smccray

What's the speed difference on the bravo vs the 231? I'm sure it doesn't cover the difference between the bravo and the 231, but the real metric is cost per mile not cost per hour. Regardless, the difference is greater than I have seen quoted elsewhere.

http://www.thefirearmblog.com/blog/2017/06/26/potd-mini-gun-airplane-brought-dillon-aero/ Maybe there will be an announcement at Oshkosh!!!!

Update- I bought a new B-Kool cooler and it works great. As it turns out I had one of the first generation units which worked okay, but the improvements to the latest version are head and shoulders above the prior version. There's no question in my mind that I could build a cooler cheaper than I could buy one, but I don't believe it would be as optimized as this product. The drain hose is extra long now- easy turn on the cooler on the ground and empty the unit. The shape of the cooler is perfect- it's small enough that I can load it through the baggage compartment door full of ice. I'm very happy with my purchase-not to mention that Bob supports his product if you ever have a problem. Thanks Bob!!

Just saw this- will post an update in the other thread. Bought a new BKool (latest model) and it's perfect.

Yep- you're right. Mike did change the parameters of the slip. Extracting from Bob Kromer's Mooney List post (which now that I read I recognize from prior discussions): There are a lot of accomplished aviators here and a lot of people to learn from. I don't know everyone here, and it certainly is possible that better advise will come out pilots on MooneySpace than advice from Mike Elliot / Bob Kromer. However, when someone advocates (which is what I read above) using a forward slip which runs contrary to advise from a former Mooney test pilot, that doesn't make sense to me. Keeping airspeed above 90 knots appears to keep the plane outside of the range where buffeting was observed in a forward slip, but slipping the plane runs contrary to advise. It's certainly a corner of the flight envelope, but my reading is that it's a somewhat dangerous corner of the flight envelope and a corner that I choose to stay away from.

We're going to have this discussion again- FOODFIGHT!!! Nokomis- check out a tail plane stall- not the same thing. Food for thought- Mike Elliot is on my list of people to listen very carefully when flight characteristics come up. That doesn't mean Mike is going to get them all right, and it doesn't mean that I won't disagree with him, but it does mean that I'm going to think about my position very carefully before weighing in.

Slow down below 80 kias with full flaps and steepen the glidepath. Be ready to add power before I get too low.

I was with you until you went here: I don't see this as an opportunity, but I probably don't have the right experience. Your purchase was a good example of solid plane that required a knowledgable buyer to understand the uniqueness of the plane and what it would take to bring it back. This plane has substantial recent damage history. There's a big different between a gear up 10+ years and 1000 hours ago, and a rebuilt wing with a handful of hours on the plane since the incident. Someone will buy the plane, and I hope it works out. As the airframe proves itself to be reliable the value should increase, but you're not looking at a huge upside- maybe what- 20-30% since it will always sell at a discount to a NDH bravo? So you "make" $20-30K on the airplane, but that's only after you spend $30K+ per year operating the plane to try and sell a run out Bravo for $120K- ready for the buyer to spend $75K on a new engine? If you're banking on the market for Mooney Bravos to come back, buy a good one cheap now instead of a plane with a major recent unproven repair. There's a ton of value in a Mooney Bravo if you can buy it right. At that price tag I don't see it, but I've only owned one plane. My M20J experience has been fantastic, but it has also taught me how much I don't know about maintaining a plane.

So that listing was @ $100K- looks like it's now listed @ $110K: http://www.ebay.com/itm/93-MOONEY-TLS-BRAVO-1700-TT-/122557722381?hash=item1c89026f0d:g:j~QAAOSwt5hYf~Q0 Pricing all over the place! Significant damage history, NTSB said the accident was at 1722 hrs on the airplane, the listing says 1700 TT which says to me that the plane hasn't flown much since the damage occurred in the fall of 2015, so I certainly wouldn't trust the repairs as they're proven. I wouldn't be a buyer for this plane at any price above the value of the engine core plus the value of the avionics, which is another way to say that there has to be a buyer out there who would pay more for it than me. I wouldn't invest the time. If you want a good bravo of the same vintage, check the classifieds- similar vintage, same inadvertent TKS, substantially better panel, easy to pay price premium over this plane even with an engine that will need to be overhauled soon.

