Parker_Woodruff

I had sent him a PM yesterday

This is what Mooneys were made for.

Not sure what the deal is with Corvettes.

If you don't see a scenario where it would be nice to have two airplanes in your partnership, I'd go ahead and offload the airplane. Yes, you are taking a hit on the airplane, but you're handing the person who sold you the "new" plane the same kind of loss. If you could come up with a non-equity arrangement where you find 3 members who all pay a monthly flat rate plus an hourly wet rate, you might find a way to keep the plane. There are insurance policies that will let you do this without a significantly higher premium. I split use of my M20J with a guy that flew on business travel (ATP, 7500 hours). He paid $250/month to cover fixed costs and $160/tach hour. The arrangement worked quite well...We traded off weeks using the plane. I got it one week, he got it the next. You won't make money on it, but if there are times when you *both* need an airplane, this is one remedy. It just meant I was driving a 1991 Ford Ranger as my commuter during the off week instead of commuting by M20J.

It really is sad to see what a rare thing that water flying is these days. Some of the most fun aviating I've done...

The Insurance Company typically writes the contract for them to be responsible to pay when there has been an occurrence during the policy term. It doesn't appear that would apply in this case.

Might have to take you up on that...especially when Spirit Airlines is $14.11 each way.

I wouldn't touch 90% of Florida airplanes. It's not for the salt, it's for the shoddy maintenance and poor aviation business practices I've seen out of that state ever since I got into aviation. That said, Gary's plane has had excellent maintenance and that excellent maintenance has included preventing the common occurrences with the Florida climate. If I was buying a Mooney M20J, his would be on my short list.

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/MainFrame?OpenFrameSet You can look them up by manufacturer, appliance, etc at the link above.

ADs not only apply to the airframe, but also to every appliance installed in the airframe. You need to know serial numbers of your engine and airframe before proceeding. Especially since a Rocket could be from a 1979 to a 1998 M20K (I think there were a couple Encore converted Rockets)

Airlines will hire with 50 hours Multi. I would buy the time rather than risk an expensive mechanical meltdown from a 50 year old twin. It's reasonable to expect $300/hr operating a twin. If you fly a lot, a vintage Mooney might cost you between $80 and $100/hr. My M20J was less than $100/hr over 300+hours

I've logged probably 25-30 hours in N49GH. Truly a fine airplane. The ad is up on Controller.com http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20J-MSE/1994-MOONEY-M20J-MSE/1336475.htm

No, it was into the low teens $ when I did mine and I doubt Mooney parts have gotten cheaper. :-/

Hey Mike, I'm still not a Mooney owner as of now, but I would be interested in contributing as a CFI for next year's Mooney Summit

Earl, Regardless of if you can get your engine to run LOP, GAMIs and Tempest Fine Wire plugs do wonders, especially in the oxygen altitudes and flight levels. My guess is with no induction leaks, GAMIs, and Tempest Fine Wire plugs, you will get the plane to run LOP. At a minimum, you should get a modest improvement to your current leaning technique. As a note, Tempest plugs gave me a slight decrease in TIT

Quite possibly one of the worst "makes no sense" attempt at shotgun rulemaking/legislation I have ever seen. 1) can you fly to ATP standards or can you not? If. So, you should be able to get an ATP Certificate 2) you're going to get the sim training for your type rating with the airline anyway, so why make this a rule

Yep - I've owned 5 different Lightspeed headsets. While owning a flight school they received quite a bit of abuse. Lightspeed always repaired them in a quick amount of time.

Prayers for families and Mike's recovery.

Call my former coworker, Cliff, at Falcon Insurance in Kerrville 800-880-4545

Oh, and also in my factually correct opinion, I used to own what is now the most beautiful and most capable 252/Encore in existence, after Tim's recent FIKI and Interior upgrades.

The Cessna 400 is unquestionably a better design than a Cirrus. A used Bravo is almost unquestionably a better value than a used Cessna 400, though there are some dimensional advantages and possible useful load considerations depending on equipment. That said, anyone that uses the weak argument of "landing gear maintenance" doesn't have any real experience with aircraft ownership unless all they know is Piper Comanche landing gear maintenance or some problematic Cessna designs. If I have a traveling airplane, the gear needs to go up. Any other type of plane needs to have the third wheel on the tail and have a conversion to amphibs available. All of the above expressed in my factually correct opinion.

Looks great!

I wouldn't be surprised to see these in large quantities in China. I also wonder if companies like Cape Air will be purchasing these.

How sure are those people that signed it off that there won't be some type of flutter induced under whatever circumstances, etc.? *I'm not an engineer and wouldn't know...and most A&P/IAs aren't either*

They're all complex. Too many conundrums apart from the engine with the Duke. and it's just not a practical airframe for the size.