smccray

Everything in my life is for sale but my wife, my daughter, and my dogs. I might be willing to negotiate a bit on my wife.

Hi guys- sorry I didn't respond sooner Stephen- I'm not watching this as close as I was. I'll send you both PMs. Anticipate moving to a HP single still tbd. Something with AC.

Doesn't look like a good price to me. It looks like a fantastic platform to build what would be a very special plane, but it certainly doesn't look cheap. Paint: $15K? Interior: $10K? Engine: $40K? (including all the accessories, tubes, etc) Panel: ??? Assuming King AI/HSI you'll need/want an overhaul- $5K- Other deferred maintenance: $10K? a lot more? At that point the plane is worth what- $80-90K? No IFR GPS, no engine monitor... assuming the rest of the panel is original (or near original)? This looks like a opportunity to create an incredible J model- if you wanted to build a very special plane I would look at this as the perfect canvas assuming the airframe is solid. It's not an opportunity to get into an inexpensive J.

Interesting discussion. I've heard the discussion about not performing forward slips in a Mooney, and I've also heard that it's primarily long bodies. I didn't know... I ended up developing a different strategy early in my Mooney training to loose altitude if I'm high, and I've never had to do a forward slip (and not because my approaches are always perfect). If I slow my J down below 80 kias with full flaps and I pull the power; the plane quickly compensates for an approach that is too high. I've never been in a position where I didn't recognize that I was too high so late that this approach couldn't' compensate for the approach, but I do fly into long runways. I prefer keeping my speed up and slowing down late to 70kias over the numbers.

There's only one problem with a partnership- how do you get out of it. If you're stuck selling a share of an airplane to a third party, then you have a very narrow market that you can sell to. If there are other ways to trigger either a dissolution of the partnership to sell the plane, or a way to force the other co-owners to buy you out, then it's a lot easier. If there's some way to give you the ability to get out, then I wouldn't have any concern with the co-ownership deal for a plane. At the same time, you have to be willing to grant your co-owners the same right to get out and burden you as the owner left behind owning a lot more airplane. If you can afford the plane on your own but the partnership exists to reduce the cost, that's great. If you do the co-ownership deal to dramatically stretch what you can afford and the other owners are doing the same, if one of the owners ends up with financial constraints it's a recipe for trouble. One thing I've seen discussed elsewhere for a 2 owner deal and one wants to get out: one owner picks the price and the he second chooses if s/he is buying at that price or selling at that price.

Yes- it has been a few years ... and we all know Al Gore invented the internet!!!

Have the brits caught up to the French yet? The last time I took the Chunnel train we went three times as fast in frog land.

Edit- bumping this old post- wife is on board with an upgrade- new plane identified. She’ll be gone within 90 days. Reason for sale: Moving Up Standby for photos- having trouble uploading- see the link below. Photos and Logs: https://www.dropbox.com/sh/a46rrdso559k9pl/AABdv7OZuPdZtpUydYPkd1OUa?dl=0 Thanks for looking. PM, email (my screen name @ gmail) or phone <number removed> Scott Edit: Off market until next spring. If you're looking let me know. The good: Don Maxwell maintained 1024 lbs of useful load with an increased 2900lb gross weight; Full fuel is 640 lbs. You'll be hard pressed to find more useful load in a Mooney (3 people plus light bags is easily doable) At gross weight, I flight plan 150 ktas on ~8.8 gph LOP in cruise. I generally see slightly higher than 150 ktas in cruise at full gross GMA340 GNS480 King 165 GTX327 JPI 830 Panel Mount ready for your 796 wired into the GNS480 Paint and Interior are decent- it needs some touch up paint and a good detail inside, but above average. 28v electrical system A3B6 engine (Separate slick mags instead of the problematic bendix dual mag) Concord sealed battery, Ignition system redone in the last 36 months (mags, leads, and ~a year on new tempest firewire plugs). Battery just replaced in 11/2016 Compressions all over 70 with normal oil consumption TTAF: 5100 hrs (hobbs time since 1000 hrs) TSMOH: 1300 (this is hobbs time measured by an oil pressure switch added, not the squat switch normally found on Mooneys- comparable time is probably 10-15% less) The bad Wing Skin replaced in 1988-89 timeframe by the Mooney factory Gear Up 1988-89- was 2 engines ago and it's had 25 annuals since it occurred Some very minor hail damage on the empennage. You won't see it in pictures or in person unless you look close but it will show up on a pre-buy. Missing a static wick on the left wing- will be replaced at annual in 2 weeks Found some characteristic blue staining on the bottom of the right wing; DMax will evaluate the leak when she goes in for annual.

