Cris

Maybe this weekend?

Here is a little out of the box thinking for you. I recently reserved the Navworx ADS600-B. This will give you 978 ADSB with weather and traffic. It is about $2200 inc. options for wi-fi for an IPad and will interface with your existing Mode C transponder as well as display on various MFD's. Best of all it can be installed by your A&P at minimal cost and uses no panel space. One caution note is that although it is TSO'd the FAA has a hold on its $500 rebate approval list which is why I have reserved mine for delivery following an Navworx update.

My 310 hp Eagle has 1122 lbs useful and will carry 100 gals of fuel allowing for great mission trade offs of distance vs load.

As Mike states this is good conservative advice. I've flown into this airport many times over the years and I am always struck with how undulating the runway is particularly as one lands on 25. This exacerbates any excess airspeed as you can actually skip over segments further extending the landing and leading to the dreaded pogo effect. This is one of those one bounce and go places which leaves no room to salvage poor technique.

Don I believe that is a Shadin Flo Scan transducer. You can check with then to see. You might also remove it and attempt to clean it out. These are simple devices with paddle wheels that sometime get clogged. Should be an easy part to remove and clean before purchasing another just to be sure.

It's probably important to differentiate between a prop strike and a gear up landing which requires a new prop. The former is a non issue since a tear down and a new prop is required in virtually all situations. A prop strike can occur if the A/C is on the ramp and not running like Anthony's (carusoam) or my own Screamin' eagle with just 47 hrs on the tach since new. In my case the engine was removed and overhauled at Mattituck with just 47 hrs since new as opposed to a tear down inspection. In Anthony's case a factory reman was installed as opposed to a tear down inspection. To me that enhances the value and like others have said it may not even be logged as a "prop strike". Now a gear up landing is entirely different and all of the caveats mentioned apply. I'm not really sure if a simple prop strike is really considered "damage history" guess I'll leave that to others.

Well that makes sense Thanks

So what does the advertised price of $5K get you? Is that just for the STC? Maybe parts and labor are extra?

George I'm curious to know the current cost of the conversion. When I look at the ad in MAPA thru Mooney it shows a standard price of $4995. That is quite reasonable for an option that was initially $25-30K. I had an early conversion from 240 hp to 280 hp. When I purchased the well optioned Eagle, I immediately upgraded it to 310 hp at Midwest Mooney. The cost at the time was over 5k without a new prop or tach. It did require a tach update and a new prop governor. Thanks

It's been many years since I was in a partnership but except for the fact that you are relying on others and their good will as opposed to just ones self it can be an enjoyable and educational experience. As an example you have partners that can fly with you for training as well as the $100 hamburger. The financial issues in partnerships are usually related to unknowns which can and should be spelled out in the partnership agreement. For instance is the aircraft required to be maintained "IFR" including updates like the 2020 ADSB. What are the options for assessments and what happens if a partner decides they will not pay? With that said my experience is that the sum of the parts is worth less than the sum of the whole. One reason is simply the market. How many folks in your area are willing to purchase a share of an A/C specifically that A/C as opposed to the market nationally that will purchase a whole airplane. This is simple supply and demand at work. Also the partner presumably sets their own price and that is negotiable and really does not effect other partners unless the agreement states something to that effect. In the end partnerships can and should be great. it just means setting your expectations appropriately and having a well written agreement compete with a dispute resolution clause and a buy / sell clause.

Landing in Atlantic City is about $62 of fees these days affecting anyone flying into ACY. Landmark Aviation is the FBO and has a mechanic on duty 609-382-3993. This is Memorial Day w/e so availability may be limited but I'd call ASAP. He might also try Tom Grey at On Site Aero Services at Eagles Nest Airport 732-278-8201 20 miles or so up the road but anyone coming onto the airport will be carefully scrutinized. I'm tied up etomarrow but may be able to help out Sun Call me at 609-214-8272 and maybe I can assist if these other options do not work out

There is no STC for a two blade prop that increases the HP on the Eagle. The 310HP STC 3 blade scimiter prop is used on the S/R for its performance which is better than the original 2 blade prop in both cruise and climb on the Eagle and the Ovation 2. That is why it is used but it is differant than the 3 blade prop that came on the Ovation 1's. There are now three different 3 blade props for that 310 HP STC but the STC does not use any of the original 2 blade or 3 blade versions. You might be able to find a used one at a lesser cost but you will still need an overhauled prop gov and new tach not to mention the paperwork.

Sure would be nice to see some pix! Based 31E (Eagle’s Nest Airport- West Creek NJ) Call Tom at 732-278-8201 for more pics and info

One consideration is maintenance cost. I have a friend with an FIKI R model. He rarely uses it in ice and it's there "just in case" Problem is that it has been very expensive to maintain. I think he has replaced the tank twice at 5k each plus the pump and other bits and pieces. More to the point just when he needs it is when it stops working and he is left on the ground. Funny how that works. Given the option a 310 HP S/R model gets you 60% power thru 18K and faster climb to get above weather. Might be another option and/or stay on the ground when iceing is around. On the other hand if cost is not an issue......

