gsxrpilot

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Everything posted by gsxrpilot

  1. Yeah, and I've got this little spar corrosion issues slowing me down as well. But the DER has prescribed the first steps and work will commence on Saturday. So fingers crossed...
  2. I was hoping this thread was because you were posting YOUR 337. I'm having the Cies senders installed in my K as well and am hoping you're a little ahead of me and I can just copy your paperwork
  3. The Stec autopilots are based on turn rate whereas the King (KAP/KFC) autopilots are attitude based. That means that the Turn Coordinator drives an Stec while the AI drives a KAP/KFC. Both are good autopilots. The Stec is nice in that it continues to function just fine in the event of a vacuum failure. The Stec30 is the lowish end of the range and is two axis only. But an Altitude hold function can be added which is really nice. It won't capture and descend on an approach though. This works fine with manual trim Mooney's as electric trim is required for altitude preselect functions. The KAP doesn't have a Flight Director function, while the KFC does. Both include an altitude hold feature. With an electric trim Mooney, and the proper Altimeter, an Altitude preselect can also be added that will control climbs and descents, and will capture and descend on an Approach. If you fly a Mooney with Manual trim, I would want an Stec30/alt hold. With an electric trim Mooney, I'd want the KFC with altitude preselect or the Stec 60 with altitude preselect. Personally I wouldn't own a Mooney without one of these autopilots. Finally, GPSS can be added to any of the above and significantly improve the function and usage of the autopilot.
  4. As with any airplane purchase... its always cheaper to buy the plane that has it already, then upgrade later. Selling my C for a 252 was how I got the articulating seats.
  5. It's actually not all that difficult to find nearly every Mooney of a given type, that is for sale in the US. Both times I was a buyer, I made a quick spreadsheet listing every one of them. The last time, searching for a 252, my spreadsheet listed every single 252 for sale, along with features/condition in descending order of importance for me. It wasn't a long list, but long enough get a good handle on asking prices, and available features and conditions. It will also reveal if you can afford the model you're looking for. For example, I flirted with the idea of owning a Bravo, but decided while I could afford the CapEx, I might struggle with the OpEx. I was also briefly dazzled by a 252 with a beautiful interior and paint, but it only had a KAP rather than KFC autopilot and no Alt pre-select. With cash in my pocket, I went to look at two of the planes and made a deal for one of them. Certainly feel free to take all the time you need/want to find the right plane. I think we were all just a bit thrown off by the title of your thread here.
  6. The peak wind gust would only be 18kts of crosswind which is easy in the Mooney.
  7. Yeah, I wouldn't go there... but from NM into DRO would be fine.
  8. I learned to fly and then got checked out in my first Mooney at 5TX0 which is 2600 x 35 and sloped downhill on most days.
  9. Not in a NA Mooney, but probably would have launched in the 252. We'd have been well clear of the rocks at FL240. But then probably not with the wife and the dog.
  10. I like your requirements list. And if I were you, I'd take my $45K and go buy the nicest C you can. You should be able to find one that ticks all those boxes. I'm sure a partnership would be nice, but it's also nice to have the plane all to yourself, and not have to get anyone else's agreement for anything.
  11. KHYI has 6330, 5601, and 5214. Speed is anything below gear speed for the short body I'm landing next to. But we usually shoot for 90 knots/104 mph over the numbers. If single ship, I might occasionally use flaps and come in nice and slow, but then it's a drive to the first taxi way.
  12. Maybe you're looking for a unicorn that doesn't exist. There have been several Mooney's bought and sold in the time you've been looking. I sold one and bought one myself. And there are several active threads of scheduled deliveries, transition training going on, etc. I will give you that a few of the stories have been of disaster with horrible annuals following less then effective pre-buy's. So you're right to be discriminating. But the good one's won't sit and will command a premium price.
  13. Speed is only important if you're short on runway. We land Mooney's all the time at 90 knots over the numbers. Again, assuming you've got the runway, throttle to idle, put it down in ground effect and hold it off until it quits flying. Even a bounce is no issue, just continue to fly it down the runway until it quits flying. You'll grease it on every time. Come ride along with any of us in the Texas Wing if you'd like to see it work. Sent from my iPad using Tapatalk
  14. TSIO360MB Continental... Cold start - Hold primer in for 5 seconds. Release and start. Hot start - Hold primer until sound change, (think Doppler effect), usually about 5 to 8 seconds. Release and start.
