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Along the idea of rental, look around for a club with 6 seaters. A friend is in a club in MSP area that has several 210s. Also, ask around to see if anyone around you has a 6 seater that would consider some sort of lease/rental/partnership.

It is no different than anyone selling any owned business, a partner selling out of a partnership they founded (or maybe even has their name on it) or a group of majority shareholders agreeing to a takeover. You no longer control. You no longer have a say. It is out of your hands. You take the money, walk away and don't look back.

I was in a partnership on an early 2003 Meridian with the gross weight increase. I loved the pressurization and the reliability of a turbine, but with the range and figuring in a needed fuel stop on the Meridian, a Mooney Bravo or Mooney Acclaim with Monroy tanks, or a Piper Mirage (M350) with long range tanks will sometimes beat the Meridian to destination. Obviously comfort is greater in a turbine pressurized airplane. Everything is a trade-off in aviation.

A good friend of mine—Chief Pilot on a G550—is looking for a partnership opportunity in the PBI/F45 area. He’s a sharp, highly experienced pilot: meticulous, knowledgeable. He’s seeking either a partnership or a dry lease arrangement for any solid cross-country-capable aircraft. If you know of anything available or are interested in discussing possibilities, feel free to reach out.

Our 2025 Schedule is set. We are intentionally keeping class sizes small to customize the learning experience. All simulator time is on a sate-of-the-art Redbird Flight simulator. Our schedule has been updated throughout the year with our last addition,in the month of October. As well a product developed between the partnership of Redbird Flight Simulations and Right Seat Ready! will be debuted in July. [at Airventure ] That way Right Seat Ready! is delivered in the comfort of your own home using a Redbird desktop simulator. 2025 * February 14-15: ACI Jet, San Luis Obispo CA [KSBP] * March 14-15: EAA Pilot Proficiency Center, Oshkosh Wisconsin** * May 2-3: Beech Proficiency Clinic PPC, Oshkosh WI REGISTRATION on BPT site * June 27-28: Redbird Headquarters, Kyle,Texas * July 24-25: AirVenture, Pilot Proficiency Center, Oshkosh Wisconsin * August 22-23- AOPA/Avemco Headquarters, Frederick Maryland * September 26—27 ACE Education Center, Lakeland Florida** * October 24-25, ACI Jet, San Luis Obispo, CA [KSBP] **= Pilot Plus One SeminarPilot Plus One is a two-day conference which has a left-seat pilot track, Right Seat Ready!, joint seminars, door prizes, time in the Redbird and social events. We will be at AOPA/Avemco headquarters in Frederick, MD August 22-23 and in Lakeland Florida at the ACE in September 26–27. RSR Premiere Sponsor: Avemco Insurance Headset Sponsor: Lightspeed Aviation Pricing: $249 RSR or Pilot Plus One Single ticket $498 Pilot Plus One Couple tickets

Broken gear switches like this are not unheard of. We added a member to our airplane partnership many years ago who managed to snap the switch off on his initial training flight, just like is shown in the OP's photo. Yes, the damage occurred because he didn't fully understand the pull-out-to-unlock mechanism of the switch, and broke it while trying to raise the landing gear (which fortunately resulted in the gear remaining in the down and locked position). But he's not the first person to break a Mooney gear switch, and I think it's likely the switch shaft gets fatigued over time even in normal operations. I'm sure someone will argue the switch lasts indefinitely with gentle use. But I think it's fair to criticize the design. The fact there have been multiple incidents of switches breaking is a legitimate design issue. Other gear switches in other aircraft are considerably more robust, albeit at the expense of being larger and heavier.

I have a Mooney M20K 252TSE in great condition. I would be interested in discussing a partnership.

I’m looking for a capital partnership in NW Georgia. I’m open to new acquisitions with even stakes or buying a minority share. All options are on the table. I’ve mostly been looking at J’s and K’s but everything that floats my boat, sinks my bank account. I’m thinking it’s time to find someone else to share the pain with. In order of personal preference, based solely on commute time to airport, desired home bases are: KCNI Canton - Cherokee County KVPC Cartersville - Bartow County RYY McCollum - Cobb County CZL Calhoun - Gordon County JZP Jasper - Pickens County I’m on everyone’s hangar waiting list, but you know how that goes. Target buy-in of $100-$150 should net a nice bird. I’m here, call me. If I’ve left out any necessary information, please let me know so I can fix that.

