bigmo

My wife’s a professor at USU so I keep in touch with their programs / I think they’re adding a fixed wing program at the main campus and will be flying out of Brigham. STELLAR program, with outstanding people. If 141 is a consideration, USU is hard to beat. I’m a CFII but don’t really teach much (mainly do flight reviews and IPCs), because it conflicts with my work too much. There are a few great independent CFI’s that are all around SLC if you need some connections. I also know of a fabulous AME that really supports GA. PM me if you’d like any contacts.

Own a 1970 F - so a lot will apply. Literally everything else can be price adjusted out sans corrosion. It’s not a huge deal to pull the seats, and enough interior panels to look at the tubular structure, West I learned during my Mooney buying process is that there are some gems out there that look a little more like a gremlin (aesthetically speaking), and some monsters that look like gems. I had a pretty high bar on my wants & needs and did get them all (but paid for them). One of my non negotiables was no damage history. It’s getting harder and harder to find a Mooney that’s not slid down the runway on its belly. If it’s missing something you really want or need, be realistic with the time and $ that’ll cost. Ie bad paint will be $25k+. A new autopilot, also $25k. A new navigator, at least $10k. It’s not just the $ but the time the plane will be down. Good luck

Potentially cost. I have built in O2 in my N/A F, but use my portable setup exclusively as it’s borderline free to refill (refills are $4 for my portable vs $75 for the FBO to refill my a/c tank). Probably more of a modern times problem where FBOs don’t really want to deal with GA. I almost always cruise 9k-13k and always use my nose plug in cruise. My wife even commented on how much better she feels after a 3-5 hour flight.

F owner and recent buyer, so I saw quite a bit of a/c before finding my plane (through Jimmy). An autopilot was a must for me - it’s a personal thing for me but I won’t fly in IMC without an autopilot. You’ll see ranges from 80k-130k with the usual big factors (avionics, engine, prop, interior, paint). I had a list of musts: autopilot, midtime or better engine, WAAS navigator, paint that’s decent, and an interior that didn’t make my wife grimace. I paid $110k and got all my needs and wants. Ive since done some minor avionics upgrades, and new interior. I wouldn’t sell for under $125k as I couldn’t replace it for that. If autopilot is not a need/want, you can find a lot for $15-20k less. I did consider a few with no a/p, but the install quotes were pretty high. Similarly, I avoided a/c that were desperate for paint as that’s realistically $25k plus a lot of down time. I wanted/needed a no compromises plane that I could fly and not wait on additions and upgrades. For me, I have a bit of a poor man’s J - and it fits my mission perfectly.

I think you’re spot on. They probably work long after you go unconscious. The cigarette version is loud enough to stir the dead.

Not to take the thread away from cold weather ops, but there’s a thread here on cigarette USB adapters with CO warning built in. It has an audible alarm you can hear with the engine at cruise and seems to read very accurately. Ive used the stick ons for years, but added this as a secondary immediate warning. A really great low cost option.

Check your right knob / it should pull out and that adjusts the intercom volume of the rear passengers (if I recall right). My daughter messed mine up once trying to get music to her headset and I found that by accident.

What intercom? Not to sound rude, but have you broke out the manual to make sure you had the rear pax on?

I don’t block any part of the oil cooler for winter ops. I do hangar and preheat (oil sump pad heater). In flight, no issues maintaining normal oil temps. My heat works great in the front seats. I wound up blending a little cold air in to not cook my knee even at -30. But the back seats get COLD. My wife left a water bottle in the back that froze solid even though the front was warm. I do have a 12v blanket we use for rear seat passengers. The only thing they complain about is their toes getting cold. My plane has been babied on the ground - Ive not yet had any really cold ramp nights, so no help there. The two instances where temps dropped, the FBO elected to pull it in the hangar for me while I was transient.

My seats are done (including the headrests). Spy shot of the 4 matching newly wrapped headrests being installed tomorrow. Merry Christmas to me!

My mechanic specializes on Mooneys and owns a pre-J himself. He does mobile prebuys within a few hundred miles and may be available. If interested, shoot me a PM and I can send you his contact info.

