Cris

Yeaaa And that 's just for ONE!!! Makes a case for Halo's. But I will admit that I miss communications quite a bit when I have given my Bose A20 to the passenger & used my old but comfortable passive headsets. Old ears I guess need more help & young ears need more protection so they don't get where I seem to be.

Has anyone tried the new Sennheiser ANR's that are intro priced at $995 & are aimed directly at the Bose A20 & Zulu 11 market? The fact that the sound is user adjustable at differant engine setting is really interesting.

I'll throw out one other point out for your consideration. In an effort to be more efficient with the company that did not want me flying my A/C I actually invited a couple of my direct reports to go along one day on one of my business trips. When we landed without issue I latter found out that one of the guys was litterally scared to death of small planes & did not know how to tell me. The next day as part of the presentation team he did a terrible job because all he could think about was having to get back into the plane. I sent him home commercially and later after we talked he felt he was compelled to go since he reported to me. There really are a great many things that concern an employer over and above the right to fly as an individual for your company.

The points mentioned above pretty much cover my own experiences as well but in the end it boils down to an understanding boss. As a practicle matter I was told verbally by a company that I worked for that I could not use the A/C for business transport. When I questioned it with risk management like you would like to do I was told "off the record" the company was insured for individuals to fly themselves since insurance company's recognize that employees will violate the travel rules but they need to mitigate it as best as possible. With that understanding I continued to fly & put in receipts as if I drove & did my best to stay under the radar. A differant boss would not have been so understanding.

Price is what you pay & value is what you get. Over the years I have used both MSC's & independant mechanics/shops with great results from both albeit at differant rates. I often tell folks the differance between a smart guy & a dumb one is that the smart guy knows what he dosen't know. That analogy works for mechanics. If you use a trusted mechanic for whatever reason who is not an MSC your confidence will be rewarded if he says "This is really Mooney specific ie rigging etc & I'd recommend you take it to an MSC". I have to admit it has been almost a decade since I last owned a Mooney & with my previous 6 Mooney's never recalled that you had to take it to an MSC to maintain it properly nor did anyone really ascribe any extra value to it. In addition I like to do owner assisted annuals which many MSC's frown over so for me the value is in the learning & the confidence is in the trust. I purchased my low time Eagle this year only to find the circuit breaker on the load+ would constantly trip but their was no specific load or time in flight that would cause it to happen. My 75 year old mechanic looked at it as well as the minor fuel leaks and said "this needs to go to Air-Mods Robbinsville NJ"-an MSC. Turned out to be a washer lodged behind the circuit breaker which Air-Mods found quickly & fixed efficiently as well as the tank leaks. They also checked & adjusted the rigging since one gear door had been repaired without a log entry. No issue but I felt better! The old owner paid just prior to the pre buy for a new alternator & battery that was not needed! When that did'nt work he installed a backup alternator! That is the issue with so many mechanics these days they are parts replacers & not diagnosticians. I can replace parts with a little supervision but my diagnostic skills.... So as my A/C comes out of an owner assited inexpensive annual I have brought up to date all service bullitens as well as A/D's. I have the confidence to know everything was checked according to the book since we used the Mooney Maintenance & Service Manual which I supplied. I have begun to use the Ad Log system to keep meticulous records & I know that if I have an issue that requires more Mooney expertise my mechanic will send me on my way. In short I have true value-for me.

Also Their customer service is very good.

I will be installing one of the battery minders tomorrow. I figured I needed it in part since I use a Robotow on ships power after shut down not to mention the obvious features.

Yea Seth! Congradulations, it looks terrific!! Now you can have fun & go fly it!! Keep us posted.

Quote: testwest From the Oshkosh thread And now your Aspen will talk to your Ipad, and lots more: http://www.connectedpanel.com Talk about a game changer, this is it!!. I have long suspected that someone would link the Ipad to the panel boxes. This will virtually eliminate the strangle hold on data base prices that Garmin as well as others have had assuming one moves to an open architecture as promised by Aspen/King. With the Ipad & apps from Foreflight, WingX etc uploading the charts/plates and even apps to the panel units one would pay just $75/year or so for all their data plans!. As an example Garmin now wants me to pay $2000 for the software key to unlock my GMX200 to display the charts/plates PLUS hundreds /yr for the priviledge of displaying same. I refuse to do that & stick with my Ipad. If Aspen/King with their new 770 already announced as "open architecture" deliver with an Ipad interface I'd be all over that deal as the data base savings would quite possibly pay for the unit just as the database savings pays for the Ipad albeit a longer time frame.. This might well be the "holy grail" of Pilot cockpit info for the future. Think SVT & weather with WingX that was discussed above that would now be displayed on our panel units. I suspect it will put a serious dent on new Garmin/Avidyne installations. I for one had been considering a new GTN 650 but I will definitely wait until I see more from Aspen/King

Kuddoo's to Paul for his workmanship. I'm glad for Docket that the paint work matched. As I mentioned in Docket's painting thread the paint touchup on my tanks did not come close to matchiing & it was done at an MSC so Paul's work may well be the exception. To be fair my MSC knew I was getting an estimate from a paint shop on the field to partially repaint the plane but I still think they should have matched the colors. Once that happened the decision to repaint was made for me. Docket In all my years of airline travel I have never heard of such a thing to chaperone a 10 year old that you did not know. I'd think SWA's potential liability would be hugh. You are a good soul to undertake such a task.