I’m the sole member of my LLC owned F. Great plane with about as much upgrades as one wants to put into an F. Well equipped, well maintained, and low time engine & prop (< 600 hours). My retirement date of 2026 might slide left to 2025 and when that happens I plan on sliding into a home based 135 carrier. When I bought the Mooney, I knew this was a possibility, so the LLC was a kind of preemptive step towards a small 3-4 pilot partnership. I’ve got a pretty good bead on my fixed costs, but as I entertain the idea with some known interested parties, I’d like to have a good-ish ballpark on the hourly mechanic reserves. I’m coming up with about $45 an hour looking primarily at the engine & prop. If I add avionics reserves into that (and there’s really nothing needed now), somewhere about $55 per hour. For those that have experienced IO-360 Mooneys in a similar situation, does this seem about right? Did you find it smarter to separate the avionics as a separate reserve based upon the partnership group desires and just focus on the power plant? We’d fund an initial reserve as part of the buy in. I’m going to look at third as a partnership of friends (those interested are coworkers or friends). Common sense folks that’ll treat this like their own plane. Open to any lessons learned & advice. Lastly, is 3-4 the magic number of partners?

There is a 2007 Cirrus SR22TN available for partnership at KPMP. Original owner, well maintained plane, less than 250 hours since Tornado Alley engine overhaul. 210 knots at FL200 gets you places in a hurry.

For a lot of people, aircraft ownership is effectively a social club in addition to actually using the thing. They like hanging out at the airport FBO or cafe, watching students work the traffic pattern, eating doughnuts and chewing the fat at the hangar owners meetings, etc. Sure, they could do those things without owning an airplane, but ownership gives it a certain weight and cache'. Then as folks age, it's often more and more difficult to go flying for a number of reasons, while the cost and time sink of keeping the airplane airworthy increases. But if you give up on the flying and the airworthiness, the cost of staying in the social club becomes mostly fixed, relatively small, and is already baked into the retirement budget. Every "club" has members like this, e.g. people who drive their golf cart to the 19th hole cafe every other day but haven't played a round in years. People who are still flying find this sad, and lament seeing formerly airworthy airplanes rot on the ramp, with all purchase and partnership offers rejected. To the extent you think of an airplane as a living object to be loved, I get it. But in reality, it's just a machine, and it's really no one's place to tell the owner different as long as they're keeping up with hangar/tie down fees and taxes It's no more or less sad than Grandma's mostly unused fine china ultimately going in the dumpster, or being sold for a dollar a plate at an estate sale.

Hi Everyone. Looking for a partnership for an M20J or Bravo. I am base in Toronto. Preferred 50/50 but 1/3rd would consider as well.

I moved to Pompano Beach, Florida over 6 months ago. Had to sell my Comanche for the move. I now fly for work, but miss flying for fun. Looking to partner with someone to purchase an M20E, F, G, or J or buy half any airplane from someone that already owns one based in the Fort Lauderdale area (PMP. FXE, HWO, etc.) I have had partnerships in three airplanes previously (Grumman Traveler, Beech Bonanza and a Piper Comanche) and I have over 1600 hrs, Commercial and Instrument ratings. Looking for a good cross county bird for the Mrs. and me that I can dote over. I'd appreciate any leads. Thanks Erik

