me tell you that it is far from fun to find out you're getting symptoms of hypoxia while stuck above smoke layer at 15 thousand feet while you're already using oxygen. Flying towards the coast helped a lot and the smoke came down to about 10k, but overall still one of the must un-enjoyable flights to date. Definetely not as dangerous as the flight listed above, but still uncomfortable. My 2 cents. If you really want to have an enjoyable time with your parents, buy yourself a ticket for the flying bus and do the same for your parents, and go somewhere that doesn't have smoke. All in you'll still spend less than you would to fly yourself down to Tahoe. Flights are dirt cheap right now, and the discomfort that your parents and you will suffer flying in the tin can, will still be way better than having to sit inside away from the smoke. In nearly all cases I'll take flying myself over taking an airline, but being in the smoke is overall miserable, and flying in it is so much more miserable.

The only difference between my G5 and G3X is the altitude on the G5 shows about 20 ft higher than the G3X

If you fly 1 to 2 people long distance to paved airstrips, the Ovation, bravo, and acclaim are the best XC certified airplanes along with the TTX, 400, amd 350. However there is way more support behind the bo. More parts. The Bo has the TAT available, which is much more sophisticated and more advanced. If you want to fly off airport, the Oleo struts are again way better. Ive taken my ovation off airport, but a bonanza is simply a non event off airport. Then 6 seats. 400lbs gross weight increase, tip tanks, and way more. Then a useful lpad thats actually useable if you have a turbo, tip tanks, o2, ac and TKS. Ovations that have o2, ac, and tks usually dont even have 800 lbs of useful load.

The only people that need the YD are the ones that have flown with a garmin yaw damper before. If you've never flown with one youll be fine, because you don't know what you're missing out on. Just make sure you never fly one with a YD.

Might not make a mojor difference since you realistically don't fly in or near ice id guess, however if youre in IMC on an approach into IMC close to Freezing levels, make sure to avoid using speed brakes. They get stuck in the out position because they freeze. Ive had mine freeze up actually even without visible moisture. Just an FYI.

$3000. 550ish hours in type, 700 total. Instrument and CPL. Hull value at 240k.

G5 AI for the win.

All about speed control. Ive been there before, and it isnt an issue if you touch down at the start of the runway.

Id say its probably about 15 to 20k high. Most people dont understand how much it really costs for upgrades. The engine monitor alone indtalled is 10k give or take. Gtn650, gtr225, gtx345, and audio panel os another 25ish. G5's another 10. It adds up.

I agree. The people that havent flown with it dont know what they are missing out on. And although its movements are on the smaller side, the change it makes in turbulence makes a big difference, especially over time.

For me it just turns off. However the YD annunciation on the G3X blinks red, therefor I added it to my checkflist.