m20flyer

I just put an EDM700 with FF into a Bonanza. Expect 10-12hrs of labor on an EDM700, fewer if the mechanic has done a few of them. It's not too bad. If you get the FF feature your IA will need to fab two fuel line segments to accommodate the FF transducer. This isn't a big deal, just know that you'll need to find a home for the transducer that gives enough space upstream and downstream of the transducer (mine is on top of the engine). Your questions: 1 - 10-12hrs 2 - GET THE FF! The EDM700 FF feature comes with a totalizer (I think any FF feature will include a totalizer) 3 - I got a used EDM700 with six EGT+CHT probes with the fuel transducer for < $2000. It works very well. 3a - Get four EGTs and four CHTs. 4 - You can remove and reuse the probes.

Why buy a sports car when all that money could go to a second airplane?

Interesting F model. The SE states get me thinking about corrosion but it might be worth investigating. It's only averaged 27hrs a year since 1992; 39/yr since last overhaul in 1996. That's a lot of sitting in a humid climate. It looks like it was in Illinois until about 2001 when it moved to Georgia. Those nav/comms are great as long as they send and receive. I have the same nav/comms now and have no plans to ever replace them (super cheap to replace if they break). Does the Loran come with a disco ball? The ADF is a so-what, for sure. Excellent advice and I agree wholeheartedly that an airplane should be nearer to the bottom of the list. 1 is done 2 is planned and budgeted 3 is done, but it's a small place 4 is solid; career growth planned and supported by the powers that be 5 is owned outright with a small payment on a second. We'll keep both until they just stop running. 6 is up to date and sufficient 7 is planned but will be reassessed when we get there. Both of our immediate families are 30 mins away, which helps 8 is a want, not a need. We both "want" and "can" now. 9 is a must if you have an 8. At least covered parking. 10 is subject to the max contribution limit. I'm leaning away from a 403b based on advice I've received from financial specialists 11 is a problem. She is a vintage Mustang fan and we don't really want a beach house. What's the alternative method of compliance?! The advice I've received here has me rethinking the partnership. Finding someone with a mission similar to mine who flies about 50-70 hrs/yr would be OK. That would put 100-150hrs a year on the plane which would keep it healthy and we'd still have access to a good XC machine.

Engine is about 1350 smoh in 1998 or so. Prop is a 3-blade with 600ish since 2006 or so. One thing led to another and I ended replacing the lifters during the annual. It has zero internal corrosion and the cams are in great shape. Cyls are original with decent compressions. I'm confident the bottom end will run well past TBO and I expect that the top will last a few hundred as well. I bought it with the expectation that I'd be overhauling at some point. Fortunately, it looks like I'll do that later than sooner...we'll see. As far as the MX contacts go I'm in pretty good shape. Having more contacts is always better, of course. I see your point. As far as playing well with others...maybe you're right. I don't know that jumping into an aircraft partnership is the best way to go about learning those skills, though. What do you mean by "getting off the merry go round?" I'm coming to terms with the idea that a partnership merits reconsideration. It could be a good thing with the right partner. Thank you for the replies.

I'm looking at the E series 35s and early 33s. I don't have any brand loyalty.

All of the responses are helpful! I'm getting a better idea of where the Mooney market sits. I'd join a club if I could be guaranteed reliable access to a respectable XC machine. I would join "Group 3" of this club today if I lived in the area: http://www.lostnation.com/aircraft.php I'll look into selling a kidney.

I agree the kid(s) will be expensive but we've planned for it. The reason for the sale is to round out our down payment on a new home. Selling the Bonanza will push us well beyond the 20% threshold in our price range. I agree that keeping the devil you know is ALWAYS favorable to buying a whole new devil. I've seen enough partnerships go south to have the idea scare me and can just visualize may partner skidding down the runway on the belly or telling me to go pound sand when a major repair is necessary. I've considered selling the Bonanza now and I will certainly sell it before buying again. I'm just trying to figure out how much a workable replacement will cost. So, my wish list will cost >$45k. That's great feedback! Thank you! If I give up the O&N, back off the GPSS (retain a working 2-axis), and tolerate a high time engine (OH fund is already banked), where would you put my chances? EDIT - REPLY TO N601RX (BELOW) and CARUSOAM (above) N601RX - Good point. Speed mods aren't required but I'll certainly take what I can get. The big ones are the cowl and the w/s. CARUSOAM - Thanks for the lesson. The wife loves the plane and hates to see the Bonanza go. I'm actually the one pushing for the "resource reallocation." We're looking for a cheaper plane precisely for the reasons you've listed. The possibility of a C is very real if we can't find an F that fits the bill. We're going to have tall a kid (she's 6'0", I'm 6'3") so leg room really isn't an optional item. The legroom problem is years off, but that leads us back to the "the devil you know" saying. Her family is familiar with light planes. Edited to remove the first paragraph. It came across as aggressive and that's not what I was going for...sorry.