Second @Marc_B - AMS in Montana. Maybe I'm mentally blocking it out, but I recall it was only $1200 even with shipping. That wasn't too long ago either. I know it wasn't anywhere near $3K.

I'm assuming you're asking as someone taking an IPC and not giving one? Just making sure. I follow the ACS to the T. All the tasks for an IPC are clearly articulated in the ACS. For ease of reference, those are: III. B. Holding Procedures IV. B. Recovery from Unusual Flight Attitudes V. A. Intercepting and Tracking Navigational Systems and Arcs VI. A. Nonprecision Approach VI. B. Precision Approach VI. C. Missed Approach VI. D. Circling Approach VI. E. Landing from an Instrument Approach VII. B. One Engine Inoperative (Simulated) during Straight-and-Level Flight and Turns (ME Only) VII. C. Instrument Approach and Landing with an Inoperative Engine (Simulated) (ME Only) VII. D. Approach with Loss of Primary Flight Instrument Indicators VIII.A. Postflight – Checking Instruments and Equipment How the instructor has the learner perform the tasks is up to each instructor. To me, this is a skills validation, not a game of gotcha. I'm not there to prove that the pilot shouldn't be in the plane - and that's where some of these silly things I've heard about come from. I've read stories about guys pulling breakers on the DL etc - and that's just dangerous to me. As far as use of autopilot, I generally have the pilot keep autopilot on about 60-70% of the time if they prefer. It's just another tool that needs to be used effectively. I will have them demonstrate one hand flown approach, and I'll generally have them fly a missed by hand. As far as failing equipment, the ACS is pretty clear. My most common task is a simulated vac system failure (which is a very realistic scenario). If the a/c is glass, I'll find a suitable way to simulate a comparable scenario. One of the most frequent questions I get is how long? There's no minimum time set by the FAA, but I generally spend two hours on the ground and two in the air. The air is rarely done in less than two and can go a bit longer depending on airspace, approaches, etc.. If I get people instructor shopping wanting a one hour signoff, I'll politely pass.

Bill, I do this for a living, but in a very niche market and don't really know the commercial competitors very well. I'd start by reaching out to the FAA's AIS office as they'll definitely manage the process and should be able to provide a list of vendors with current LOAs. I wouldn't expect a response before Christmas, but they're generally easy to work with: https://www.faa.gov/air_traffic/flight_info/aeronav/aero_data/Aeronautical_Inquiries/ This is a total WAG based on what I know goes into the process, but building a single RNAV with one minima and coding it is probably $20-25K worth of labor (assuming there's northing too odd about your location). You'll have survey costs on top of that as well ($10k ish???). It won't be cheap or fast, but it's definitely possible. If there are adequate nearby NAVAIDS and depending on your airspace above the airpark, you could probably develop some DIY solutions that offer a safe option with mins that would satisfy most pilots (assuming it's uncontrolled airspace). Don't forget you'll have a forever maintenance tail as well. Plan on several thousand dollars annually for review.

Weird website, yes…but those guys know their stuff. Previous owner had my 155 rebuilt there and it looks literally brand new. Truth be told, it’s just a backup for me, but I do use the com when I know I’m on the fringe of a Center segment where my Garmin’s com seems to reach its limit. Mine has the original style LED, but the new OLED upgrade looks outstanding and in aviation $ seems reasonable. Not sure what he charges for a full overhaul now, but the receipt in my box said $1700 and change about 5 years ago. I have zero doubts it’ll go another 15 years.

I think I’d look elsewhere honestly, even if it means a long drive. I think this would probably border on negligence on your part if it came to an insurance claim. A few days you could roll the dice. A year? There’s bound to be 5+ storms with winds in excess of 40 mph come through. You’ll be shocked how much pressure a light wind puts on tie downs. A long time ago, I worked line service. After any storm of any kind we’d go check all the planes that were not hangared. Almost every time we found ropes that were broken. None of these were old or ratted. It’s one reason I use good quality tie downs vs ropes (with 1500 limits).

