RJBrown

I have been involved with 4 Mooney sales contracts. In 1994 I had Arapahoe Aero, the local MSC, do the prebuy on N231NH. Everything went great. I paid for the prebuy and bought the plane. In 2003 I sold N231NH. The buyer was in San Francisco. He paid me to fly it to Stockton for a prebuy from Top Gun. The plane passed the prebuy and the buyer converted it to an annual at his expense after he bought it. In Jan 2009 I had N800MS under contract. It was in Texas. I had US Aviation in Denton do the prebuy. It failed miserably and the seller refused to bring it to an airworthy condition. The terms of the contract allowed me to walk away without paying for the prebuy. The contract was off of First Pryority Bank's website and protected me from a plane that was misrepresented. In March of 2009 I bought N1079V. The seller agreed to bring it to my shop Arapahoe Aero. He paid for the annual and to assure that all installed equipment worked properly. Once the plane was repaired to my satisfaction I bought it. As you can see each sale was different. In todays market the buyer generally has the advantage. Use it to protect yourself and find the perfect Mooney.

Check with the insurance carrier I bet if there was one they paid for a teardown. The only reason there would be no teardown was because there was no insurance? Well maybe the owner decided to pocket that $ and DUMP the plane? I was taxied into a gofer hole while idling by a lineman at BJC where I had flown in to an airshow. The insurance bought a prop and a look see by Western Skyways. For me this would be a deal breaker unless the discount was big enough to cover the engine.

Front Range airport KFTG used to have a 2500 by 25 runway before DIA when they built the new 17/35 . Before I was allowed to fly a Mooney for the first time I had to get a checkout on that runway. The plane was N9136N a beautiful MSE. I fell in love with Mooneys in that plane. That Mooney was only 9 months old and at 250 hours I had more time than she did. The logbook records a flight of 1.4 hours and the notes Steep Turns Stalls T&Gs. At the time no one had been able to "scare" me about how "hard" Mooneys are to land so I had no problems. The instructor drilled me about the 2 things to remember. Proper airspeed on approach and never force down the nose wheel. The mains are THE LANDING gear The nose wheel is just for taxiing. This airport is at 5512' and my checkout was July 10th 1993, not the coolest day of the year. Density altitude was over 8000". With proper technique you should have no problem. It was a very memorable flight. After 248.5 hours in Cessnas I fell hard for that pretty red plane. Flew it every chance I could till the owner took it off rental. After that I flew any Mooney I could rent. Finally bought N231NH in 1994. The short field experience served me well when I lost oil pressure over the mountains of northern Idaho and had to land at Orofino S68, a 2500' strip.

In 1993 I looked at M20K-0708. At the time it wore N1171J. In my investigation I discovered it had been underwater while in its hanger. The Mississippi river had flooded the airport where it lived. I ended up talking to the insurance adjuster at Avemco. He told me everything except what it sold for salvage. The seller had done some repairs but was trying to hide the real story. I called AOPA to inform them of what I knew and found they had closed a deal on that plane just the day before. I continue to follow this plane. Each time it changed hands I would call the new owner to let them know the history. Most people were at least glad to know why it had the problems it did. The latest owner was angry at me when I called him. Said I was an arrogant busybody. I told him that each prior owner knew and so would each subsequent one. The new N number is N30EV. Consider this a submarine warning. I also notified the FAA and they could not care less. So much for protecting the public.

I had the Rocket when I married my wife. She liked the travel but used to complain about spending money on it. Sold it in March of 03. For 5 years she missed that thing. Was and is encouraging about flight now. We bought a MSE and, though we love it, we both miss the Rocket. Once you have enjoyed the freedom of personal flight it hurts to be without it. After owning a car who would prefer to ride the bus.

"Maybe put some welfare recipients on the road crew to DO SOMETHING in order to receive their monthly checks??" If all able bodied persons HAD to WORK for their government handout both the deficit and the immigration problems would be fixed. No welfare of ANY kind is a good start. The Chinese bought MG the car maker years ago and never did bring them back. They just stripped the carcase and went on.

