Davidv

It’s funny because I just checked it out and thought the same thing

I apologize if this was covered already in one of the 200 responses, but if I don’t want to put in the Garmin autopilot and preserve my KAP150 (for now) can I put in the G3X and a G5 to drive the autopilot? I was thinking of getting a GTX-345 but now I’m considering the GNX-375 + G3X but don’t want to spend the money for new autopilot.

Agreed, I hated to purchase the cellular version as well but at the additional cost for another source of GPS (without having to worry about my phone feeding a signal and always being charged) it seemed like a no brainer.

I’m not sure about the G3X but I’m with you on the GPS/ADS-B for $8K. I was about to buy the 345 but with my KLN 94 I don’t see the point. While I know a 750 is also very capable (and has comms), I don’t feel like shelling out $20K for it... Side note: like you, I was going to update the KLN 94 via data download but found that I didn’t have the right software update. I called Honeywell and they overnighted me a card for free AND let me keep my future downloads. I realize these may be worthless but I was pretty impressed with their customer service.

Thanks again to you and @mike_elliott, I just ordered it from Amazon and will also try a dimmer screen.

Thanks, Id rather not buy from sportys either but the few chargers I have tried can’t keep the iPad charged while using foreflight. If that one works for you I’ll definately give it a try! Thanks.

My DC cigarette lighter will only charge my iPhone but not my iPad (I also just ordered the new mini). Has anyone with a similar issue tried this: https://www.sportys.com/pilotshop/flight-gear-charging-bundle.html?utm_source=MarketingEmail&utm_medium=email&utm_campaign=A19034A&utm_content=Flight Gear Charging Bundle&trk_msg=G36SD0ER5RMK1EDJ5HDL08OLUS&trk_contact=8GE8LSE157Q0AA9UD39TGM1TL4&trk_sid=OFQ3OSA9E76CI12O4EV7MJFDE0&utm_source=Listrak&utm_medium=Email&utm_term=https%3a%2f%2fwww.sportys.com%2fpilotshop%2fflight-gear-charging-bundle.html%3futm_source%3dMarketingEmail%26utm_medium%3demail%26utm_campaign%3dA19034A%26utm_content%3dFlight+Gear+Charging+Bundle&utm_campaign=A19034A&utm_content=Get+Ready+For+Sun+'N+Fun+Deals!+Starts+Now! any other solutions that work? thanks!

I’m not sure about why it was kicked back but I recently created an LLC to buy my plane and then had the title company handling the sale register the plane with no issues. Although my knowledge is limited, I think this would be more an issue of who fills out the FAA paperwork than the LLC process. In my case it was done by people who do hundreds of registrations per year (and pretty reasonable at $400 split between buyer and seller) so that probably helped.

If you’re anywhere near the center of the state I would recommend Phil Jimenez. He’s been working on Mooneys since 1987 and is pretty well respected. MSCs aren’t bad but it all depends on who you get since the mechanics there span all experience levels and may be working on Cirrus’s one day and Mooney’s the next. Again, not a non-starter but something to keep in mind.

@JJV7109 I was in a similar search for about 4-5 months (although probably at a slightly lower purchase price). I wanted an Ovation but above all else I wanted a plane that I could use to travel long distances. Given the scarcity of the Ovations, I ended up buying a Bravo. Although I’m sure that I’m in store for some higher maintenance costs, I’ve really enjoyed it so far. There’s something to be said for climbing into the low to mid teens at a constant MP without making a lot of other adjustments. Of course this is available in the K’s as well.

I’m not sure about the ovation but my Bravo has the T/O indicator on the rudder trim and I always make sure it’s trimmed to the takeoff position. As others have pointed out, it will affect your taxiing which is why I trim it just after runup as I’m taxing to the hold short line...

+1 for mineral spirits on the belly, it cleans any oil very well.

Just to weigh in on the MSC vs. non-MSC, I took my plane to Phil Jiminez this week to get an oil change and a few other minor things done. When I did the Pre-buy at a MSC a few months ago and took it to another mechanic to get something checked out, they BOTH unscrewed the cowl flaps to remove the lower cowling. Me being a new Bravo owner thought this was perfectly normal. So when Phil is unscrewing the lower cowling I ask him casually if he’s going to unscrew the cowl flaps and he says “why would I do that? You don’t need to touch the cowl flaps to remove the cowling”. We both thought it was pretty funny that the MSC made it part of their SOP to do this. After all, it does add some time to the process ;).