This A/C is at my local airport and the IA who is a Mooney expert asked that I post it here. I have seen the A/C and it is as described. I have no interest in the sale but I do think it is worth a close look having owned an 84' J for many years myself. 1984 MOONEY 201 M20J $88,900 • Original Paint • No damage history • Hangared at least last 20 years, flown regularly • ACTT 4333 • 818 SMOH Penn Yan New Limits • 4 Hrs Since IRAN • 4 Hrs Since new Hartzell Scimitar Propeller • New interior 2008 w/ Leather yokes • Garmin GNS 530 • KX165 Nav/Com • KFC 150 Autopilot • HSI/Flight Director • Dual Glideslopes • Standby horizon • Electric Standby vacuum • KR87 ADF • PAI-700 Vertical card compass • Sigtronics 4 place intercom w/ music input • Electronics International Digital Tachometer • JP Instruments EDM-700 Graphic engine monitor • FS-450 Fuel flow/ totalizer • LED Landing light • SB 208 complied with 2015 • Corrosion-X treatment program 2015 • Reiff Hotband engine preheater • Annual 2/2015 Based 31E (Eagle’s Nest Airport- West Creek NJ) Call Tom at 732-278-8201 for more pics and info

I had a couple of Siberian Huskies that flew with me for many years. The female would curl up on the front seat but the male would hang off of it so he ended up in the back with the kids most times. These animals had no trouble jumping onto the wing and somehow knew not to scratch the flaps. Also they did not fly together as the female passed away and then we got the male. This was in a J.

"This flight was the perfect storm it seems. A series of events in a chain where evidently no attempt was made to break it. On the contrary, it was allowed to grow and lead to the worst case scenario with eerie predictability." This as Pete points out is a classic example of an accident chain. It might be interesting to lay out all the parts of the chain which contributed to this unfortunate event. In the military we are taught that a break anywhere along the chain alters the outcome. It relates to judgement but also to checklists and to personal commitment. As an example one might make a commitment that any two of the followining is a no go decision. Night flight, inoperative autopilot/equipment, flight after a business day or flight with a passenger who has not flown in a small A/C previously. Those might be considered personal minimums and each pilot will develope their own. The point being they may not be violated under any circumstances. The same is true with a list for the accident chain. Weather is one but there are many others to be considered. In my own case I ask my crew or passengers prior to takeoff if there is any reason we should not go. Once I had my son, a Navy pilot, tell me while at the end of the runway he was not comfortable with the weather. It was raining and we were enroute to a Mooney maintenance clinic. At the same time one of the plugs was giving a bit of a problem on run up. That did it and we returned to the ramp. I lost some money but we are still flying. I really wanted to go to that clinic but I do not regret the decision. It could have been quite differant had we departed. Flying is not inherently dangerous but it is terribly unforgiving.

ANR headset's are the better bang for the buck! You'll get nothing on the resale and you need headsets anyway. So if you don't have them this is the excuse to purchase.

As others have said if you like the A/C find a way to stick with it until completion. My last A/C purchase took 4 months and I was ready to walk any number of times but in the end it was just a very busy seller. It has been a great plane so I am quite happy with the decision to stick it out. However in my case the emotion which you are experiencing was mitigated by the broker. I finally backed off and made him get the deal done. After all he is the sellers agent. Make him figure out how to make it happen. It might be as simple as the broker giving a bit of his commission For a car rental. If possible it would be good for the broker to go to the Pre purchase with the seller as any small thing may cause issues between you. Hopefully this attorney is not a litigator as he will want to "win" but it's the brokers job to make that happen and get the deal done.

As I recall based on weight one can use one seatbelt for two individuals. Alternatively there were some late model Ovations that had a bench seat in the rear and three seat belts installed. I seem to remember a Mooney drawing for this configuration.

Fly into FDK. It's a bit of drive into DC but you don't have to do anything special or get the SRFA training. Actually FAR 91.161 as indicated on the VFR chart requires one to have taken this training when flying within 60nm of the DCA VOR. FDK is 37 nm or thereabouts from DCA VOR so one does have to have taken this training just to land there. Ugly but required.

The reason Mooney keeps failing , is because they have never made a true four place aircraft , The Chinese are smart enough to realize this and are creating new types as we speak.....Perhaps had Mooney not went under a dozen or so times and been solvent enough to have kept the TBM type cert , they may have survived , OH WELL they did not , Fast forward , if you think that the Chinese cant improve the build quality of an aircraft that is built on the same tooling for the last 50 plus years , you need to wake up and smell the Coffee..... I love Mooneys , I love flying them , would I pay similar money for a new Mooney verses a New Bonanza or Cirrus or C206 or Piper Matrix...... NO FUCKIN WAY .....When you can put 4 adults , and four hours fuel in a new Mooney ,than maybe that will change.......Im sure this post will be very unpopular here , but it is what it is...... Alan That Mooney exists at least for me. It's a Screamin' Eagle with 1122 lbs of useful load which gives me four hours of fuel, (4) 170 lb. adults and 30 lbs of luggage.

My 280 HP STC could be converted to 310 HP by adjusting the prop governor. No overhaul is needed. You might want to read again what Others have written above. You can't just change the gov to get 2700 rpm without all else that is required for the 310 hp STC including the requisite paperwork, tach and new gov or depending on serial number the adjustment you mention. Having done the upgrade from 280 hp to 310 hp required much more than a tach adjustment including about 5K. to make It legal.

Ah ha now I get it. I was thinking you were responding to the OP's original question re a Mooney. My bad I always wanted a 400 Hp Commanche but back in the day I could not justify the fuel burn, probably still can't LOL