FAST FLIGHT OPTIONS LLC

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..."but a pilot friend was telling me that I should at least try once with 50 or 100 Lbs overweight to see how it reacts" Please tell whoever that person is that I said he wasn't much of a friend and he's not much of a pilot either.

there is usually a reason for a great price... NTSB Accident Information #NTSB1 Accident Occurred on: 2008-06-10 00:00:00 Narrative (ACCP): On June 10, 2008, approximately 1030 mountain daylight time, a Mooney M20J, N1234G, sustained substantial damage when the landing gear collapsed during the landing roll at Burns Field (EVW), Evanston, Wyoming. The private pilot, the sole occupant, was not injured. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the personal cross-country flight, which had originated from Rifle, Colorado, about 0800. The pilot had filed and opened a Visual Flight Rules flight plan. In a written statement, the pilot reported that when he engaged the landing gear while on approach, he got an unsafe red gear light. The pilot recycled the landing gear and checked the circuit breakers. The light then went out. The pilot contacted the local Fixed Base Operator and requested a flyby to have someone confirm that the landing gear was down. Ground personnel reported to the pilot that the gear appeared down. The pilot accomplished his final pre-landing checks and landed the airplane. Immediately after touchdown, the landing gear collapsed. Postaccident examination of the airplane by a mechanic revealed that two wing skins and a metal tubular former in the belly needed to be replaced. Two Federal Aviation Administration Form 337 approvals were required to return the airplane to service. The mechanic who performed the work said the gear collapsed due to the over center tension for the nose wheel landing gear down locks was not properly adjusted. Narrative (ACCF): The pilot reported that he extended the landing gear while on approach for landing and got a "gear unsafe" red light indication. He recycled the landing gear and the gear light went out. The pilot called the local fixed base operator on the field and requested a flyby to confirm that the landing gear was down. Ground personnel indicated that the gear appeared to be down. The pilot accomplished the final pre-landing checks and landed the airplane. The landing gear collapsed immediately after touchdown. Postaccident examination of the airplane by a mechanic revealed that two wing skins and a metal tubular former in the belly needed to be replaced. The mechanic who inspected the landing gear stated that the gear collapsed because the over center tension for the nose wheel landing gear down locks was not properly adjusted. Narrative (CAUSE): A collapse of the landing gear due to improper maintenance. FAA Accident/Incident Information #FAA1 Accident/Incident Occurred on: 1979-04-03 Narrative: AIRCRAFT ENCOUNTERED VORTEX FROM DEPARTING JET DURING TAKEOFF,CRASHED AND BURNED #FAA2 Accident/Incident Occurred on: 1979-03-20 Narrative: FIRE IN RIGHT ENGINE CAUSED BY BROKEN EXHAUST STACK. #FAA3 Accident/Incident Occurred on: 1978-08-01 Narrative: AFTER STARTING ENGINES PILOTS ATTENTION DIVERTED TO RADIOS AS AIRPLANE MOVED FORWARD STRIKING PARKED B310. #FAA4 Accident/Incident Occurred on: 2008-06-10 Narrative: (-23) LANDING GEAR COLLAPSED AFTER TOUCH DOWN RESULTING IN SUBSTANTIAL DAMAGE TO STRUCTURAL ELEMENTS. #FAA5 Accident/Incident Occurred on: 2009-08-12 Narrative: (-23) ON AUGUST 12, 2009 AT 09:01 MST AIRCRAFT N1234G, A MOONEY M20J SERIAL NUMBER 24-1614 EXPERIENCED A GEAR-UP LANDING AT EAGLE COUNTY AIRPORT COLORADO (KEGE) ON ALTERNATE RUNWAY 07. THE PROPELLER, UNDERBELLY, AND LEFT MLG DOOR SUSTAINED MINOR DAMAGE. THE MLG GEAR HANDLE WAS FOUND IN THE UP POSITION AND THE PILOT STATED "I THOUGHT I PUT THE GEAR DOWN BUT OBVIOUSLY DIDN'T".

+1 agreed

...."There is no way you aren't upside down the minute you buy an airplane" Dude don’t tell that to the guy selling the 252 if you’re serious about buying it. He will see you coming from a mile away and take you to the cleaners. I've bought (and sold) two Mooney’s now and here is what I figured out... If someone has to suffer the fate of being upside down on an aircraft I would rather it be the "seller" when I'm the buyer. From the perspective of a recent seller (me) I can tell you it's a buyers’ market. You hold the cards and are always better positioned than a seller in this market. Use that to your advantage and know ahead of time what upgrades are going to cost you. It will save you money in the long run. For example 5K for an Encore conversion...really? If you took that plane to a reputable MSC for the conversion I guarantee they would find 5K in squawks before they even started talking about the conversion price. Unless you don’t care about money try to find a plane that already has as much of what you want and need already installed. That 252 needs paint/interior work among other things and the asking price is not representative of those needs. Oh and when that "low time" engine takes a shit because it hasn’t been run for 8 yrs. you’re going to wish you factored that expense into the current valuation of the aircraft as well...just sayin. ..."Someone would have to give you the airplane, would you give your airplane away?" No I would not give it away but I would not try to sell or even list that 252 for 150K if I owned it. Good Luck! it sounds like you might need it

