New Member Hello Post!

[professorS]

20 hours ago, WaynePierce said:

If you aren't planning on flying South... way South, quite often you don't need AC. Climb to the desired temperature and enjoy. I'm in Memphis and I have one of the coolers you set in the back seat, or luggage area, it works for taxiing out by if you fly an hour the ice melts.

I bought my J from Jimmy at GMax and I even used his on field guy for my Pre Buy. I have no complaints or regrets on that decision, I also had them do an annual at the time, since it was already apart.

you will certainly be looking at a long body for the speed you are wanting. I plan on 150 knots in my J.

 

I have heard a lot of great things about Jimmy, though I think it is best if I can find as independent of an engineer for prebuy as possible. Of course that’s tough in the world of GA, but being an economist I can help thinking about incentives :p 

[professorS]

On 9/29/2021 at 8:16 AM, GeeBee said:

Are you in the Aero department at Purdue? If not might want to walk over there. Might find a partner or a lead.

I have an Ovation 2GX. I don't have air and I live in GA. Unless you are planning on 30 minute taxi times once you get above 5000 it makes no sense. What I do have and want you really want if you are going to fly IFR in the Great Lakes region is TKS. Yeah you don't go looking for ice, but it will find you and TKS is like a parachute. When you need it, you need it now, and you need a good one. Just last spring I had an un-forecast ice encounter over TN which was a non-event. If you have air and TKS, your useful load suffers beyond usability, so pick one. I will install air if Mooney ever gets around to the gross weight increase they are talking about.

As for what to add to a G1000? As long as it has WAAS or you can get someone to upgrade it (difficult now).....nothing. The G1000 system is rock solid, it does require training. Some people swear by the Synthetic Vision option, I think it is a little gimmicky but to each their own. TAWS is a good upgrade. Some people say get the GFC 700 autopilot, it is nice, I have the S-Tec 55x and I regularly fly to minimums with it. Solid, no problems just a little more temperamental than the GFC 700 but if you are familiar with it, no problem.

Go Boilermakers! (I can say that as an SEC fan) 

 

Totally agree! Boilermakers rock

[professorS]

23 hours ago, ArtVandelay said:

If you can pick your departure times, you don’t need A/C…I live in Florida and never had the need. Remember once you get to 7500’ or above you’ll have cool air.
I personally would not get G1000, which I trained on. The current avionics are so good and gives you lots of options and have been updated with modern technology (ADSB, glide rings, auto glide…)
If I were you I would buy a plane that has everything else and update the avionics.

But what is the reason you would NOT get G1000? I have heard Garmin might be hard to work with when it comes to service and support? Is that the reason? If yes, how do other companies compare?

[Jerry 5TJ]

A turbocharger is a good adjunct to FIKI as a strong climb rate in ice can be a good thing.  
Regularly flying Purdue to Toronto probably calls for FIKI, as you have decided.  
Purdue is not listed an airport of entry, alas, so  although you may fly to Canada your return may be via an AOE.  

[professorS]

20 hours ago, ArtVandelay said:

Because the OP said he’s not going to be flying in the flight levels or anywhere close to it.

This is actually a pretty good discussion: how should I think about the operating/maintenance costs of Acclaim versus Ovation? Is there a reason I should avoid turbo?

Also, in your experience, is it worth (time wise) climbing to FL and hence buying an Acclaim for a ~3 hour flight?

[ArtVandelay]

But what is the reason you would NOT get G1000? I have heard Garmin might be hard to work with when it comes to service and support? Is that the reason? If yes, how do other companies compare?

Because it’s not supported very well, you have to get both Garmin and Mooney to work together to test it, that’s like herding cats. A G500 TXI can do everything a G1000 and more and you eliminate Mooney from the equation.
I would get an Ovation (because I think they have the best looking cowling), and upgrade the panel to make it your own. A G500/GFC500 with GTN 750 Xi and you’ll have all the functionality you could want.

[ArtVandelay]

This is actually a pretty good discussion: how should I think about the operating/maintenance costs of Acclaim versus Ovation? Is there a reason I should avoid turbo?
Also, in your experience, is it worth (time wise) climbing to FL and hence buying an Acclaim for a ~3 hour flight?

Turbo requires extra maintenance ($), and you’ll need to be on Oxygen as well as your passengers. You try it and decide if that’s for you. Remember we’re talking flight levels, others have reported that’s physically tiring. I’ve never flown in the flight levels myself, I’ll let others with extensive experience weigh in.
A normally aspirated plane can still fly fast in the lower teens:

[ZuluZulu]

3 hours ago, professorS said:

Have you heard about Richard Simile? He is currently with a company called Thunderbird, although all the material I can find about him is with Premier? Has he moved on from Premier?

Also, do you know how should I think about differences in operating and maintenance costs of Acclaim versus Ovation/Bravo?

I only dealt with the maintenance side of Premier, so I can't speak to the sales side.  When I was shopping for planes I checked their inventory often and remember always seeing a high percentage of long bodies.  Unfortunately, they were only doing my pre-buy, so I didn't get to deal with Richard.

I can only speak to operating a J.  Your mission sounds like an Ovation/Eagle since you don't seem to need turbo and you also want FIKI, but the people who actually operate the two types will have to fill you in on the details.