Good Evening, first post, new member, excited to join the Mooney Family! Quick intro and background: My name is Travis and I just finished my PPL and IR last year, started in January 24 and passed my instrument ride right before Christmas, all in a rented 172 out KGVL. I've got right at 150 hours and I'm ready to buy my first plane and looking closely at Mooney's especially J models. My mission is regional flights for fun and business around the SE, maintaining instrument currency/proficiency, and sharing the joy of flight. I have a wife and 3 kids, 11,8,1; I really wanted a 6 place to take family trips, but I can't justify the acquisition cost, maintenance and operating costs on the 6 place planes I was looking at (A36, 210, 206). After an honest conversation with my family, I don't think we'll be taking too many family trips until I've got more time, finances, and our youngest is old enough to travel. So, the compromise is a 4 place for now with the goal of building time/experience to transition to an A36 at some point and the M20 E,F,J models seem to be the best value and lowest ownership costs I have found. To top it off, my Dad was in a club out of PDK in the 90's and my earliest flights with him were in an M20J and I've always loved the lines on a Mooney! I did all of my IR training in a G1000 172 and my PPL was behind Dual G5's, GNX-375 and a GFC-500. I'm looking for a J model with at least dual G5s and a GFC-500, but planning to upgrade whatever I find with a decent suite of modern Garmin avionics. Questions: Should I engage a broker to help me find and purchase my first plane? Any recommendations in North Georgia/Atlanta Area? How should I initiate this process now that I have decided to buy? If given the choice, would you rather find the perfect airframe, power plant, or avionics? What is the order of priority and why? What upgrade is easier/quicker to complete; a panel upgrade or an engine/prop overhaul? As I compare different planes, I'm trying to normalize the pricing by budgeting for panel upgrades, engine/prop overhaul, interior upgrades and paint. I've done some research and found some rough numbers, please let me know if I'm off base, and let me know how I should be comparing prices from plane to plane. Engine Overhaul: $40K for reman engine plus $20K for install/consumables/unforeseens - $60K total Prop Overhaul: $20K for new prop or $5K for overhaul including governor Avionics: $75-100K, varies widely, based on my goal for a 10" G3X w/ EIS, GI-275 Backup, GTN-750xi, GTN-650xi, GMA-350, GTX-345, GFC-500 Interior: $10-15K for seats, carpets and refresh on the plastics Paint: $20K for strip and repaint I've read many people recommend finding a mechanic before you buy a plane, any recommendations for Mooney A&Ps in the North Georgia/Atlanta Area? Lastly - if you know of anyone with a J model in North Georgia looking to sell, take on a new partner, or form a partnership, please let me know! I'm not on Facebook or social media, but if there's value to networking please let me know what FB groups I should be looking into. Thanks in advance for all the help, looking foward to learning from this community! Travis Benton, KGVL Gainesville, GA

RESPONSES IN ALL CAPS BELOW Should I engage a broker to help me find and purchase my first plane? Any recommendations in North Georgia/Atlanta Area? How should I initiate this process now that I have decided to buy? [NO! USE THE STANDARD LISTING SERVICES PLUS WORD OF MOUTH/INTERNET, INCLUDING WTB IN FOR SALE SECTION HERE, OWNERS OF SHOPS THAT SEE A LOT OF MOONEYS] If given the choice, would you rather find the perfect airframe, power plant, or avionics? What is the order of priority and why? What upgrade is easier/quicker to complete; a panel upgrade or an engine/prop overhaul? [AIRFRAME FIRST - NO SUCH THING AS PERFECT BUT MAKE DEAD CERTAIN NO CORROSION OF SPAR OR STEEL CAGE, THEN ENGINE - PRIORITY IS WHATEVER ENGINE IT HAS IS APPROPRIATELY PRICED FOR AGE/CONDITION, THEN AVIONICS - GREAT AVIONICS SAVE YOU A TON OF MONEY IN LONG TERM BUT ARE HARD TO FIND] As I compare different planes, I'm trying to normalize the pricing by budgeting for panel upgrades, engine/prop overhaul, interior upgrades and paint. I've done some research and found some rough numbers, please let me know if I'm off base, and let me know how I should be comparing prices from plane to plane. Engine Overhaul: $40K for reman engine plus $20K for install/consumables/unforeseens - $60K total [40K IS LOW THESE DAYS. FORGET FACTORY REMAN - WILL WAIT FOR YEARS. WANT GOOD OVERHAUL] Prop Overhaul: $20K for new prop or $5K for overhaul including governor [A BIT LOW - MORE LIKE 7+AMU] Avionics: $75-100K, varies widely, based on my goal for a 10" G3X w/ EIS, GI-275 Backup, GTN-750xi, GTN-650xi, GMA-350, GTX-345, GFC-500 [LOW - REMEMBER INSTALL COSTS CAN EXCEED THE HARDWARE COST] Interior: $10-15K for seats, carpets and refresh on the plastics [BALLPARK YES] Paint: $20K for strip and repaint [BALLPARK YES] I've read many people recommend finding a mechanic before you buy a plane, any recommendations for Mooney A&Ps in the North Georgia/Atlanta Area? [COLE AVIATION DALTON GEORGIA IS THE BEST MOONEY SHOP IN THAT AREA BY FAR] Lastly - if you know of anyone with a J model in North Georgia looking to sell, take on a new partner, or form a partnership, please let me know! I'm not on Facebook or social media, but if there's value to networking please let me know what FB groups I should be looking into. [AM NO HELP HERE. REMEMBER A PARTNERSHIP IS LIKE A MARRIAGE SO IT HELPS TO KNOW THE PERSON WELL AND TRUST THEM]

