gjkirsch

Everyone has their own (financial) pain threshold. I try and look at the purchase in relation to the market and can I sell it at some point if I wanted to. The plane is cheap enough that it might be worth a very intensive inspection and some repairs and still be ok from a market value standpoint. It has a waas GPS, decent autopilot, standby vacuum and the paint and interior look usable. You typically won't find that and a low time airframe and engine at this asking price.

I agree with an earlier comment that 110K is way under market and something must be wrong. I know the market has been soft but that has to be 50K to 60K low. Ovations have held up better than most and it is one of the preferred model Mooneys.

I would think that about 170 knots at 10,000 feet to 195 knots at 20,000 feet buring 13.5 GPH would be in the ballpark

They are selling both the original stratus and stratus 2 on sporty's now. The original is listed at $699 and the 2 at $899. The original now shows that it includes traffic

Talked to Sporty's about a trade up program for the original stratus to stratus 2, no plans right now. They did say however, that a software upgrade to the original stratus is about to be released that adds traffic

Make me an offer for my original stratus!

You focus exclusively on the turbo, what about two alternators, batteries, vacuum pumps, and TKS which were all part of my response. How many J's out there with that equipment? Why don't you go pull alternator failures or check for crashes after icing up. If I am over the north Atlantic 500nm from land, I will be in my Bravo. As I said, I maintain it life my life depends on it and change components on hours and not wait till failure. My plane is posted, you can see the equipment, and pictures from the last annual. Couldn't seem to find pictures of yours.

4 turbo planes over the last 20 years and zero turbo failures. 500nm from land, I'll take my Bravo any day and be there in a little over 2 hours. I maintain my plane like my life depends on it. I will never get the mpg of a J but my Bravo gives more options to get out of trouble than any J out there. TKS, long range fuel, two batteries, two alternators, two vacuum pumps, oxygen, 25,000 foot ceiling......in the middle of the night over the North Atlantic 500nm from land.....easy decision

I went to sheble aviation for a 10 day course almost 20 years ago. I only needed to take a week off work since they work 7 days a week. The biggest mistake I made was going in early summer were you could only fly in the morning because of the heat and termals that developed by noon and made it pratically impossible to hold altitude. At the time, they would train you in either your plane or theirs. http://shebleaviation.com/

Flying at FL210 above icing at 205 knots true........priceless

I find it difficult to believe there are still planes out there that have not been converted. The cost was largely underwritten many years ago. I have to believe that you are looking at something around $20K. If it has the original avionics, then add $10K for a bear bones waas gps, need an engine analyzer, add 3K, how about dumping the unreliable and costly engine driven back up vacuum? Add another $3K. The good news, is if you do the wet head conversion, you will probably get to TBO on the engine.

273 Knots level at 19,000 feet 30"/2400 rpm fuel at 19.7 GPH

Assuming both the 231 and 252 are stock models, the 252 is going to be faster above 14,000 feet due to the design of the turbocharger and wastegate. The 231 power curve begins dropping off at 14,000 feet the 252 does not begin to drop off until 24,000 feet. Depending on the year, there are also various airframe tweaks that can add a few knots between certain year 231's and 252's. I owned a couple of 231's over the years and test flew the 252. I would think that 10 to 15 knots in real life would be a realistic difference in the mid teens. Mooney claimed a 21 MPH difference.

the 231 was produced from 1979 to 1985 and then the 252 started in 1986. Model years 1984 and 1985 had enclosed wheel fairings that are supposed to be worth a few knots and you may find a KFC150 with preselect for the autopilot. If I recall correctly, the back seats were the new design that split, reclined, and were removable.