  15. @"Chocks" might give you better information. He keeps an E there. But it's really pretty simple going into Exec. You can either call up Austin Approach 119.0 and talk to them until they hand you over to CTAF, or skip Approach and just treat it like any other un-towered field. There really isn't anything in the area, if you're looking for food, etc.
  16. No, the Stratus 2 is typically just on a suction mount on the window, or sitting on the glare shield. It doesn't really integrate with the ESG any more than the Stratus 2 will integrate with the KT 74. I've previously been using the GTX 330ES for ADSB out with the Stratus 2 and ForeFlight for ADSB in on the iPad Mini. That would be the same as you would get with a Stratus 2 + ESG or Stratus 2 + KT 74.
  17. "Total time: 182.8 hrs, total time in type: 70.1" It's amazing how quickly the hours start adding up when you own your own plane. :-)
  18. As much as it pains me to post this... http://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20C&listing_id=2250965&s-type=aircraft this one would make a really good parts plane. I'm not sure what it will go for, but if you really want to fix up a C. This one has all the speed mods including gap seals, 201 wing tips, 201 windshield, cowl, fairings, etc. There are also some nice instruments that go with it including a 530W, GMA340, GTX330ES, HSI, Primary and Electric Standby Attitude Indicators, Stec30/altitude autopilot, and GEM G2 with all the options. And last but not least, the leather wrapped, Ovation style yokes with thick wall shafts.
  19. @Zwaustin I need to hit you up for a ride sometime.
  20. I'm interested in your rolling window shades... do you have an Amazon link or something?
  21. Here's what I don't like about the all-in-one ADSB solutions like the GTX345, Stratus ESG, Lynx NGT9000, etc. ADSB requires a WAAS GPS source. But a WAAS GPS source can provide more than just ADSB compliance. It can also provide LPV capability. A transponder with built-in WAAS will only get you ADSB but no LPV. Whereas a WAAS GPS can provide both LPV and the WAAS signal for a less expensive transponder for ADSB. If you get WAAS built-into your transponder, you'll have to add a second WAAS source if you ever add a GPS with LPV capability. I just think if I'm going to all the trouble to add a WAAS antenna on the outside of the airplane, I'd like to get both ADSB and LPV capabilities out of it. So for my money, a used GNS430 WAAS along with a used GTX330ES, is the most value for money giving you both ADSB and LPV. Personally, I'm in the process of an IFD540 and AXP322 upgrade which will also do both ADSB and LPV.
  22. Here's a very simple and maybe counterintuitive formula for getting a good deal on an airplane. Choose a model that you like. Buy the most expensive example of that model. If you can't afford the most expensive example, choose a different model. While overly simplistic, it is somewhat true. I'd fine tune this formula by saying to buy the best condition, best equipped, best panel, best engine, etc that you can find in the model you're after. Do that and 2 years down the road, you'll realize you got the best deal.
  23. That's awesome!!! It's definitely a bucket list airport for me.
  24. The procedure described by @Greg_D is exactly what is taught at the APS class. I follow the same procedure on all long cross country flights. There shouldn't be anything scary about doing mag checks in flight, at altitude, even if you discover a dead mag and the engine consequently stops. There also shouldn't be any fear of running a tank dry at altitude. If you know and understand how the engine works, how the fuel flows, etc, it's a very simple and safe procedure. I do it at the top of descent. In the C that was anywhere between 8K and 13K feet. In the 252 it's usually somewhere between 12K and 24K ft. I would think that the pilot population would have a higher than average concentration of people driven by reason and science rather than fear, emotion, and superstition. After all it's physics and math that allows us to fly in the first place. But unfortunately many of us learned to fly from very talented instructors, but then never got the detail instructions on engine management. The APS class is enjoyable for many reasons, and certainly not the least because of all the myths, old wives tales, and just bad information that is exposed, dispelled and otherwise debunked. Especially for those of us who are driven by reason and science, it's nice to actually know and understand... which is something that most CFI's can't provide... out of no fault of their own... they didn't get it from their CFI.
  25. My first Mooney had a 530 in it. It was very stressful the first few times and I watched lots of videos trying to learn how to use it. But it turns out its pretty easy and you'll love having the unit. On and BTW... it's your airplane, so you can most certainly get the hours in.