I recently sold my 231 and I’m also currently “looking” at 252’s. Here is my wish list…it’s simple… low TT, NDH, and corrosion free airframe complete log books run out engine original paint original interior original avionics MOST IMPORTANT: a reasonable price representative of the aforementioned. There seems to be plenty of aircraft on the market similar to what I described; however, the list prices are astronomical. When you combine the asking price + what you would have to pay to bring the plane up to 21st century standards you would be way upside down with regards to its value. These planes went w/o upgrades of any kind over a period of 25+ years yet the owners seem to still want top dollar. I just don’t understand it. I sold my 201 in 24hrs. I sold my 231 within 3 months of having it listed. People wonder why it’s taking years to sell their plane. The answer is because those folks are not serious about selling and in a lot of cases seem to be emotionally and/or financially attached to a depreciable item which is simply not worth what they believe it to be.

Needs paint: $10K refurbished Aero Comfort Interior: 10K (add says leather seats...those seats dont look leather to me) Encore Conversion to get the UL right: 15K only averaged 25hrs of flying for the past 8 yrs? (not good...BEWARE of internal corrosion) ...and I'm assuming since the price isnt listed they want way too much for it

Here is a novel idea...start by figuring out a way to increase the anemic useful load by 100+ lbs. They figured out the speed and efficiency part. Now how about utility?

So here is what Mooney just did as I see it...they demonstrated a market sustainable price for a brand new Acclaim Type S is less than 650K. Furthermore, this little auction will now cause one to assume the price for a factory new O3 should stand somewhere south of that 650K price point. Why would you auction a plane without considering the winning bid could be substantially less then your normally price point? If this was considered then someone must have thought about the repercussions of how this demonstrated price will effect future sales? Why not just sell the first plane at "normal" price with the intention of driving the money to the museum or whatever the funds are supposed to be going towards? Sent from my iPhone using Tapatalk

Not saying all...but many...of the distinguished gentleman I see flying some of these high performance aircraft seem to have more money than skill.

Save yourself some heartache and call autopilots central

Rocket engineering applied their STC to both the 231 and 252 airframe

If anyone has a line on those I could use one as well

I'd want to rent a twin to practice that kind of thing...just sayin

I'm confused. Why would you turn the fuel selector to the off position in cruise ?

Some may associate a turbo charged engine with climbing over mountains but for me it's climbing above bad weather...in Florida

The GB in my 231 is about 400 away from TBO. It gets regular use and I have an engine monitor. I don't have an inter cooler nor do I have an automatic watergate. Never had any top work done and the engine runs cool even in the dead of a South Florida summer if you fly it right. The engine will run hotter then an LB, MB, or SB. That doesn't mean it isn't manageable. I always wondered if the guy who wrote the article annotated above tried flying LoP.

I routinely see 175ktas @ 17k on 9.5 gph LoP GB engine. No intercooler No Merlin waste gate. No glass panel. No wishful thinking

(863) 453-5046

(863) 453-5046

Tell him you like the paint scheme on his mooney when you get there.

Race - I also sent u a PM

N3532N... Owner Type: Corporation Owner Name: BLUE HOUSE VETERINARY LLC City: HECTOR State: MN Zip: 553422118 Country: US Fractional Owner: Aircraft Type: Fixed wing single engine Model Year: 1968 Airworthiness Class: Standard Transponder Code: 50771235 Serial Number: 680063 Aircraft Model: 5870208 Last Action: 2011-03-11 Cert Issue: 2011-03-11 Status: 3532N Aircraft Mfg: MOONEY Aircraft Model: M20C Category: Land Amateur: No Engines: 1 Seats: 4 Weight: CLASS 1 Cruising Speed: 127 Engine Mfg.: LYCOMING Engine Model: O&VO-360 SER Fuel Consumed: 0.00 Horsepower/Thrust: 180 Service Difficulty Report (SDR) Information No Service Difficulty Reports Found NTSB Accident Information No NTSB Accident Reports Found FAA Accident/Incident Information #FAA1 Accident/Incident Occurred on: 2005-04-19 Narrative: (-23) AIRMAN STATES THAT HE WAS RETURNING TO LAND AFTER A LOCAL FLIGHT. HE WAS SLIGHTLY LOW ON THE DOWNWIND LEG FOR LANDING ON RUNWAY 02 AND DID NOT EXTEND THE LANDING GEAR AT THAT TIME, AS WAS HIS NORMAL PROCEDURE. HE THEN TURNED BASE LEG AND FINAL, NOTING THAT HE HAD A SLIGHTLY STEEPER APPROACH PATH THAN NORMAL AT THAT TIME. UPON FLARE OVER THE RUNWAY, HE NOTED THAT THE AIRCRAFT DID NOT DECELERATE AS USUAL, HOWEVER, BEFORE HE COULD RESPOND, THE AIRCRAFT LANDED WITH THE LANDING GEAR RETRACTED. THERE WERE NO INJURIES TO THE PILOT, WHO WAS THE ONLY PERSON ON BOARD AT THE TIME. THE AIRCRAFT SUSTAINED MINOR DAMAGE.

I see your a new member...why are you covering the tail number? That makes people suspicious and doesn't make a good first impression on a potential buyer who might be interested.