Bennett That is not just a nice panel, it is an Outstanding panel! & goes to show that you put a great deal of your experience into the layout & design. It looks like a new Mooney jut off the production line. How long did it take to complete?

Quote: Cris Here is a thread on beechtalk for the Ipad known overheat issue http://www.beechtalk.com/forums/viewtopic.php?f=34&t=55557 And there is a hardware solution from that thread that describes a $25 Ipad cooling pack available from Amazon.com. Hope this helps. I also use DTC Duats as an app & have the Foreflight Checklist App. I am now considering scanning all my STC's & manuals in a PDF format to download onto the Ipad. I can get rid of them & easily search them with Goodreader while at the same time picking up some useful load. Has anyone else scanned in manuals & possibly the POH? Maybe we could post so that they could be shared & downloaded by others?

In terms of glare I use an anti-glare shield plastic overlay which works just fine.

There seems to be two camps of IPad folks: Those that have them & those that will have them. If one only used the IPad to replace their chart subscriptions they would get the Ipad for "free". If one we're to take all of their user manuals as well as their POH etc & load them into their Ipad they would pick up 20 lbs of useful load. This is in addition to all of the other useful aviation apps available on the IPad but unavailable on any of your panel mounted equipment. Spend some time with someone who has one ( I'll volunteer) & I believe you will become "one of those that will have them". Btw I place mine with the Ram mount on the co-pilot yoke facing me or leave it on my lap. WingX offers split screen capability as well for a number of different data display options.

Thanks "a" That was really helpful! You might consider posting the same under the Ipad apps thread. I'd also be interested in knowing if anyone is using both the WingX & Foreflight for a comparison.

The product smmcry is mentioning is the KSN 770 which has only been vaporware since its announcement some three-four years ago. King seemed either incapable or unwilling to get the software correct. I believe Aspen saw this as a competitive product to the GTN 650/750 & took up the challenge to complete the product with King. I seem to recall Aspen also indicated that it would come to market with a touch screen by years end.

If you feel compelled to bring this to the pilots attention when I teach, I like to use a "story" to make the point in a non offensive way. Consider the next time you see this guy you say. "Hey the other day I saw you hop out of your plane to get your headset while the engine was running. Did'nt think anything of it at the time but coincidently I just read about a guy that did that exact same thing & the A/C moved while he was out of it & ran into .... Hope you did'nt rush on my account"

Ghovey- You got it right. The rpm's drive the cht temps all else being equal. I had a short flight Thurs. on an 85 D day at 100' elevation. RPM was 2690 & fuel flow was 32 GPH with the cyl temp at 402 D thru 2000'. You really need the higher fuel flow at max operating rpm. I don't recall the climb rate but I'll go back & confirm the figures for you when next I fly. This was a real issue at the MAPA PPI I last attended but I do not recall why it was so important to have the higher fuel flows. I seem to remember it is vital for cooling at ROP as well as getting the full performance but there was something else I'll have to check my notes.. I get similar performance as you in terms of CYL LOP at the reduced RPM's & I suspect that Ovation owners in genenal do also. "a " you want to chime in on this?

Becca/Jetdriven Thanks for the clarification. You have certainly made me feel better today than yesterday. This thread is really about brokers but we have morphed into the insurance end as a result of protecting one's assets which I guess is still part of the broker issue. Like you I think that the cost to acquire an A/C today is much greater than it used to be for various reasons. In my own case I have been on both sides of the transaction in seven or eight A/C so I guess that is 14 or 15 transactions. This is the first one where I purchased title insurance simply because there were to many flags along the way & the plane was held by an LLC. However with that said the title ins product today is a whole lot differant than what was availble when I last made a purchase. It really does protect the buyer. Title insurance is typically at .15-.5 % of valuation so on Jetdriven's mid range 80K Mooney I'd make that to be about $400 at the higer rate. Becca your point that title insurance in real estate only protects the bank interest is true but you can for an additional fee also be protected. I did that with my own home. I'm not convinced that the bank would not come after an individual if there were an A/C title issue particularly if you stopped paying the note. These folks are not our friends. Just look at the fees they try to get out us as Jetdriven points out. At the very least it might be worth a call to check on the banks position in that regard. I define acquision costs from when I decide on a particular A/C to when I get it registered in my name. Therefore we have the title search which is as Becca points out $200 or less but is included in the typical $500 escrow fee. That fee also includes processing the paperwork with the FAA, buyer & seller and returning the registration to the new owner. Many Brokers will do that as part of their value add but without a broker you do it yourself or use the escrow/title service. Next we have an inspection. Typically that entails the mechanical inspection & review of the logs. That seems to run about $500 but can be more depending on what one requires ie SB 208 check could add a couple of hours to the bill or converting a pre buy into an annual could be a whole lot more. Separately an Avionics check should be made to make sure that these very expensive panels today are really working particularly the Autopilot/HSI. Again that cost might be $150-$500 depending on what is required. I did not mention the avionics cost for my inspection but it came in at $800 since the databases had to be upgraded before the checks could be done. Turned out two of the database cards were corrupted & had to be replaced by the seller which cost him several hundred dollars. Now you have to travel to get the A/C or have it ferried to you. My personal preferance is to do everything by phone with only a final flight test with me & the owner/rep to accept the A/C. I make the entire deal conditional on the flight acceptance but I will have spoken to someone who has actually flown the A/C. Regadless there is an airline ticket or two plus lodging in one direction or the other. This assumes you did not buy the A/C locally. I have been lucky enough to have done that a couple of times. Otherwise I just consider tha expense as a "vacation". So really the optional costs are wheather you want title insurance, an avionics check & $300 for paper work processing. The really big cost savings might be negotiating with the lending institution to reduce miscellaneous fess. But in the end it is difficult to cut much else out.