Are you looking for a bunch more speed? Your F seems like a good match already. I stay low when on short trips but have zero issues taking my F up into the teens in long trips if the winds are cooperating. Ive got built in O2 which is nice and I enjoy the quiet, frankly. The F and J perform great up to 14k. After that, it’s a little out of its comfort zone, but still climbs well. My last trip over Idaho, center kept me over 15k longer than I needed, and the F seemed to not miss a beat. Frankly, 9-12k is kind of sweet spot - not to mention you’ve got cheap ops and good short field performance. I only find myself wishing for more going west when the winds up at altitude are not in my favor.

I think lots of us feel this way, but one counter perspective is that pursuing legal action is probably doing us all a favor. It sounds like there was indeed negligence or gross negligence. Is it a one off? Probably not. I mean if people keep handing them $X to do sub-par work and there is no accountability, why would they ever strive to do a proper job. It's akin to not tipping a waiter that does a terrible job. The waiter analogy is kind of silly, but if a mechanic is cutting corners on inspections, they probably are on maintenances well. And they need go. By no means meant as preachy, but sometimes there's a very valid reason that suits do us good as a community.

The Garmin will be WAY over $20K. If I read your post right, you do not have a G5 (or GI275 right)? Lafayette has some great baseline pricing published installed (and frankly, I've not had much luck with other shops competing with their prices). He's booked a full year out. His pricing is $28K for the GFC-500 (which will include the G5). Better budget $30K if they run into a snag or two.

When one does that, is it not Experimental Exhibition? I bet there's a lot of devil in the details of the operating limitations.

I don't think a Cardinal is going to do 175 knots if you point it straight at the ground. The one I flew for a while could eek out 140 knots (IO-360). Nice easy plane to fly though. Thinking back, it was more like 135 unless we fed it all the gas we could. With your distance mission, almost any Mooney will serve you well. The difference of a J (or even pre-J) over a high dollar Bravo on a 500nm trip is pretty insignificant. Two of my kids live 700nm from our home base. If my wife can manage her fluid intake, we can do the trip non-stop in under 5 hours in my F. Even if we stop, it's 6 hours. Easy peasy. Since elevation isn't a major concern, you probably would be really happy in a newish J with a nice panel and nice aesthetics. I would also not shy away from a later gen SR20. $220K seems to be about the entry point for an SR20 that's pretty turn-key. I'm using my F at kind of the limit of where a faster plane makes sense (700ish nm). But, it sure beats driving. For us, we can visit the kids on any normal weekend we want vice driving 18 hours each way. A no brainer.

As a guy that works daily with the regulatory side of the FAA….heres a pro tip. Triple the estimate. But, it IS progress.

I kind of chuckled at your comment that’ll take him a few bucks to get it airworthy. Yes indeed. A few like $100000. Id be interested in seeing what the 7-10 years were like leading to 2013. It’s very likely it’s been parked for 20 years now. Im going to guess the owner thinks he’s sitting on a $130K J minus -$10k for the present situation. In reality, hes sitting on $10-20k worth of parts.

It should be but it isn’t. Shops will demand north of $30k (maybe more). Just went through this getting quotes on 2 G5’s with a magnetometer. About $6k material and $9k labor. Add the navigator and it’s another $15k (minimum). I agree that’s a great combo, but it’s realistically $30k…$35k if the shop is busy. I ended up going AV-30-C as my A&P was comfortable with the install (just did them) and has an in house resource to fabricate the harnesses. These decisions are hard because the stakes are high. It makes no sense that a box of parts you can put in a shoe box can be worth 50% the value of the whole plane…but here we are.

This might be a bit edgy... Do any of you guys have wives that have found the gel pee bags "doable" in the a/c? I assume scoot the seat all the way back, get a little working room and get er done? My wife often rides in the back as she likes to get all sprawled out with her laptop and get work done like we're in our own little PJ. I get the gel bags on Amazon 12 for $8 and they work GREAT (for me). Even with IFR reserves, I can usually get over 900nm without stopping if it wasn't for her pee breaks. I was going to have her experiment trying in the back seats. Any pro wife tips?