GeorgePerry

175 TAS 11.8 GPH at 11,000 +10 ISA & a 1130 lb useful load. Systems redundancy is nice but with all those TKS panels (which are not FIKI approved), extra vacuum pumps and alternators, the 231/252 can't come close. Like everything else in aviation mission priorities result in trade offs...to each his (or her) own.

All this discussion is academic. The point of all this was to offer a different perspective to Doggtyred and I respectfully disagree with your opinion that TTC and TAS don't make the trip up to FL180 worth it for a NA big bore. With 310 sea level hp on tap, time to climb and TAS at FL180 is still quite respectable. From a TTC perspective, its a tortoise and hair deal. From SL to 10K a 310 hp Eagle/Ovation will out climb any mooney 231/252. After that the turbo starts to catch up...The last 8k of the climb the turbo might pull ahead by a small margin but it isn't significant. It would be interested to compare TTC and distance covered #'s of a 310 HP Eagle/Ovation and 231/252 to FL180 along with TAS in normal cruise. The "a-ha moment" for those not familiar with the various model choices is that Turbo's are good planes...but they have to be operated in certain areas of the envelope to get the most out of them. Turbo's are good for High DA runway operations and in cruise are good in one corner of the envelope (high, often times headed east and require rubber O2 hoses up the pilots noses:-). 231/252 with only 210 hp makes take off performance lackluster and come with some significant maintenance costs needed to keep the forced induction systems happy...not to mention the probability of a TOH nearly being a requirement about every 1000 hours. Big Bore NA Mooney's are good across the spectrum....Power to get off the ground quickly with short TO roll compared to a turbo. They are fast down low, fast enough up high and TTC is better in a 310 NA if we use 12K as the finish line. And that's how most turbos are flown, at 10-12K. Just check out Flight Aware...Most M20T's are flown in the mask-off-is-phere. http://flightaware.com/live/aircrafttype/M20T Anytime you're up for a race, let me know

You don't have to fly a Turbo to go high. I take my eagle up to FL180 regularly esp if winds make the climb worth while. In the high teens there's nobody to share that airspace with and getting direct is a no brainier. When winds are bad an NA ALSO gives you performance down low at 4-10k feet. also from a safety standpoint flying an unpressurized airplane much above FL180 presents a set of risks that have to be closely monitored and managed. Hypoxia is a real concern. time of useful conciousness goes down significantly above FL200. Run a search on flight aware. The vast majority of turbos are actually flown at 12k and below, likely to avoid having to put on O2 which I think we can all agree is a PITA and non pilot passengers have very little tolerance for wearing canulas. all this isn't to say a turbo is a bad option. The 252 w a MB engine is one heck of a great plane, esp if you live in a high altitude area like Colorado. but there's no arguing with the fact that to get the most out of a turbo mooney you have to go high and have rubber tubes up your nose

Cirrus sold 38 planes. 10 of which were part of a fleet deal for trainers. So there is a market for trainers and Mooney should move forward with the M10. But that leaves 28 sold to individual customers and that's in one week. I hope Mooney's new leadership sees the competitive landscape as clearly as most and they pursue a BRS system for the M20 line. If they don't the future looks alot like the past.

You might also want to consider an IO-550 equipped mooney. Missile, Eagle, or Ovation. You'll get much better speed than a 231 down low and as good up to O2 required altitudes. Oh and none of the maintenance headaches associated with forced induction.

If they could incorporate a BRS system as an option, they'd immediately sell airplanes. Some buyers would happily give up 60 lb of useful load for the safety benefit and cruise 20-30 knots faster than the competition

http://www.avweb.com/avwebflash/news/New-CEO-At-Mooney-226802-1.html HHHMMMMM...Interesting....

Ordered mine the day the STC was announced at Oshkosh. Should be going in sometime in the next month or so depending on how long it takes Garmin's production to ramp up

I removed both of mine. Haven't missed them a bit

Find a screaming eagle M20S. Mine has a useful load of 1130 lb and it's as fast as an ovation.