Here's my situation... I am the happy owner of a 1976 V35B. It is an all around wonderful airplane. It's powerful, it's comfortable, it has a good CG (important in the V-tails), I've just done a lot of preventative MX, and it has a working IFR panel though it's a little dated (Collins stack w/dual GS; Apollo GX50 map; stec 30 with alt and GPSS; EDM700 w/gamis). Despite my current ride, I am a Mooney fanatic. I have many hours in a M20F (full 201 conversion) with manual gear/flaps and I loved it. The systems are stone simple. In my book it's one of the best designs out there. Oh...and the IO-360 is bulletproof. Also, there are only four cylinders to top, not six! The wife has decided that starting a family and finding a good house is more important than having an airplane. I'm inclined to agree. I can make the whole thing work if I can find a suitable replacement aircraft for ~$40k, $45k max. Insurance mins aren't an issue. The first piece of advice has been "get a partner." This isn't going to happen. It's an all-or-nothing prospect for me. I can see way too many pitfalls in an aircraft partnership and I'm not willing to take that kind of risk. The second piece of advice has been "rent." This makes the most financial sense. Unfortunately, I'm irrational when it comes to plane ownership. Being able to roll it out and blast off when ever we want is part of the appeal of aircraft ownership. We budget for the fixed expenses and plan for the "worst cases" so plane ownership is more of a lifestyle thing for us. We're willing to give up elsewhere to own. My question is this: Is it reasonable to think I can buy a... a 1967 or 1968 M20F, with manual gear & flaps with a GPS tied to a 2 axis AP with GPSS (preferably an Stec30), with a mid time engine and AD-free prop, with O&N bladders, with a fair-to-good interior and 50' paint, with all logs (old DH with good repairs is acceptable), and a dry climate history with no/minimal corrosion... ...for $40k-$45k? Nav/Comms don't matter to me. In fact, I prefer older radios because (a) they don't break and (b ) if they do, replacements only cost a few hundred bucks. King stack would be nice but isn't a must-have. A waas GPS may be worth paying a little more for but it's not a requirement either. How much does SB208 compliance cost? That would have to happen as part of the pre-buy.

I didn't buy it. It would have been more of a compromise than I'm willing to make. Still lookin'...

Why a "no-buy?"

Prebuy/annual is through Premier in FL. Engine inspection by Mattituck, no new case. Bladders appeal to me becuase they already have the 64gal fittings installed and they're relatively new. Given what's on the market, it doesn't seem like a bad deal. I'm not too worried about the GPS since I carry an iPad with charting software. I did my CFI in an F model (full 201 conv) with no fewer than six G/Us on it and it flew straight and FAST!!! I'm chalking this up to first time buyer nerves. Thanks, yet again, for the input!

Hi, Me again. Did a forum search on damage v. price and couldn't find an answer... Plane is advertised as having had one gear up. Digging thorugh the 337s, I found another entry in 1973 indicating a second g/u incident ("replaced belly skins", "replaced gear doors"). Given that the damage is nearly 40 years old, what would you expect the price impact be...if any? The deal: -Manual 1968 F -300smoh (Columbia Reman in 2004; Mattituck inspection post gear up in '08; not OH) -155 on new Hartzell scimitar prop (gear up, 2008) -Stec50 -Shadin FF/digital tach -Bladders (2003), 201 exhaust, one piece belly, one piece w/s (not 201) -KX155s, one G/S -Mid/High $40Ks

Dunno. I sent them an email.

I've lined everything up with Ray. Seemes like a decent place but I haven't read many reviews.

I'm thinking about having Premier (FXE) annual/prebuy an F model at the end of the month and want to get some input. They're an MSC, sure, but are they any good? Cost is less important then quality in this case. I've been quoted a figure, added ~$500 to it, and it seems reasonable for a "name brand" shop. Routine MX will be done by local (and very competent) A&P IAs. About the plane: Manual F Bladders 201 gear doors/exhaust/one-piece belly Gear up with engine inspection by Mattituck "Latest and greatest" Hartzell prop Also, what does it cost to rent a two man inflatable raft and where can you get them? Toying with the idea of crossing a portion of the gulf. I think reason will prevail, however. Thanks!