My current plane is a 1990 MSE and it has them. My previous plane a 1980 231/Rocket 305 did not. It is not something I would pay extra for. There is not much training that goes on in Mooneys and all they do is add maintenance expense.

I was in Las Vegas at the MAPA annual get together the weekend before 911 and all the changes that ensued. At that time Mooney was also in bankrupcy. There was discussion by those attending that meeting about forming an orginization to continue support of our planes. If no business steps forward to continue parts support I believe that a co operative organization will. There are more "orphaned" aircraft than there are those with OE support.

I have been so busy getting things done around the house that my flying has suffered. Before I put the roof on my new storage shed Friday I went Flying. My son and I got up early for the Black Friday specials at Cabelas. Centennial to Sidney Nebraska was 54 minutes. Shopped for a while ate the free doughnuts and hot chocolate. Got home by 9.

I had a 1980 231 that I bought in 1994. That was 16 years ago. First thing I did was get rid of the "Indian blanket" seat inserts. I had a upholstery shop put new fabric in the seats because even in good condition they were Ugly. After I got it painted in 1998 I redid the interior in gray leather. Any Mooney that age qualifies for the $12000 deduct in Vref for needs paint and interior. Texas dirt is how I described the original Brown Orange Tan color scheme of my 231. It was so early 70s. Figured that way I come up with $78022. Base retail $71000 add for engine +$5700 Low TT + $2722 Garmin 430 +5000 Fuel flow +$ 1200 Engine analyzer +$1400 Auto Pilot +$3000 and the $12000 deduct for P&I What am I missing? I just bought my 1990 J 18 mos ago and would not have considered any plane not Under Vref. Most planes I saw sell were 5-10 K under Vref. Anything over priced just never sold. Some are still out there. I don't know what you paid for or have in the plane and neither does any buyer. All he cares about is how it compares to others out there. Prices are down since I bought. I thought prices were at the bottom then but now they might not yet be all the way down. I would like to sell mine and get another Rocket, I miss the climb. I figure to lose 10% at least in the sell. But hope to make it back up on a new purchase. I don't want to sound too harsh but things are not like they were when I sold my Rocket in 2002. You cant expect to see any appreciation in price. I bought a bone stock 1200 hour 231 for $75000 converted it to a rocket, painted it, redid the interior, added long range tanks, an intercom, an EDM700, fuel flow, speedbrakes some speed mods and a wing light. with about 2000 TT it sold for $175000 and I pretty much broke even. That plane today would sell between 125 and 130.

$3.83 self service APA $4.99 if they bring it to you. $1.16 a gallon extra to deliver it seems too much to me. Our airport has areas of distinct "turf" each FBO not allowed to cross into each others areas. My shelter is rented from the Denver Jet Center. Either I pay more to them or I taxi about 2 miles to the self serve pumps. Prices in the area are all over the map 18V ,a small airpark, is lowest at $3.72. Some places want your business and others are content abusing the "captive" market. DIA not only has $50.00 landing fee but $6.28 fuel, they really DON"T want you there. Showed an error but double posted? weird!

$3.83 self service APA $4.99 if they bring it to you. $1.16 a gallon extra to deliver it seems too much to me. Our airport has areas of distinct "turf" each FBO not allowed to cross into each others areas. My shelter is rented from the Denver Jet Center. Either I pay more to them or I taxi about 2 miles to the self serve pumps. Prices in the area are all over the map 18V ,a small airpark, is lowest at $3.72. Some places want your business and others are content abusing the "captive" market. DIA not only has $50.00 landing fee but $6.28 fuel, they really DON"T want you there.

$3.83 self service APA $4.99 if they bring it to you. $1.16 a gallon extra to deliver it seems too much to me. Our airport has areas of distinct "turf" each FBO not allowed to cross into each others areas. My shelter is rented from the Denver Jet Center. Either I pay more to them or I taxi about 2 miles to the self serve pumps. Prices in the area are all over the map 18V ,a small airpark, is lowest at $3.72. Some places want your business and others are content abusing the "captive" market. DIA not only has $50.00 landing fee but $6.28 fuel, they really DON"T want you there.