X14 is going to be your lowest fuel price out of the bunch. I’m not sure if it’s too far but I stopped at X06 on Thursday for fuel and paid $3.35 and also very nice people. I’m not sure about space though....

That’s a good point, I was also able to use the footage for my own personal learning. In my comment about “doing things differently” I was only referring to people who we’re knowlingly using the footage to show other people. Again, I think of it as a pure positive if these people are making a conscious effort to be more careful when they know that others will see the footage later.

@Yetti I've haven't experimented much with mounting go pros on the plane except for one time in a rental. However, from all of the Youtube videos I've watched I would imagine that it could make you a safer pilot as long as you do it all prior to pre-flight and then forget about it until after landing. The knowledge that many people could be watching the video (and nit picking as Steingar points out) may cause you to go that extra step as if there were a CFI in the plane with you. Do we all verbally brief the abort plan before every takeoff when flying alone? I try to verbally call out all checklist items and abort procedures as much as possible but would be lying if said I didn't slip every now and then. I have a feeling some of these Youtube pilots force themselves to go the extra mile (even if subliminally) due to the fact that many will be watching the video. On a side note, I'm always listing for an incorrect IFR read back but after watching hundreds of videos it never seems to happen on camera (or make the final edit) .

Agreed, my home airport runway is a little over 3k ft. By the time I get in the air and start a climb at the speed I’m going, there is no way I could put it down on the runway even if I still saw a decent amount of pavement below me. I find this at most airports I fly out of as well.

I generally really like his videos. Everyone makes mistakes and has some bad habits, but he seems to exemplify the kind of professionalism and consistency that others can hope to emulate. For instance, you always see him carefully go through check lists where Bonanza Matt is often talking to the camera throughout the takeoff role. I’m not saying Matt isn’t a good pilot but his cockiness and “perceived” carelessness is the opposite of what Josh puts on his channel.

Maybe there’s something wrong with my plane but it always goes above the red line on takeoff until I dial it back once over 500 ft. Since my gauge is analog and everything else acts/sounds normal, I chalked it up to an imprecise indicator or the redline on the gauge not perfectly calibrated... Let me know if anyone thinks this is more serious than I’ve assumed

Thanks Mike! Yes, I go from 38 to 34 once over 500 ft but sometimes climb at 32 once I pass a few thousand to keep things cool. I’ll try keeping it at 34 and stick with a richer mixture and flatter climb until I can level off and close cowl flaps.

Anyone here with a Bravo to weigh in? I was actually wondering the same thing since I've been using both low and high power settings but want to do what's best for engine.

Just to be clear, I wasn't saying that Cirrus had any higher incident rates in IMC accidents than other GA accidents. I was just making the point that while the parachute can save lives in certain instances, the fatal reports I've read suggest that they don''t prevent VFR flight into IMC, CFIT, or stall spin from low altitudes, which together are responsible for many fatal GA accidents.

Yes, the issue with IMC is how many Cirrus accident reports I’ve read where the pilot only realizes they are in an unrecoverable spiral less than 500 feet off the ground. However, I know very little bit about cirrus’s so I’d be surprised if they didn’t have some huge alarm system to indicate they were in too steep of a bank too low to the ground.

I know, and non-pilots always mention to me how it has a parachute ect... which does nothing to prevent the vast majority of Cirrus accidents (and was only installed because the FAA wouldn’t approve the design otherwise).

My point on the $150K is that there is a specific demographic of people who would want to own an $800K asset (other than a home) and most would have the $150K to spend if they really wanted it (and refused to look at one even 3-4 years old at a significant discount). Would they rather put down less if they could? Of course. I just don't see the initial cash outlay as the limiting factor in selling new Mooneys. Unlike the Bentley where anyone with a drivers license, decent credit, and an income to support it could get a lease, the market for airplane owners is much smaller. Within the smaller market of people who want to buy single engine aircraft, they need to be performance focused, believe that Mooney makes a superior product, and know that they are gong to take a huge depreciation hit in the first 2-3 years buying new. Leasing them the plane would take care of the depreciation concern but not the rest. At the end of the day I'm all for anything that could help them sell more planes. However, Cirrus seams to do just fine selling to the demographic of people who can and want to spend in the upper hundred thousands on a new aircraft. Yes, they have a different customer but it proves that there are hundreds of people per year that will buy a new airplane at around the cost of a Mooney.