[Guest]

7 hours ago, professorS said:

Yes I have seen that one, though having imported my car once to the United States, I worry that it might be an unnecessary hassle to do it with a plane

 

Are there any specific advantages, say in terms of price, to bring an aircraft from Canada rather than buying it here in the US?

I assumed that moving from Canada to the USA you were a Canadian, so owning a Canadian airplane would be simpler.

Clarence

[professorS]

I see. Well, I am currently fully based in the US and only visit Canada occasionally.

[professorS]

7 hours ago, Jerry 5TJ said:

A turbocharger is a good adjunct to FIKI as a strong climb rate in ice can be a good thing.  
Regularly flying Purdue to Toronto probably calls for FIKI, as you have decided.  
Purdue is not listed an airport of entry, alas, so  although you may fly to Canada your return may be via an AOE.  

Yes. I have to stop somewhere along my route. Hopefully they bring customs to Purdue soon.

[ToddCC22]

As an Encore owner myself, Gmax has one for sale that looks to fit your mission. If your willing to wear O2, it should be capable of 180 kts TAS on 10 gal/hr in the low flight levels that is really useful on ~3 hr trips. At that burn rate, fuel load takes up less of your 1070# useful load.
https://www.gmaxamericanaircraft.com/inventory/?/listing/for-sale/208455961/1988-mooney-m20k-encore-piston-single-aircraft?dlr=1&dscompanyid=6946&settingscrmid=614667

[Hank]

1 hour ago, ToddCC22 said:

As an Encore owner myself, Gmax has one for sale that looks to fit your mission. If your willing to wear O2, it should be capable of 180 kts TAS on 10 gal/hr in the low flight levels that is really useful on ~3 hr trips. At that burn rate, fuel load takes up less of your 1070# useful load.
https://www.gmaxamericanaircraft.com/inventory/?/listing/for-sale/208455961/1988-mooney-m20k-encore-piston-single-aircraft?dlr=1&dscompanyid=6946&settingscrmid=614667

I've always thought of the Encore as the ultimate Mooney! There aren't many of them, and they aren't in my airplane acquisition budget . . . .

[carusoam]

Economics of Acclaim vs Ovation…

One has a more expensive exhaust system to maintain…

It affords you the ability to cruise at 65%(or more) bhp in the FLs… great for speed…

Climbing into the FLs probably won’t make economic sense for flights less than 2 hours…

310hp Ovations often travel in the lower O2 levels…

The 310hp engine is a study in the value of excess hp…

Traveling alone the M20Ks are pretty nice…

Traveling with family….  Go Long Body!

For insight to the economics of flying a mid body, TC’d Mooney, we can invite one of our other professors to the discussion… Erik @aviatoreb

 

If you get the chance to speak with Richard Simile about Mooneys… it will be a great conversation…! 

Best regards,

-a-

[aviatoreb]

On 9/30/2021 at 9:10 AM, Jerry 5TJ said:

A turbocharger is a good adjunct to FIKI as a strong climb rate in ice can be a good thing.  
Regularly flying Purdue to Toronto probably calls for FIKI, as you have decided.  
Purdue is not listed an airport of entry, alas, so  although you may fly to Canada your return may be via an AOE.  

That is exactly what I was going to say.  With a turbo charger one has the ability to charge through clouds with authority.  

Flying in and around the Great Lakes area, ice is a possibility for a certain large fraction of the year, even if it is not forecast.  TKS is great to give you something to do to get out of ice - and if you end up in ice - in my opinion that is what you want to do - get out.  Don't hang out in the ice even if you have tks.  The best solution may be to climb, and climb out of the ice layer quickly, and that then makes the turbo the solution to the problem.

[carusoam]

Seriously consider the TC or TN as a safety device to get out of icing conditions…

Not really a challenge for VFR pilots, far enough from large bodies of water…

Once flying in clouds is a norm…. And your clouds are formed over the Great Lakes….  And your flying includes cold days…

 

Ice has a tendency to Rob prop blade efficiency… and wing lift efficiency… while weighing the aircraft down… at an alarming rate…. There are two versions of full anti-ice… TKS, and FIKI TKS…

Added thoughts for selecting the ultimate Mooney…

Best regards,

-a-

[aviatoreb]

5 hours ago, carusoam said:

Seriously consider the TC or TN as a safety device to get out of icing conditions…

Not really a challenge for VFR pilots, far enough from large bodies of water…

Once flying in clouds is a norm…. And your clouds are formed over the Great Lakes….  And your flying includes cold days…

 

Ice has a tendency to Rob prop blade efficiency… and wing lift efficiency… while weighing the aircraft down… at an alarming rate…. There are two versions of full anti-ice… TKS, and FIKI TKS…

Added thoughts for selecting the ultimate Mooney…

Best regards,

-a-

Exactly - I considered a turbo a safety feature to get out of ice if I screw up.  Speed was secondary.  For a little extra speed, honestly I wouldn't bother with the cost, expense, and extra workload of a turbo - although it is nifty having a hot rod - and it is fun to go very fast! - it was thinking of the possibility of ice that got me rolling down this road.  Why don't I fly FIKI?  Because I have no plan to fly in ice.   I avoid ice.  Have I run into ice several times anyway, yes, knock on wood and thank you inadvertent tks and turbo.

I had one very eye opening encounter with unforecast ice about 15 years ago with my then diamond DA40...that was influential to this way of thinking.