Lots of moving parts, take your time talk to people, kick some tires, Jimmy Garrison at GmaxAmerican and Richard Similie at Thunderbird are excellent resources, they sell airplanes for a living, while you are kicking tires sniff around in your area for partnership opportunities and develop a budget, my hunch is flying a J model 100h per year is $30-40k depending where you live and how much you pump into avionics and other upgrades, the journey is the destination

There are a couple issues here and I will be direct. "I have a wife and 3 kids, 11,8,1; I really wanted a 6 place to take family trips, but I can't justify the acquisition cost, maintenance and operating costs on the 6 place planes I was looking at (A36, 210, 206). Then you really need to look for a 6-place plane. Look for a partnership to split the cost in half. You also don't need to have a A36, 210, 206 - you can fly a family hauler like a Piper Saratoga or Dakota The years will fly by (no pun) as you "build time" and the kids will be 15, 12 and 5 before you know it. The idea that they are going to fit in a Mooney with you and your wife is just not realistic. "After an honest conversation with my family, I don't think we'll be taking too many family trips until I've got more time, finances, and our youngest is old enough to travel." "Honest" and "don't think we'll be taking too many family trips" - is there any concern by your family about the risk of flying with you "unitl you have more time/experience"? This can be circular and self-defeating. If you don't have a plane that your growing family can fly with you on trips, then you are never going to take trips with your family. If you never take family trips then this is just a toy for you. Who exactly are you " and sharing the joy of flight" with if you buy a Mooney? Remember that you can easily be spending $15-19K/yr fixed coast and never even fly your plane - ($6K/yr for a hangar, $4k/yr for insurance, $4-8++K/yr for Annual, $1K/yr for data plans and apps). The variable cost of flying is on top of that. Some families are ok with that kind of spending and the kind of time you will have to devote to it being for you as your hobby. And let's be clear, there is no way a plane can be economically justified over other forms of travel unless you put a whopping value on your time. Remember the time spent on the actual flight may be shorter than other options but you have to spend a lot of flying time staying sharp, current - if your hangar is distant then a lot of time commuting to it and maybe a lot of time working on the plane. But if the entire family is with you using it, then it has a lot more value and the time and cost better justified.

Looking for 1-4 partners on my plane. The plane is great for cross country flying. PM me for details. Depending on interest, I'd like to meet any interested pilots out at KHEG to view the plane. Minimum flight time, ratings and Mooney-specific experience preferred. Let's discuss! 90k/60k/45k/36k buy-in, depending on the number of partners. Total partnership value 180k (will have aircraft appraised as part of partnership formation. Also willing to sell the plane for same price. 1985 Mooney M20K 305 Rocket - N58089 (serial 25-0872) Total Time Airframe: 4800 Engine 305HP Continental IO-520 Turbocharged six cylinders SMOH: 600 (1600 TBO) Overhauled by Poplar Grove Aviation, IL Prop: McCauley 3 blade 500 SMOH Onboard oxygen system Modifications: Rocket modification increases GW to 3200lb Useful load 969lb Precise Flight Speed Brakes Monroy Long Range Tanks Reiff engine preheater installed 2022 Avionics/Radios: GNX-375 WAAS GPS (ADSB in/out compliant) w/ extra data card All new com/nav/ics installed 2022: PMA8000-G ICS, GNC 255 Nav/Comm, GTR 200 comm GI-275 engine monitor (replaces all primary engine instruments) installed 2022 $30k+ panel upgrades (see pics) - This is where I spent the bulk of my effort/time/money while owning the plane for the last 2.5 years KFC-150 autopilot with K297B altitude preselect - plane is prewired for G3X; ready for G500 autopilot upgrade Extras: personalized chocks, tiedowns, aircraft cover Savvy Aviation maintenance concierge plan + breakdown assistance; just renewed 10/2023 Garmin Foreflight subscription US/Canada; just renewed 11/2023 Currently tied down at KHEG. Possible hangar lease available at KSSO more pics and e-logs available on request

