Flymu2

Price? Useful load?

Is Mooney manufacturing/selling new airplanes?

I would recommend caution with this plane. The registration expired a year ago, so it hasn't flown for at least that long. There has to be a reason why the registration wasn't renewed. This information is available on Flightaware and the FAA web site. The equipment is nice, but, in this market, I'm suspicious that the price is artificially low. None of the other planes of similar vintage and times have nearly the equipment this one does and are priced the same or higher. That discrepancy should wave a red flag. Full disclosure - I have been interested in this plane also. I have tried to make contact with the seller without success. Another point of caution.

Times for airframe and engine?

How about a picture of the interior and panel?

I saw a 231 on its belly with the prop blades curled at HPN yesterday. Does anyone know what happened?

Thanks for the tip. I'll give Don a call.

I'm in New York. Would like to get eyes on an M20C that's based at M17, just north of Springfield MO. Willing to pay expenses and time. Thanks.

A new one for $1500. That was the only solution for me about 9 years ago.

Picture of the panel? Which airport are you based at? I'm at HPN.

There’s a ‘62 C with no engine listed on Trade-a-plane.

Beautiful panel. Which shop did the work.? How much did changing to the flat six pack panel add to the cost? How long was your down time?

Is there an option to convert to 200 hp if one decides to overhaul the engine?

A lot of Savvy customers own a Cirrus, so they have a large base and significant experience with that brand. I'm guessing less so with Mooney. I used Savvy when I owned a Cirrus and it worked out very well. I especially like their Savvy Analysis. With that, oil analysis, and borescopes I felt I was minimizing the chances of an unexpected engine failure.

I'm guessing dual turbos. From the outside they look like the shell of a snail.

The Barnstormers ad is dead. Can you post here or put a new ad on Barnstormers? Thanks..

You won't find one for sale that has everything. You have to decide what's most important to you for the plane to have, then compromise on the other stuff. Also, you have to look at what value the stuff you add has. For example, avionics make a plane easier to sell, but don't add a lot of value. Engines, paint and interior generally add value to the plane somewhat commensurate with what they cost. Remember, though, that every make and model has a "ceiling" price, above which it makes more sense to consider other more expensive but less well equipped models. Another thing that most people don't consider is the down time it takes to do upgrades. Months of insurance, hangar, and annual cost while the plane is in the shop are a significant expense, given that you can't use the plane. Finally, the real value in upgrades is the enjoyment of the new stuff. If you wait to do upgrades, that's that much less time you get to enjoy them before it's time to sell. If you buy a plane with the intent to upgrade, it's better to do it sooner than later. You have to figure that into the price of the plane. That's why it's always best to find a plane that's as close as possible to what you want in terms of equipment. It will be more expensive, but always less than what it would cost in both time and money to do upgrades.

Are they available? What category can they be registered in in the US? Available as a kit for US? These planes are great, but our regulations don’t allow them to be imported except as kits. Same with Pipistrel. Very attractive, but a real PIA legally.

I fly a TBM 850, essentially the same as Steveo. There are A, B, and C inspections. The big one is the C. The basic C inspection is about 30K, plus items to fix. A's and B's run about 10k and 20k respectively. Then there are calendar items - prop every 6 yrs at 20K, oxygen masks at 6yrs at I think 10-12K, gear actuators at 10 yrs about 40K, low pressure fuel pump and vertical stabilizer inspections at 10 yrs (don't know the prices for those), other stuff that I'm not remembering. It can be eye watering, but then again 300 kts at FL300 is eye watering too. All depends on how much you have "the need for speed".

If only

I agree. We are, however, at the mercy of the one company that makes TEL. If something happens to it we're SOL. I think also that we're not entirely politically impotent. Most of the training fleet uses 100LL. Absent COVID there will be strong demand for trainers. Are they all going to change suddenly to diesel or Rotax? Also, all those engines are manufactured outside the US. Consider Cape Air and some of the small cargo feeders. We may be small, but can still be significant.

It’s not about money for me. It’s about reliability and maintainability. Also, sooner or later unleaded fuel will be required. Hopefully there will be a fuel available to meet that requirement.

Forgot about the ethanol problem. It’s hard to find ethanol free mogas. What spurred my question was Mike Busch’s recent EAA video about sticking exhaust valves. It would be really nice not to have lead in our fuel, but it hasn’t been easy to work that out.

Is there an STC for it for any Mooney? How does one get the mogas to the plane? Bring it in cans onto the airport (I’m imagining regulatory problems with that) or fly to places that have it (not many, I’m told).?

I had one fail on an Eagle a few years ago. Tried in vain to find one other than new. Finally had to cave and buy new. $1500 plus install :-(