AndyFromCB

I ordered some canon plugs and wired them to mooney pin layout. This allows to me trouble shoot quickly and I will never be stuck somewhere as I have spare PP VR in my side pocket ready to go into action if ever needed...

I stepped down one notch and installed a guy over me to whom I actually answer when it comes to 95% of business. Clearly defined boundaries and very few things I can veto. I make a very incompetent manager. Most people don't have that option and it's sad. And most people would be happier stepping back down to their last point of happiness and productivity without their perks being cut. I like to design, code and sell. I hate minutia of maintenance and day to day operations...

Don't forget another $15K for instrument/servo overhaul, bet you that autopilot doesn't track worth shit right now...

No, But you're looking at it the wrong way. Most of the $230K planes have issues too. If you can talk this one down to $110, you can have a perfect bird from the point of view of reliability. But like I said, it will take time…I all depends of what you value. My Bravo is ultra reliable now, but I bought it for the airframe mostly. It took me almost a year to make it perfect. I'm going to be $50K in the hole if I sell it.

A few? I live by the 85% rule…As in 85% in all professionals need to go…At the very least, need to step down one notch…The entire world is run by people promoted to the point of incompetence…then they just stay there...

One, are you sure your voltage regulator is broken? What's the symptoms? Two, if it is, send it to Maxwell. He made mine brand new for $250…It is made by Zephtronics which happens to be across the field from him ;-) ​Third option, of course, much cheaper than others, is to simply drill open the box (rivets), trace the wires and replace the board with Plane Power board. Not exactly STC/PMA, but who is to know otherwise...

So if you have the time and can get the plane for 100 grand you can build yourself a perfect ovation for another 100 grand but it will take time

Yeap, about what I said without seeing the plane. All the usual suspects...

BTW, that's a Hartzell prop on that Ovation, which is a major plus as well...

You're going to need that CPO ;-)

I used to think that way, but I see a lot of used cars advertised for what I can get a new one from internet sales/fleet manager. My last two purchases ended up somewhere in the 10K under MSRP with minimal pain. Trick is to always find high volume dealers. RAM dealer I got the truck from moves about 1000 of them a month. $46K sticker for $35K, Subaru was $39K sticker for $31K, dealer moves about 700 a month. For the BMW, it was a dealer demo, 4,000 miles or so, $10K under the sticker, too. He moves a ton of BMWs. Only the RAM purchase was in town. Subaru came from Denver, BMW from KC. Almost new used doesn't make much sense unless you're looking at MSRP and buying from a salesman.

Ok, Having have bought a bird with about the same total time and a tad more upgrades, here are my two cents: be ready to blow thru $20K to $30K or so getting it back in tip top shape mechanically without any engine work. I'd look over the logbooks and search for the following: -HSI overhaul (both the head and gyro) -FD overhaul -servos -autopilot head -oxygen system (a ton on mooneys out there flying with 'place carded' tanks and regulators that have never seen overhaul) -speed brakes -all kinds of little rod end fittings (these add up quickly) -TKS Generally the fire sale priced aircraft have suffered for a few years from much delayed maintenance. People just accept things not working properly trying to pinch pennies.

Anthony, Do you have KAP or KFC? Does it have preselect?

KFC 150 is a wonderful, wonderful autopilot, the 75% of the time it works, that is. But let's not forget that to overhaul the whole damn thing is close to $12.5K for servos and heads and another who knows much much for either FD and HSI or a new glass panel to feed it info. And based on my logbooks, every 600 hours or so, a component will break down and you will cut a check between $2500 to $3000. Why is it called Charlie weight?

Which S-Tec? Even the lowly 30 when combined with GPSS will do just fine. And the nice thing about S-Tec unlike all the King autopilots, is that they just work without milking you $2500 at a time here and there...Granted no vertical modes. I put about 400 hours of all kinds of flying on a s-tec 30 with GPSS and it never let me down. If it has the 55X then it's about as good of an autopilot as they come, other than Garmin's GFC...