Skynewbie It would help if you define your mission and budget. How far do you plan to fly and with how many people? What are the sizes of the pilot and passengers? Is known icing protection important? How high are you willing to fly? The planes you list, depending on age and condition go from $125K to well over $500K and carry realistically 2 to 5 people (I know they have more seats). The Bravo is the fastest, then the 252, then probably the 36TC the Socata and Cirrus are probably about the same. Gordon

I currently have the 480 with a MX 20 having had a 430 in the last plane. As others have said, I found the 430 easier to use initially but now really appreciate the 480. It is a box that was way ahead of it's time when it was introduced. I can't comment on the new Garmin or Avydine offerings. I found another pilot on the field that had one and spent some time getting me up to speed and then got a user friendly manual at Oshkosh a few years ago. Right now, it does everything I need.

Gary I do not know what model Mooney you are starting with or what your personal longer term plans are for your flying. Is the plane all you could ever want and are keeping it forever (at least 5 years anyhow) or are you already thinking in the next couple of years I want a whatever? As we all know, these planes are not cheap and you may be upgrading the best deal the next guy got.

It may be wishful thinking! Maybe the ones priced at market sold and the ones above still show for sale. I saw a 2005 Ovation with TKS and low time offered for $269K just the other day. I thought that it was $60K under market at the time but maybe it is priced at market.

Looks like almost 1200NM with the highest enroute altitude of about 14000 feet. Winds are typically against the route. The plane will climb high enough but I do not think you can carry enough fuel to go non stop. Certainly with a stop or two and don't forget the oxygen.

Jeff I have a FIKI approved system and never have a problem keeping ice off the plane. That said, I am conservative and use it for climbing into either clear air or air to cold for ice to form and then descending back through to land. I would take it over boots any day of the week. As far as value, buy a plane with it installed. It costs about $50K to get a new install and only holds from $10K to $20K (inadvertant versus known ice install) in a resale. I live in Michigan, it is a must have here. If I lived in Florida and flew mostly in the South I think AC would be more important. Gordon

Jeff I really like the looks and capability of the G1000 and GFC autopilot. I have been told it is a $10K upgrade to WAAS. I have also been told that there are a number of other expensive requirements every annual, that if all true would make me question the value. If I was looking for an Ovation, I would probably look for a good deal on a low time older model and up;grade it with the 310 HP mod and prop and just go with a upgraded garmin 430 or 530 until I needed to do something with the panel and then look at the Aspen. I have a Bravo with a 480 (WAAS already) with a KFC 150 and it intercepts and flies approaches just fine.. For my type of flying it does everything I need. I have flown with a stec 55 in the past and it was similiar with possibly even lower maintenance Regardless, welcome to the Mooney side of the world! Gordon

M20M 175 knots to 205 Knots depending on altitude burning 19.5 GPH. I know the cost per hour and do not like to think about it.

If I recall correctly, the maintenance on the Beech was reportedly very high, the Piaggio is expensive upfront and running right into the jet market, the last is an experimental that you build or buy something someone else built. There are a lot of expermintal planes in the market with a canard. There was even a 182 mod that included a canard that was modestly successful but cost to much for the benefit

I have the aero-tow 200. It is just OK on dry pavement but not great in snow or on wet surfaces. The batteries last a couple of years and cost less the $100 to replace. Like the rest, I have an incline and a ridge right at the edge of the hanger that is a struggle when the plane is full of fuel. I think you should consider your operating environement and the weight of your particular plane. I have long range fuel and TKS, so when it is all near full, the plane is heavy. I would be better off with the lawn tractor or EZ40 option. If the plane was lighter, I lived in the south, or the incline was modest, my current option may be fine.

I am not going to second guess anyone's decision concerning taking off over gross weight. If you take off in a Bravo right at gross weight, you are already above the maximum landing weight by 168 pounds. I have been told that the gear will not pass the drop test at the maximum take off weight. So, I assume that as long as you don't bounce down the runway landing, you probably won't do any damage. I think all the Bravo owners know that the plane will still climb well with about anything you can jam in it. Someone can probably comment on ferry flights to Australia taking off 1000 lbs over gross. Just remember that every time you take off outside what the manufacturer approves, you are now a test pilot.