I'll be making the trip in my bird from Dallas before the end of November. I could use a ride back- any chance you can make the trip a few days earlier? I can't go 12/1- plane turns into a pumpkin on 11/30.

Fixed gear Mooney- that has to be a rare bird- I thought all or nearly all of them were converted!

Get the PPI from someone who knows Mooneys A short story- I had an issue with a loose piece of sheet metal that connects the bottom of the cowling to the fuselage- no big deal right? Just a few rivets completed by an IA that was buys with a staff of 2 or 3 mechanics and took care of everything from a Cub to a King Air- he was a busy mechanic and enough pilots had confidence in his work. He annualled at least 2 Mooneys I was aware of, so he was at least somewhat familiar with the type. The problem? Mechanic used the wrong type of rivets which actually wore a whole on the front of nose gear doors which ultimately resulted in a replacement of the gear doors. Translation- make sure the mechanic taking care of the plane knows the type. I still use a local mechanic for little things and oil changes if I don't do them, but the big stuff goes to Longview. You're going to pay one way or anther anyway- may as well bite the bullet and avoid the headache. There were a number of issues with my plane when I bought it that were deferred and all fixed when I took it to a knowledgeable mechanic (DMax). There's enough risk when buying a 30+ year old plane- buy one that has been maintained by a known entity. Another example- the nose gear is very strong as it's built and I've heard that some mechanics might sign off on an annual even if the nose gear tubes are out of spec. That's an expensive miss if you get stuck with it. If you do- buy the Laser upgrade that substantially reduces the risk of future issues with the nose gear assembly. I'm fortunate that the prior owner made that upgrade to my plane :).

On the M20M I don't think the issue is depreciation as much as declining value. There's no question that the Bravonis a very capable airplane- the problem is that at the prices advertised on controller are pretty crazy. There are a couple airplanes that have been on the market for over a year- only one reason why you can't sell a well advertised airplane in 90 days.

1987 M20J 205 with 1024 useful load. That's @ the upgraded 2900 gross weight. The 205 is the early model of the 2900 lb J models.

Shut down. What are you interested in and I'll point you in the right direction. Supplier was Cramer decker medical- they have an industrial decision as well if the parts aren't available in the medical catalog.

Agree- and nothing that I'm aware of would preclude you from putting the G5/ D10 in the top row center position of the 6 pack and moving the KI-256 to the bottom row left position. The G5/ D10 provides the ball, and you have 2 attitude indicators. Do I have that wrong? The added benefit is that there's clearly a trend towards allowing these instruments to grow in their capabilities although the path forward isn't clear. There has to be some future here but we'll see what it is... Biggest difference I see is that the Dynon displays heading from a magnetometer. The Garmin displays GPS ground track- there isn't a magnetometer available.

With that caveat... I bought a 205 primarily for 2 reasons- it had all the upgrades from the early J models, and as one of the first airplanes that qualified for the gross weight increase it gives me a useful load over 1000 lbs. '84-'86 you get the upgrades without the useful load. If you get into the 90's J models they generally come with a higher price. The late 80s is a real sweet spot.

Get 'em checked boys. Catch it early. My father in law caught reasonably early at 52, cancer tested non-aggressive, and he chose treatment instead of a prostatectomy. Now at only age 63 he's stage 4 without any more options. They're trying a few things but it's all experimental at this point. Last PSA test was 677 with cancer detected in the bones. Don't mean to bring down the mood, but he's only 63.

If you can't figure it out send it to me tomorrow. My user name at gmail.

There's a website where you can design the shirt then people can buy from "you" via the site- shipped directly from the site to the buyer. You can do men's and women's shirts, as well as youth, sweatshirts... Whatever. quick google search- customink.com? I need to keep looking. Edit- this is what I was thinking about- https://teespring.com/about

I'm in!

I hear those units suck....

Hopefully that capability will give Dynon something to announce before Oshkosh!!!!

I see a steal frame that might be a good spot to connect a few straps...

Have you run a LOP mag check? I'm betting on an ignition issue. I had a mag die in flight after chasing a couple ignition problems. I IRAN'd the mags and still had problems. The leads tested okay but the A&P said he thought it was the leads. I took a flyer and replaced them....issue solved. Not sure about this- is it worth it to run a gami lean test running on one mag?

Only problem is fuel burn. @ 30 GPH, the fuel capacity in the M20R/TN won't last very long. Mooney lists an optional 100 gallon capacity, but with reserves that doesn't give you much fuel, nor does it give you much useful load after you add fuel and a pilot. Isn't the Acclaim still the fastest single engine piston aircraft?