PM Sent Edit- answered- thanks for the help!

Have a question for people with experience- Would you fly an naturally aspirated plane like a 182 or a piper dakota, from an airport in SW Colorado to an airport on the front range? What about departing late evening? I don't have the perspective to assess this...

Doesn't look crazy to me. The TKS is am expensive option- if someone were interested in TKS on a J then pricing looks very reasonable to me. Total time is high, but at $93k, assuming everything checks out, it's not crazy.

KX-165 found. Thanks all.

Agreed. Put it on controller @ $135 and you'll get some interest. I wouldn't buy a new engine- lower the price and let the buyer do the engine.

1) price of a factory reman is $60K. Don K has projected $75K to do a reman engine right. Lycoming price increases have increased the hourly engine reserve which drives down the purchase price of a plane with a run out engine. 2) Higher operating cost due to higher fuel burn. It's not a lot compared to an ovation, but as fuel goes to $5+ per gallon it makes operating cost rise 3) competition- Have you seen what $200K will buy in a turbo charged traveling airplane? I've looked at other brands, and I absolutely love my Mooney (fell back in love recently), but the market place is speaking. $200K puts you in the same ballpark as avidyne equipped SR22s and Columbia 400s. Some of the early non-waas equipped Col 400s have traded at $250. Lower fuel burn, air conditioning, similar useful load, 10 years newer. There's a lot of value with Mooney Bravo, but there are a number of M20Ms that have been on the market for a year or more. A seller needs to find someone who wants a turbo Mooney (challenge in itself compared to competition) that can afford to run a bravo, but can't afford to buy an acclaim (or doesn't want the G1000). This is a fine example of an early M20M and I'm sure it will make a buyer very happy.

It works on my iPad and my iPhone. The gdl39 is a non-factor- I've been able to use the charts disconnected from the cell network both with and without being connected to the gdl39. I agree with Godfather- double check that you have the charts downloaded to the devices. The spotty chart coverage sounds like garmin pilot was displaying cached charts, not downloaded charts.

Seems that way . I'm still surprised so one has a file.

Does anyone happen to have a google sketch-up file of an M20J panel?

Well said Jim. Different perspectives keep life interesting.

Not directed at anyone in particular- I see this as bad form. If you empty the hose, the next buyer pays to fill up the hose, and if he or she doesn't empty the hose, then they're the individuals paying for the gas in your tank. True- the next buyer could choose to empty the hose as well and then they don't get screwed out of the deal- but if you universalize it then no one is in any better position. If everyone empties the hose, then everyone is in exactly the same position as if no one empties the hose. I consider this to be part of the social contract of flying. You can do it, and I assume it's legal, but I don't want to be that guy.

Where?

Want to buy: KX165, 28v with Glideslope. Model number 069-1025-25 came out of the plane, but I understand that there are a few dash numbers that might work as a drop-in replacement. Please let me know if you have anything.

I would accept that limitation in a heartbeat if the FAA allowed me to connect the G5 to the king 150 autopilot. Let the altitude bug trigger the alt pre-select on the 150, even if it doesn't give me vertical speed control.

Try adding the sellers CFI to your insurance and see what they say. Make sure the broker knows that the CFI has instructed in that plane. Just make sure he's someone you can spend a couple of days with.

And sometimes the insurers are nuts. Scott Perdue did my transition training: http://airportjournals.com/mooney-announce-new-record/ The factory threw him the keys to that brand new Acclaim. He's one of those really qualified guys- former F15 pilot and a long flying resume. Owns a stearman and has owned a few bonanzas. They gave me a bunch of trouble adding him to my insurance he first year because he didn't have any J model time. They wanted him to to do a check-out. I pushed back and they relented.