Eagle did have less insulation and soundproofing. Which is not a bad thing. Look at the useful loads. The Eagle I was looking at, before buying the Bravo had 1040 useful with FIKI TKS installed. Rudder trim is a must but was available aftermarket so Mooney can probably still make you a kit.

All it tells me is people have been inventing imaginary "mooney" problems, the worst being mooney owners. Going to find some winds and runways this weekend and shoot a video. All landings will be full flap, there will be no side load on the gear, and I'll perform a miracle called crab and kick with utmost precision. Up until I read this thread, I did not realize you can land any other way in crosswind. Silly me walking around all these years not realizing I'm a super pilot. Flaps exist for a reason. Landings. Crosswind, upwind, downwind, doesn't matter. Slower you touch down, the safer the entire operation. Landing in a 35knot direct crosswind in a light single should be considered an emergency and not something to be bragged about by our esteemed instructor. Were there no other airports around?

Doesn't Popeye know about trim. It moves at about the same speed as flaps. Flap switch up, trim switch down. Amazing how well it works.

You're not going to float a long time with that much headwind. Robs you of energy pretty quickly vs a calm wind day due to much lower ground speed/inertia.

Quote from another controller, on another forum, confirming what I heard from my single serving drinking friend: Every new technology that comes about they always say it will make the NAS more efficient by letting them cut the space between aircraft. It never happens. Airplanes are already as close as they're going to get. On a dry runway you are going to need a minimum 2.5 miles between jets. That's an absolute bare minimum and everything has to go right. That also does not allow for any departures. You'll need 5-6 miles in trail for that. That also assumes no extra miles for wake turbulence. Right now all aircraft following a heavy or B757 require extra miles. All jets that are smalls require extra miles not only behind heavys but the larges as well. You want to increase system capacity? Simple, build runways.

No, you provided features, not benefits. Features that accomplish nothing for anyone. Reducing separation from 5 to 3 miles outside of terminal areas accomplishes nothing. Same with expanded radar coverage in lower 48. It expands radar coverage where no IFR flights exist. And understanding the technology, I will keep my XM. When terminal areas get busy, bandwidth on UAT becomes limited. Terminal areas get busy when you most likely need updated weather. It's a broken POS and was a broken POS from start.

You might work traffic all day, but you still have not pointed out a single benefit. It's not about the 3 or 4 grand. It's about 30 year technology, taking 20 years to implement, that offers no benefits what so ever to anyone and costing billions and billions. It's about FAA's inability to pull anything off. The systems running amazon's warehouses are considerably more complicated than keeping 4000 or so aircraft apart. It's a total joke.

You're selling features, not benefits which is typical of people promoting new technology. You again failed to show how it will benefit anyone. Once again, correct me if I am wrong, but never once in my entire flying career have I "run of airspace" outside of terminal area. It simply does not happen. I have however "run out of airspace" in terminal areas and was placed in a hold. Since it does nothing for where we are already short on airspace, it does nothing to alleviate congestion, other than theoretical congestion outside of terminal areas that does not currently exist. Also, there is no such thing as being outside of radar coverage in lower 48 as far as congestion and airlines are concerned. Radar coverage does not matter for low flying VFR aircraft. All IFR aircraft are already within radar coverage unless we're doing about some backwood areas that might experience 3 IFR flights a week. It solves another problem that does not exist.

This has more to do with trans ocean navigation than anything else. Does not affect 99.9999% of GA aircraft. Turboed mooneys already need a 1090 transponder anyway.

Well, then correct me. Just spent some quality time discussing this with Chicago approach controller. Cannot get them any closer together and it nothing to do with radar limitations. It's called wake turbulence…At both midway and o'hare they are already landing them as closely together as they can, which is only 2 minutes apart. ADS-B will improve nothing there. Nothing else matters. Spacing on final approach has already reached its physical limits as is and no amount of gadgets will improve it. Reduced aircraft separation in terminal areas is a pipe dream. Outside of terminal areas, space is essentially unlimited, especially with direct routing. Tell me again how ADS-B will prevent one super-heavy from flipping another heavy on final?