Hard to believe it's been almost 5 years since the beginning of this thread. Our partnership has been using the original silicone mat purchased by Paul the entire time, with no issues. My PIREP below should be taken with a grain of salt, though, as our paint was terrible 5 years ago, and remains terrible today. We're cheap that way. The mat does appear to wrinkle just a little if you spill more than a drop or two of 100LL on it, and I was originally concerned this meant the 100LL was attacking the material and would eventually degrade it. But if you simply wait for the fuel drips to evaporate, the mat goes back to its original shape, and there is no evidence of the material breaking down over the years. I've stopped worrying about it. Note that I have no data on G100UL, as we don't fly anywhere it's available at this time. I do wish the mat was just a little longer on the long side, because with the hole for the fuel port cut as close as is reasonable to one edge, it doesn't quite hang over the leading edge of the wing when placed. This means that while fueling, the fuel hose still rubs directly on the leading edge of the wing, unless you specifically support it with a second hand. But the hose itself is rubber (or some rubber-like compound), and seems unlikely to damage paint, even if you have a nice paint job. The mat definitely protects the wing against accidental dings with the fuel nozzle itself. My favorite thing about the mat is just that it provides a place to set the Shaw cap (with all its scrapey appendages) while fueling. I no longer worry about it sliding off in a breeze or after being bumped, and further scraping up our dime store paint job. Worth it for that alone. As for Paul, I've visited with him recently, and he's well as you might expect. I helped him get a commercial certificate, CFI, and multi rating over the past few years. He recently sold his 252, and is on to other flying adventures, with two taildraggers in his hangar. He's actively using his certificates to teach and ferry airplanes, and I suspect he'll always be involved with the Mooney community, despite (for now) not being a Mooney owner.

My J was in a partnership back in the 90’s. One of the partners, attempting to be helpful, filled the brake fluid reservoir. Unfortunately, he filled it with DOT automotive brake fluid. It turned the fluid in the system to gel and one of the brakes failed when landing. Luckily they didn’t wreck the plane but overhauling the entire brake system was expensive and the partners were upset.

What happened with the outcome of this? I am looking in the same area. Recent commercial pilot cert working on multi but looking to build 300 hours or so and would love to join a partnership or start one. I have been looking in the 110,000-150,000 range with $120,000 or so being a sweet spot for what I would like avionics wise.

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Our M20F has ram air, and it's benefit is higher than the M20J due the less optimal induction path with the older cowl. If I'm paying close attention, I can see just under 1" of MP increase by opening the ram air door at varying altitudes. However, the resultant change in cruise speed and/or climb rate is negligible - basically too small to see. The "benefit" is so uninteresting that everyone in the partnership quit fiddling with the ram air control a long time ago. All it seems to do is present an opportunity to forget to close it toward the end of the flight, and thereby ingest unfiltered air into the engine during descent. It also causes us occasional maintenance grief when the rubber seal on the door dries out, or the cable needs to be lubricated, or the warning annunciator circuit gets out of whack. We maintain the system because we want everything on the airplane to work as designed, but if someone offered free parts and labor, we wouldn't hesitate to have it deleted. The benefit with the M20J cowl is even less than on older models, which is why the factory deleted the feature in later years.

I'll try to get a data point on this when we have our tanks resealed in February, but it'll just be one data point. We're a good poster child, though, because the fueling policy in our partnership is to fill to the tabs (not full) after each flight, and it's been that way for 20 years. That means we have two decades worth of having the bottom portion of the tank full of fuel almost all the time, and the top inch or two almost always dry. We have several seeps on the bottom of the wings, and I know both tops seep a bit (right worse than left) if you fill the tanks and let the airplane sit an hour or more. Our airplane is hangared, so we don't have the effect of sun heating the top half of the wings with air in the top half of the tanks. But if being immersed in fuel vs. not really makes a difference, I can't think of a much better candidate for a data point than our airplane. If there's a difference and it's visible, we ought to be able to see it.

As @hubcap mentioned, they were ruled unconstitutional in Missouri. I haven’t seen new legislation yet, but they’ll need to do something to address the constitutional problems with taking pictures of a license plate. No idea whether there is a public/private partnership involved. Ref: https://www.courts.mo.gov/file.jsp?id=90869