PeterRus

Or replace the shock discs more often (like every 20 years, not every 45 years).

If memory serves, Mooney was up for sale a few (2-ish?) years ago for $15mm. No takers, apparently. Rumor has it the prod certificates for airplanes (or whatever they are called) are nice, but useless: too much manual labour in the cage, and no CAPS alternative yet. The trainer (M10T) isn't there. So, most money are in the support of diminishing fleet of C/J and maybe O/A Mooneys. I have no idea what the salvage value of the company is, but maybe around $5mm if that? Add to that operational capital for a year or so... I don't envy Lasar, and I appreciate their struggle.

No connection other than I bought my J from IndyAirSales unseen -- generally very pleasing transaction. I noticed their (IndyAirSales) prices are more reasonable than the two well-known marketplaces. Don't know much about the Bonanzas, but I would take a hard look at that Bonanza. Keep in mind the plane is faster, but also a 6-cylinder: need high-perf endorsement and more money for gas (although some would argue that faster speeds would offset the higher GPH). Good luck. PS: the V-tail looks better than the forward tail. PPS: Diamonds are better than Cessnas.

There you go: https://indyairsales.com/current-inventory/aircraft/beechcraft-beech-bonanza-g35-exceptional-low-time-mattituck-overhaul-garmin-equipped/

I don't think the ball is gonna roll for $150k...

Mooney Part 914004-000 Click #1 -- LASAR is $270: https://lasar.com/hardware-bolts/machined-bolt-nose-gear-914004-000 Click #2 -- non-LASAR: $18: https://www.altairaircraft.com/products/914004-000-mooney-texas-several-machined-bolt-nose-gear-price-per-each Not available, but nevertheless I'd like to meet the person who slaps a $300 price tag on a bolt.. Sad, very sad.

Quite often the clevis bolt that secures the collar over the shock discs needs replacing. That is a $300 “Mooney” part if you use the “Mooney” part but a standard AN clevis bolt will do fine. Those are more in the $30 range, and you can’t get that part out of Mooney right now any way This is from a mechanic -- could anyone comment on the clevis bolt being proper "mooney" vs "non-mooney"?

In a Diamond DA20 during PPL training power idle was on downwind at the numbers with first flaps...

Are you on the standard glide slope? (according to VASI/PAPI/ILS)

What's your power with full flaps in a J?

That's a very interesting take, for sure...

You would earn some brownie points if you did. Consider it, please.

That brings up another question... The clean stall speed is 63 knots for 2900 lbs (LSA pilot cannot fly) and 59 knots or slower with weight 2740 lbs or less..

The LSA is an aircraft category for airworthiness certification. All Moooneys were certified in the normal a/c category. However if a pilot holds a sport certification, s/he can fly (some? all?) Mooneys.

I am not sure I explain it properly: the new MOSAIS rule for LSA will classify many a/c (if not most) as LSA. Many, if not all Moonies (A through V) are/will be LSA aircraft. Hence, a PPL can now fly aircraft with 200+ hp engine w/o high-perf endorsement.