Niko182

I believe the new g500s are 4k screen and from what i heard, it makes the gtn750 look bad. Also, hopefully the gfc600 will literally be an "STCable" version of the gfc700. I hope it gets an stc for some of the long body mooneys.

just out of curiosity but why sell the eagle and get an ovation GX. with a difference in price of about 80 to 100 amu, you could put a decent g500 txi with eis, a gtn 750, have some nice paint, and a nice interior, with the added benefit of a useful load that the ovation will never even touch.

Got these results today 2300 RPM, WOT 100 ROP, 10000 FT, 14.3 GPH, 177 KTAS (OAT of 17 degrees C) 2300 RPM, 22 in, 100 ROP, 8000 FT, 14.8 GPH, 176 KTAS (OAT of 21 degrees C) at 15.2 GPH ill usually hit 181 to 182 Knots. I run the limited 244hp engine with the shitty prop.

Whats running the AH on foreflight. Is the artificial horizon being run by stratus 2s r by something else?

I remember when I first joined this forum, I was arguing with @gsengle about how my plan was to go with a g1000 ovation. Glad he knocked some sense into my dumbass. would not want to have an none WAAS g1000 equipped aircraft at this time. It's a pity to think that just after 14 years of the service towards it, Garmin is already starting to leave the original g1000 behind.

If I ever want to upgrade the STEC 30 on my aircraft, The GFC500 wouldn't have enough new features for me to consider an upgrade. The GFC600 on the other hand is supposedly a fantastic autopilot as it seems the mission of that autopilot was to sell a GFC700 that is STC'able in older aircrafts.

Do you think you could you make it required that they have to put a useful load. Its criminal not to put a useful load for an aircraft. I was always confused why people never put it up (obviously because the useful load was shit, but in the end the useful load is gonna come out anyway.)

just blow into the tank really hard.

if youre completely leaned out while the boost pump is on, no fuel is going to the engine. My guess, thats your problem. the way you're starting it, is exactly the same way than if you just started it without boost pump. My start procedure for a cessna that had the same engine as your J: Mixture Full rich boost pump for at least 5 seconds. Mixture Lean Throttle in 1/8 - 1/4 of an inch Start engine once it catches, mixture full rich. started like a charm everytime.

Also DHC is a type of aircraft created by de havilland. not a brand

itll take a while but i have no doubt this will grow. Barnstormers is great for find cubs and all but its such a pain in the ass to navigate through the site. Can't wait to see this site blow up.

my guess for the reason they're looking for a third member is to decrease the $70,000 load coming up in the next couple of months. youll pay 50 grand for your buy in and right after that at least another 25K just for maintenance in the next couple months. as @LANCECASPER stated, it seems like they are trying to own a bravo affordably, meaning cuting corners to save a few dimes, speaking relatively to the value of the aircraft. Not saying the engine needs an overhaul as it might still be running great but 2125 is pretty high, and it might not be runnout, but the way the owners have been maintaining the aircraft, they probably want a partner just to take part of the load off the overhaul price. Obviously this is my opinion. I could however be completely wrong.

I wouldn't mind being added if possible. just send me a PM. Nik

The jpi still going up for sale?

I love the lower waist supports. what did the yokes and seats cost you?

Its not the same model, but in the Eagle ive been learning to fly, I found that 70 to 75 knots depending on weight works well. 80 knots in most mooney's will cause you to float at least 500 feet. the plane does't stop flying until you hear the stall horn go off. 80 knots is just more time for the plane to slow down, which on shorter strips is not a good thing. As of now i can get my eagle stopped at the 2000ft marker. My first approach ever, (which was terrible) consisted of me doing 90 over the numbers. I floated nearly all 4000Ft of the runway and consisted of me doing a go around. I have been only flying 52q for 3 weeks so I could be completely wrong, but this is what i've gotten out of it.

Worst thing about a laser is that when people shine it at you, its good to look away. However, most pilots don't know immediately what it is so they look directly at it. On my First Night cross country, I got hit with a laser. Definitely not a fun experience. I cancelled the flight and went back home. Some people are just idiots.

pm me when the 830 comes up for sale please. Nik

pretty painful to look at considering thats a brand new 2014 g36 and a new king air. found these pictures online. looks like it happened 5 or 6 days ago.

out of curiosity how much did this install set you back? if you don't want to answer its fine. Just wondering.

In your case isnt it, "once you go turbine"?

Why not just stick with the plane you have. If you want a new plane, thats completely up to you, but ovations are very powerful aircraft. When i was flying my eagle from kenosha to California I just flew around some of the higher peaks around the rockies at 12,500ft. Even at that altitude I was still getting 7 to 800ft per minute. A couple people here that have ovation and eagles regularly fly them at 15 to 17000ft. I'd take a wild guess and say that if you want a turbo, youd stick with the mooney brand so that gives you the option of M20k, M20M, M20TN, or M20V. Now that youve had the 310 horses of the ovation and the long body, for me at least going back to a mid body would be quite hard. That leaves the Bravo and Acclaim. Is it really worth it for you to sell an aircraft that you know the ins and outs of, how it runs, and its maintenance history, that can still fly at 17000ft pretty good. Personally I'd stick with the ovation, but people have there reasons, so if you want a turbo get a turbo.

The N cylinders were place on the O3 but it seems on the M20U they went back to the G cylinders. Id guess too many people were burning them up.

I believe what I've heard from @M20Doc was that cirrus aircraft just seem to have quite a few issues with the engine. I don't know if he was only referring to the sr22, or both the 20 and 22, but if i remember correctly, he stated that cirrus seems to have quite a few more issues with the engines than mooney does. (this is from memory. I might be completely wrong. I wouldn't know because I wouldn't buy a cirrus.)