Adds about 12-14 pounds but also comes w a 160 pound gross wieght increase. So it's well worth it just for the additional useful load.

Reading the first few post it sounds as if Stacy Ellis from mooney says they have a fix in the works for ADSB - so problem solved. Not sure what else can be done? If the issue is WAAS approaches not supported then let me know. Again a short summary of the unresolved issues is needed before I have this discussion

Happy to help but I do need to know the details. Can you post a link to the thread?

Robert, I couldn't agree with you more. I would hope they'd realize the most fertile ground to plow for new sales is existing customers who might want to upgrade. I will definitely mention. I am aware there's an issue with early G1000 aircraft with ADS-B installs not being supported at the moment, but I am not well versed on the issue. Perhaps you can send me a quick summary of the major talking points so I'm better prepared to have that discussion. PM coming your way...

I heard today Mooney factory is going to bring the new Ovation Ultra out to Frederick. I think a drag race is in order!

First I'd consult with a qualified A&P or AI. If you show them the filter or can describe the problem they should be able to give you some good advice. What I can offer is a recommendation to get a better sense of what type of metal it is and if the amounts are cautionary. If you still have the oil send it off for oil analysis. I used AvLabs but there are several reputable companies that perform this service. They'll be able to tell you how your metal content is compared to what a "normal" range should be. Also, if the report is normal, do it every other or every third oil change. If you start seeing negative trends do it every time. If your engine is making metal, especially the wrong kinds of metal, it's telling you it needs attention.

Thanks for noticing... ASI used to contract many of its video's to outside vendors which cost alot and the quality wasn't up to par in some instances. I've vertically integrated production within ASI so we have full video and course creating skill sets in house.

Picked up the Screaming Eagle today from Premiere Aircraft. Impressive upgrade to the stock eagle. TO from Ft Lauderdale Exec. 90 deg with a DA of 1700 feet. Takeoff roll was about 800 feet with one pax and full fuel. Climb was 1300-1500 FPM initial at full power and 1000 FPM until 6500, with power set at 25"/2500 RPM Cruise was about 3-4 knots better than the McCauley two blade.175 knots TAS at 11,000 on 11.8 G/Hr 50 degrees LOP. (See the 16 second Video). Didn't run ROP so I don't have the "go fast" numbers yet. With the Gross Wt increase useful load is 1130 lbs. Payload specs: With full fuel, 89 Gallons that leaves 596 lbs of payload (3 Adults and bags) Range no wind is 950nm or 5.8 hours with 1 hour reserve With tabs fuel, 75 Gallons that leaves 680 lbs of payload. (4 light adults, with light bags) Range no wind is 750nm or 4.7 hours with 1 hour reserve. With 60 Gallons of gas that leaves 770 lbs of payload. (4 full sized adults and bags) Range no wind is 575nm or 3.5 hours with 1 hour reserve. After my fuel stop in NC, without ATC restrictions on climb I was able to go from start up to 11,000 feet in 14 min 45 Seconds and that includes start, taxi and take off. So a guesstimate for time to climb was probably 9 min to 11K. Not too bad.

I'll be there. Stop by if you make it in. I'd be great to meet and talk Mooneys.

Garmin GDL88 with flight stream 210 is a great combo, and is what I fly with GDL88 - $3500 FS210 - $975 Yep you can get ADS-B in and out cheaper if you look hard, but the functionality that this combo gives is amazing when paired with Garmin Pilot or ForeFlight apps.

The STC was granted under the FAAs NORSEE policy. A new program that's in its infancy. Again one step at at time. This is better than our options a week ago and our options will expand as the program matures.

To get such a comprehensive list of aircraft approved it took some time. Garmin has supported this from the beginning. Any perception that Garmin is following someone else's lead is incorrect. The good news here is that numerous avionics companies are pursuing this strategy and Others are taking notice. The results are lower cost options for us all. A good thing regardless of the order in which the STCs are approved.