KLRDMD

The level of misinformation is astounding! Only the A36 Bonanza would have five empty seats and there's no Mooney that is in the class of A36 Bonanzas. Looking at the 33/35 series Bonanzas is the proper comparison and they all have four seats, the same as a Mooney, a few have a 5th seat. Where in the world did an additional 5-7 GPH come from??? A J/K model Mooney will burn 10-11 GPH on average. A -520 powered Bonanza burns 12.5 GPH and a -550 powered Bonanza burns 13.0 GPH. And the Bonanza will be getting 170-175 KTAS to the J/K's (mostly) 155-165 KTAS. Comparing a 200/210 HP engine to a 285/300 HP one isn't a fair comparison. The math isn't there. Insurance between a Mooney and a Bonanza will be the same if the hull value is the same, where did a couple of thousand dollars more for a Bonanza come from? If you're comparing a Continental IO-550 powered Ovation 3 at 310 HP to a Continental IO-550 powered Bonanza at 300 HP - as close to apples to apples as possible, engine maintenance and overhaul prices will be identical. Fuel flow will be identical. Speed will be a wash as the Bonanza is likely lighter even though the Mooney has a bit better aerodynamics. The Mooney isn't that much more efficient. A friend of mine has an Ovation 3 at 310 HP. I have a Bonanza at 300 HP. One of these days we're gonna race and see exactly what the difference in speed is for the same fuel flow at the same altitude at the same time. I doubt it will be more than 2 knots either way. Of course he paid almost exactly twice as much for his Mooney as I paid for my Bonanza and I have over 1,000 hours less on my engine than he has. And his insurance is three times what mine is. People sure do like to make generalizations when they truly don't know what they're talking about.

Stevie Triesenberg flies a Bonanza but her content is excellent. https://www.youtube.com/@bayflight

Or, if your C model needs a panel mount GPS, consider the GTX375.

& please NO more of @Marauder's women!

Senecas are great twins. They carry enough, are fast enough and are very safe. If you're used to managing a M20K, the engines are essentially the same. If you can get a III or later, all the better. Those have a number of improvements over a II.

THIS!

These are exactly the things I was thinking but wanted someone else to say them first. I understand that many pilots put so much faith in their CFIIs and they're fiercely loyal to them, but we see many instances on MS where the real answer is - you need a different instructor. A CFII that puts you though four approaches on your first instrument lesson . . . let's just say he's well outside accepted practices.

The question becomes, why did you do four instrument approaches on your first IFR training flight?

The Rocket has a -520, not a -550.

That's one of many reasons that I resigned from a part-time teaching gig at a large well known college in Southern California. After 20 years they said I can't fly myself there any longer. Now, as an employee at a very large hospital that everyone would recognize, the Vice President in my area said I can fly and submit mileage as if I drove. The only down side is I can't rent a car or have an Uber reimbursed at my destination since I should already have a car there. That's a fine trade-off that I'll take any day.

The prevailing theory on that sitauation is an improper installation of the gasket. The instructions are very specific.

Anthony! You're admitting that on a Mooney site! You sound like a Bonanza owner

I ordered the Challenger Lifetime Oil Filter (CP48109C) with five extra seal gaskets on August. 29 Each gasket is said to last 5-10 oil changes. It was $315 plus $7 per gasket. It shipped on September 26 (less than a month) and I installed it October 22 when the oil change was due. It appears to be exceedingly well made and super high quality. The filer element is very, very fine. Time will tell but at this point I really like it a lot. I'll probably do another oil change around the first of the year. I went out one afternoon and did a short flight to warm up the oil. Then hooked up the drain hose to the quick drain and let it drain overnight. The next day I came back and removed the old filter and installed the new one. I ran the engine a minute or two to check for leaks and then buttoned up everything. The total time spent from opening the cowls to closing them was under 30 minutes, probably about 20 minutes. Oil spilled . . . not a single drop. Of course a Bonanza is just a *little* easier and faster to do an oil change on than a Mooney

I only go to Mexico and yes that's included. I haven't had smooth limits in years so no issue there either. For me, this was the best options this time.

Last night departing Chandler, AZ.

Even if you aren't a low time pilot, AVEMCO may be the best option. My broker of 20+ years couldn't meet the AVEMCO quote for the last three years but for the previous two years I stuck with her since the difference was a couple of hundred dollars and I valued the long term relationship. But this year AVEMCO was well over $1,000 less than my long time broker could do, and with better terms. AVEMCO offered $0 deductibles for in motion and not in motion versus $2,500/$250 as an example. And I'm not exactly a low time guy with over 2,500 hours, CFI, CFII, MEI, ATP and close to 200 hours time in type.

Just the opposite. The aural callouts allow you to not look inside the cockpit at all and focus all of your attention outside the airplane. I had a -100 in my 310 and am having the -200 installed in my Bonanza next week.

Lighter weight and less complicated than noswheel steering.

If I recall correctly, I installed those when I owned your airplane

My M35 has a 550

I am a CFI and ATP and can assure you there is absolutaly zero education in buying and maintaining an airplane from getting those ratings. Your buddy is incorrect.

I don't have 1,500 lb useful load but I'm petty close on the other two with my M35 Bonanza.

I'm pretty sure Don Kaye has more than 5,000 hours in Mooneys and he travels the entire country doing transition training so those paeople are available.

I think there's a huge difference between a CFI with time in your desired model (maybe 5 hours) and one with 1,000 or 5,000 hours in Mooneys. Just like any old A&P can work on your Mooney but do you want someone that has only done an oil change on one to do your first annual?

Which is exactly why he needs a Mooney specific CFI to transition him into this airplane. Such a CFI would know what parts of the owner’s manual are worth following and which ones have been proven inaccurate in the 60 years since it was was published.