Brandt

You’ll truly understand the meaning of usurious if private equity gets hold of Mooney.

I think mainly because bitching about the weather gets old, and they really need to bitch about something. Probably need more fiber in their diet.

Turbos are usually my friend….

Actually, here is the value of the factory in a picture. 265 kts GS. 194 TAS. 14.9 GPH. CHT ~300 degrees. And I’d like the parts to keep it that way.

Your point?

Fair enough. And I think the feedback will help them better communicate and clarify. This is uncharted territory for them, and I believe they want to be partners with the Mooney community. Some people will never be satisfied, but I think many of us recognize both the business challenge and the need for it to succeed both for them and for us.

No. Nor did I ask for any. I wonder how many people on Mooneyspace have written similar checks to golf or country clubs, private schools or other organizations to purchase access and outcomes without demanding an equity stake. And for the money they are asking for, equity is a ridiculous request. I’m prepaying a parts discount that could be saved back in one actuator purchase and I am helping ensure that the Mooney ownership doesn’t get swept up by a private equity entity that will put the screws to every single Mooney owner. Airplane ownership is either a business tool or an expensive hobby. But it is also an investment. I’v seen planes AOG for many months waiting on parts, rendering them useless. And the value of the investment will crater if the planes can’t fly. The idea that modern Mooneys are going to take to the sky on a wave of owner produced parts if Mooney fails is ridiculous.

I invested today. I believe in putting my money where my mouth is.

I’m sure they will give you an equity position for a $250K or better investment. For $250 a month, maybe not so much….

GeeBee my comments are not aimed at you, but rather some of the overall sentiments expressed. You’re entitled to your opinion. Here’s mine. The value of investing is that your airplane does not become an expensive paperweight. The negativity of some responses to this post smacks of the schoolyard yammering of today’s social media driven pseudo-experts. It’s one thing to ask thoughtful questions. It’s entirely another to attack based on innuendo. LASAR has been in business for a long time and has a solid history. This is not a fly by night private equity proposition. The funding request doesn’t bail anyone out and people have zero information to support that accusation. It capitalizes investment in raw materials, labor and production. And I know firsthand that Jonny Pollack has worked his tail off to find investment and has never taken a dime from the company. Not a dime. Moreover he’s put his own money in to keep the company afloat. None of you can say the same. Not one. But the negativity of today’s internet driven commentary is quick to demonize with zero actual information. All of the management and finance experts commenting on this post should step up and put their money where their mouth is and buy the company. Then dazzle us with your business acumen. But until you’re willing to write a check to back up your ideas, you’re just noise. If Mooney goes bankrupt, it’s as likely as not that some snot nose private equity venture capitalist buys it at a fire sale price out of bankruptcy and squeezes the life out of 7,000 captive airplane owners by doubling or tripling the price of parts. At that point $250 month will seem like a rounding error at annual time. I will happily write a check to give LASAR a fighting chance.

Great co-located event in Branson. Flying, ground instruction and seminars all together. Knock out a BFR, IPC and night currency all at once along with WINGS credit. Great presentations by LASAR, Don Maxwell and Richard Simile among others. If you haven’t done any of these before, you should. And the joint event doubles the impact. https://www.mooneymax.com https://mooneysafety.com/ppp-agenda/

I’m just taking pride in the fact that Cirrus pilots can’t have this argument….

Sounds like a business opportunity for FlyRPM. Just saying…

I assume all temps were equal before the cylinder change? So my first thought would be the probe since that’s easy to swap. Second thing I’d do is borescope to check the cylinder wall condition and the plugs. Not a mechanic. Just spitballing…

Hard to put out an AD on thinking….

Who was the underwriter?

Nope, my fault. Didn’t notice the original subject line. All good.

If you’re asking me, I didn’t say twin mag. I said two mags. Bendix S6RSC- 25P

At overhaul shop $550 labor $336 parts each for two pressurized mags. Couple of weeks.

Might be worth calling Mooney or Don Maxwell and asking what modifications they made for later aircraft. I can use my a/c in taxi and climb. Zero CO.

Mooneypros.com @mike_elliott

This would be a really bad idea. I’m sure many others will weigh in, so I’ll be relatively brief. Fill the crank case with break in oil, start the engine and idle for as short a time as possible, get the airplane in the air at full power, cruise climb over the airport somewhere between five and 8000 feet, and since you’re in congested airspace in Florida, I would do VFR circles over the airport varying between 75 and 100% power until the cylinder head temperatures show a significant drop. I’d say 20-30°. Mine usually take a little over two hours. I know some say it takes them longer. You don’t want to be out of gliding distance of an airport. Change the oil to your usual, cut open the filter and look for metal, and then think about your long flight when you’ve got another 20 hours on the airplane. https://www.aopa.org/news-and-media/all-news/2019/january/pilot/savvy-maintenance-breaking-good

I have about 500 hours on my engine using Camguard. No issues.

Well, it clearly wouldn’t have happened if the Hindenburg had a BRS….