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About ZuluZulu

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  • Birthday 10/18/1985

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  1. This thread is talking about the dual magneto replacement, which still doesn't appear on their website. From their FAQ: CERTIFIED AIRCRAFT: We have begun looking at engineering projects that will develop into replacement kits for certified aircraft using the Bendix Dual Magneto (D2000 & D3000 series). We will keep the website posted with progress reports as these projects develop. Unfortunately, our dual magneto solutions are limited to experimental aircraft at the moment. Sounds like it still hasn't made it to market. Anyone heard anything more?
  2. Figured I'd bump this two-year-old thread to see if anyone has heard anything more. Did this product ever make it to market?
  3. Wait, so Tensi is NOT ready to sell me my dream MSE with "everything I'm looking for"? Damn it...
  4. You know, I really did enjoy Hell or High Water...
  5. I was quoted $1000/mo just for a community hangar in SoCal. I'm taking this post as a personal attack.
  6. Same here -- and it didn't! G600's in J's are incredibly rare. I think I've seen two.
  7. Just one shopper's opinion: Engine considerations: Overhaul cost: airpowerinc.com is the resource I use for estimating the price of engines (installation sold separately). The O-360 Mooney applications are about $25,000 for an overhaul, roughly 4-5 thousand more for factory rebuilt, and quite a bit more than that for factory new. The IO-360-A1A is about $30,000 overhauled, with similar escalations in price for rebuild and new. Runout or lower time: you might get different opinions. Some prefer runouts because they get more control over which engine is chosen, which shop does the work, and how it is operated from break-in, having been there for each and every hour put on it from the beginning. It's also a good opportunity for engine upgrades via STC (turning to brand P for an example: Piper Warriors, previously available with a maximum of 160 HP, can now be retrofitted with the Archer's 180 HP, making any runout Warrior a great candidate for an upgrade). Others want to avoid the big lump expense of major engine work so they prioritize lower time options. You pay more for that upfront, of course. You'll have to decide where you fall on this spectrum. Maybe you'd find a mid-time engine "just right." Recency of overhaul: Opinions differ, but I think a 360-series Lycoming should fly for an average of at least one hour every week (52 hours/year) for basic upkeep. That is my rule of thumb at the minimum end. I've been told by Lycoming that an IO-360 engine can sit for 60 days without flying, at which point it needs to be flown for an hour to reset the clock, or be inspected if the 60 days elapses. That doesn't sound like a good long-term strategy, though -- it's more geared toward temporary periods of inactivity. I would be suspicious of a low-time engine (<500 hours) with a 10-year-old overhaul. I would run, not walk, away from a low-time engine overhauled 20 years ago. Avionics Considerations The best advice here, which was given to me, will probably be to buy as much plane as you can afford: the plane with as many of the upgrades you want already installed. Rough example, but a plane with a GTN 750 might cost about $10,000 more to purchase, but that same GTN 750 could easily cost $20,000+ to install in the plane you thought was $10,000 cheaper. You could have had what you wanted for $10,000 less! Labor is a significant cost in adding avionics, and that cost cannot be recouped at selling time. Better to let the last owner cover that cost instead of you. The only way to do that is to buy the plane that's already been upgraded, and add what it's missing, instead of doing a massive and expensive project all at once. Of course, there is a downside to this too: you're stuck with someone else's choices on selection of hardware, placement in the panel, and the like. If you're a control freak, it will cost you. But you'll end up with exactly what you want. Can't speak to those specific scenarios but some shops will give you free estimates to help you in your planning. Just be respectful of their time and don't abuse the privilege. And finally, make sure you set enough money aside for a surprise $10,000 bill that could arrive at any time.
  8. The one with G600 mentioned above? It's under contract.
  9. If I needed to carry more I'd probably be looking for one of the models you mentioned or a Bonanza.
  10. I'm looking for a nice mid-90s MSE to start building my dream plane. The closer it already is to what I want, the better. Ideally would like to spend a maximum of $160,000 (a price that assumes a lot of items listed below are already present). Might increase for a well-equipped Allegro. Otherwise, as long as the basic building blocks are there, and the price is appropriate for making future upgrades, I might be very interested in your MSE if you've decided it's time to sell. Must-haves: No corrosion WAAS GPS Flies regularly (and verifiable) ADS-B No long list of deferred maintenance Healthy engine (see comments on SMOH figures below) US registered (N000XX) Nice-to-haves: GTN 750 (++++) [with GMA 35c and GTX 345R (+++++)] GFC 500 (+++++) A3B6 (+++) Glass panel PFD/MFD (strongly prefer Garmin), or dual G5s, and extra points for G500/G600 with TXi upgradeability (++) Bladders, recent tank reseal by reputable shop, or reseal still under warranty (++) Monroy tanks (++) WX-500 (++) Autopilot (intend to install a GFC 500 immediately, so hopefully the current one is working and can get me home) (++) ~ 500+ hours on the engine (or less if recent overhaul and flying regularly for at least two years) (++) Primary color-screen engine monitor (or at least a JPI EDM-700 or better) (++) SiriusXM datalink with audio (++) GTX 345 (++) Speed brakes (electric only) (+) Panel power USB (+) LED lights (+) Travel cover (+) Remote DME (+) OEM McCauley 2-blade or 2-blade Top Prop (+) (3-blade is OK but prefer Hartzell over MT) Friendly owner who will take my calls if I have questions! Don't-worry-abouts: Original paint, as long as there's no corrosion (this lets me go with my dream scheme) Original interior, as long as things aren't broken (plans for this too) Mid- or high-time engine (the more boxes it checks off from the first two lists, the higher time it can have) KAP 150 instead of KFC 150 (putting in GFC 500 anyway) Century AP (see: GFC 500) Older Silver Crown avionics and radios (can replace) You want to keep your personalized N-number (I have one reserved) You want to keep the portable GPS mounted on the yoke or panel (please do) Doesn't have Bose ports (I like my dual-plug Lightspeeds just fine) Might consider: Non-MSE 1989/1990 model year, but only if well-equipped and eligible for gross weight increase STC If this sounds like your plane and especially if you like to do business in an honest, reasonable, responsive, and friendly manner as much as I do, then please get in touch via PM!
  11. They will provide you with two lists once they're done: airworthiness items, and recommended items. Both will have quotes for parts and labor. They appeared very thorough to me. Edited to add: I was quoted 10 hours of labor, but I assume every plane will be a little different.
  12. I haven’t dealt with him personally, but Jeff Lustick seems pretty active on both the buyer’s and seller’s sides. If you look at his website you will find multiple Mooneys listed as “PURCHASED,” meaning he represented the buyer. http://tomahawkaero.com/aircraft-sold-by-tomahawk/