Ah, That is a tall undertaking but I like challenges. Today I heard that MAC has been visited by a serious group interested in the skilled labor pool. Ostensibly they want to build parts for the aviation industry at large but they have several contracts which they outsource & would like to bring in house. To do so requires something like MAC. Presumably this group would also handle Mooney parts & start up production. That might be the model! What do you think? I seem to recall that has been tried but I wonder why it did not work before.

Jetdriven: For the record I just checked and the cost of the "title" insurance (which is what the insurance company calls it) for my Eagle was $652. This is for an A/C valuation that is based on more than double your $80K estimate for my A/C. Frankly I'll buy several low time Eagles at that price. Just tell me where. So as I said I did not recall the exact figures but now that I have looked it up the closing fees were $500 which included the "title" search, paperwork, registration, escrow & whatever else was required. The $850 differance between the $2000 & the 1152 was for the PPI. The $500 escrow fee plus the $652 title insurance fee = $1152. This insurance may well be worthless if never needed just like the cost of the A/C liability insurance but that is my choice. I belive it is a prudent decision-for me. Now here are the facts: An aircraft title insurance policy can protect an owner or lender against actual losses that divest them of their interest in the aircraft. The best title search or legal opinion can only report problems of record at the FAA, while a title insurance policy goes beyond that and insures risks that are never reported in the public records, and that the most thorough title report or legal opinion could never discover. Federal & State tax liens, some mechanic's liens, improper deregistrations, unenforceable bills of sale or security agreements, are just a few examples of undetectable risks that our covered by a title insurance policy. In the case of a covered claim, title insurance will pay the attorney's fees to defend your title, and if there is a total loss of title, will pay the value of the plane, the remainder of the loan, or the amount of the policy, depending on the circumstances. The cost of title insurance is typically based on the A/C valuation.

No- Just a 330 Hr Eagle with the 310 HP STC but I do think the title insurance rates are higher than what you would expect to pay for a condo or some other piece of real estate. However I am curious as to weather or not the lending institution would indemnify one if a title issue came up especially if you stopped paying on the note?

N4352H My A/C was painted with Sherwin Williams ACRY GlO. There are two types of ACRY GLO Metallics-Conventional & High Solids. I understand that the A/C Mfg's have to use the High Solids due to EPA regs. while smaller shops can use the older and supposedly better Conventional formula. I really wanted to use Imron but in the end you have to go with what the shop is experienced & comfortable using. Otherwise chose another shop IMHO.

Thanks Dockett & KSmoniac for the kudo's. I find I spend more time "around" my Mooney than in it so its appearance is very important to me. This struck a good compromise between all new & new to me. The Eagle lends itself to the job as it starts off mostly white so I get to choose my colors! It was actually one of the things I liked about the purchase knowing at some point I could economically paint it in the colors I wanted. I just did not expect to do it so soon. but I really could not live with those off color white rings around the fuel access panels. Dockett I hope you fair much better.

Ok so here are the before & after pictures of the plane. The paint as described was in very good condition but the top wing panels & the tail were repainted a matching white. Only the Ruby Red metallic on the fuselage/wing tips/tail as well as the tail stripes were painted. It makes this A/C look like new & makes me feel a whole lot better! The original scheme & colors etc. were left intact. The stripes are columbia blue metallic & cumulous grey metallic which worked really well with the ruby red metallic. The interior is medium blue leather with dark grey carpet. This was done at Reece Brothers in Robbinsville NJ at about 25% of the cost to strip & repaint an entire plane. Reece also insisted that to do this correctly it required a clear coat over the base coat within hours so that the clear would fuse to the underlying paint. By so doing it is supposed to eliminate the flaking that can occur with clear coats in the future. Should hold me for a few years.