$3.83 self service APA $4.99 if they bring it to you. $1.16 a gallon extra to deliver it seems too much to me. Our airport has areas of distinct "turf" each FBO not allowed to cross into each others areas. My shelter is rented from the Denver Jet Center. Either I pay more to them or I taxi about 2 miles to the self serve pumps. Prices in the area are all over the map 18V ,a small airpark, is lowest at $3.72. Some places want your business and others are content abusing the "captive" market. DIA not only has $50.00 landing fee but $6.28 fuel, they really DON"T want you there.

I don't have a hangar but keep it under a shelter. Kind of like a T hanger without walls. The generator is a 3500 watt one from Pep Boys. Less than $300 and runs all night. When I had the Rocket it did not have the plug in preheater. I got a 100,000 btu propane construction heater from Home Depot for under $100. I used 6 ' of scat tubing and some heater vent tubing to get the air to the cowl flaps. Powered the 120 volt heater from the car battery with a small inverter. Beat the heck out of what they want for an "aviation" specific unit. I swear anything for airplanes gets overpriced.

I flew from Denver to St George Utah around the first of October. The flight out Saturday was VFR all the way. We planned to fly back on a Monday by 4PM for work on Tuesday. 4pm was the latest I would leave as to be over the mountains in daylight. Rain and lightning washed out our activities that Monday. We had a 4 hour window to get out. Tops were about 18,000'-20,000' and all I needed was 100 miles east and I would be out of the weather. There were openings and the jets and commuter turbo props were getting out. With my old Rocket I would have felt comfortable climbing into the 20s and leaving. In the J I could not get over the weather. Not wanting to face embedded thunderstorms it was a no go. With the weather forecast to not get better for 48 hours we left at 4 and I drove the 9 hours home. Returning those 9 hours on Friday. By Saturday morning the weather had pushed all the way past Denver. The flight home was beautiful. First snow of the year below me contrasted against the turning aspen.

My plane has the plugin preheat also. I just chain a generator to the shelter and come back in the morning. No one has ever complained.

I have never seen the jack point in the nose. My planes were J and K. Can you raise a long body on three jacks? Or do you use a weight at the tail tiedown and two jacks like my plane?

I was at the MAPA meeting in Vegas 2 days before 911. Mooney was in bankrupcy then also. The Idea of an airplane owners group was discussed then also. Unless another set of deep pockets is found this may be the final fall back position for parts for our planes.

Quote: DaV8or Any reference for this? I have never heard this claim before.

Quote: hansel Corn-based (starch-based) ethanol is old news. Second generation ethanol from feedstock (cellulosic ethanol) doesn't take away from the food supply and actually has a future. Stay tuned.

Alcohol does not belong in any car at all. We only have it at the behest of the ag lobbies. We use MORE energy than we save by using corn. It is a big con and we are stupid enough to pay for it. Alcohol = water. can't have one without the other.

Quote: M204ever Need to go for a modern Diesel (Jet A1) engine, jet fuel is availabel everywhere. Incredible, these 50 years old firewall forwards...

Quote: Parker_Woodruff If there is a single developer they would then sell or license the rights to others. Still leaves one gate to increase cost in the supply chain.

Rocket Engineering performance data starts at 12000' and up. Your data compares to nothing published. The advantage of a turbo is at the higher altitudes. I live in the Denver area and based my Rocket at APA. The airport elevation is 5880'. I normally flew above 12 on every flight. If altitude is not an important consideration then you will spend more for a small advantage at low levels. At 12-14 I would get 200KTS at 20 GPH. Higher would be faster on the same fuel. Eastbound I would fly at the highest altitude passengers were comfortable. Alone I would wear onboard oxygen with a backup bottle on the passenger seat and fly high. West bound I would get high enough to find cool smooth air and balance altitude against headwinds. If oxygen is not an acceptable option why buy a Rocket? I found that the numbers on the sunvisor published by Rocket were conservatively accurate. 5000' is an inappropriate altitude to "test" a Rocket. The numbers are meaningless. If you intend to fly at lower altitudes and want increased performance the Missile conversion would be a much better choice. Missiles also carry a much smaller premium in today's market. Under 12 the Missile will cost less for the same performance. Randy Brown