gsxrpilot

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Everything posted by gsxrpilot

  1. The 252 is finally in the avionics shop. It's getting a single Aspen panel, and I'll likely remove as much of the vacuum system as possible, while still retaining my vacuum speed breaks. I'm right now trying to decide on a suitable electric AI option to back up the Aspen.
  2. Speed brakes out and nose pointed at the ground, sheds altitude quickly in my 252 without crossing the red line. Then level off and slow to gear speed. Drop the gear and push it over to hold the 140.
  3. It sure looks like it would be a project. Assuming you're not an A&P yourself, expect to purchase for $20K put $50K into fixing it up and then you'll have a nice $40K M20C. Of course, it might be absolutely pristine under all that dirt, but it's not likely.
  4. Mike, you're just being silly here. Ken is spot on and has the long list of airplane deals to back it up.
  5. I'll agree with Ken as well but I think it's probably just semantics. The smart person buying an airplane will have a proper PPI done. Just as Ken has described. But at the same time, assuming the shop is advised in advance, if the PPI is successful and ownership of the plane changes hands, then before the plane is closed back up, it often makes sense to ask the shop to continue to a full annual. This likely saves half the expense of annual and can make timing and financial sense.
  6. Exactly my recommendation as well. Get a medical then start taking lessons. Reevaluate after first solo. Reevaluate again after cross country solo's. If you're hooked... then start shopping.
  7. +1 for Jimmy and David. Even if you don't buy from them, don't buy a Mooney until you've talked with them and see what they have for sale. It will give you a better sense of the market.
  8. So here's a guy with moneys to spend, he wants to spend it on aviation, he wants to ultimately own his own airplane... And here is a bunch of airplane owners trying to talk him out of it. No wonder GA is in trouble. Are you all the same bunch trying to shut down the airport in Santa Monica? Geeees..... All I'll say is that flying is the best thing I've spent money on in many years... and I spend a fair amount of it.
  9. It's difficult to say anything that wasn't already quite eloquently explained by @carusoam. But has the offer been accepted? If I was the seller, before we'd even talk about who was doing the PPI, I'd have to accept the offer. Also, there would have to be a deposit made, and a contract signed. If the "low ball" offer isn't accepted, then there isn't anything further to talk about. Compression can be checked by any A&P anywhere. Also, compression isn't an airworthy item unless it's severely low. Usually a contract to buy pending a PPI would only void if there are Airworthy issues discovered that the seller won't pay to fix. Have you seen the airplane in person yet? Again as the seller, I probably wouldn't talk seriously unless you came and looked at the plane and offered me a cash deposit. Just my $0.02. BTW... I'm in Texas and happy to discuss further privately if you like...
  10. "No damage history" will cut you out of a lot of really good Mooney's out there. I would expect that most Mooney's have been gear-up'ed at least once. But if repaired correctly, there shouldn't be anything to fear.
  11. Isn't there are FIKI Encore for sale in Oregon right now? I might be mistaken or it might have been sold.
  12. No offense Roger, but the same argument can be made for staying on the ground period. Small airplanes are dangerous in clear VFR conditions, they are also dangerous in IMC, at night, over water, over mountains, over cities, and in icing conditions. Feel free to stay home if you like. But there are many on this forum with lots of experience flying FIKI Mooney's and using them very safely and effectively.
  13. Yes, when I bought my C, I immediately installed a G2 engine analyzer. I logged many hours giving all my attention to that analyzer while the autopilot did the flying. I consistently had one hot cylinder (it would hover between 390 and 410) no matter what I did. I worked on the dog house, baffles, etc. I also couldn't go lean without the engine stumbling. This means that at least one cylinder is too lean while at least one other is still on the rich side of peak. I tried carb heat, and various throttle/mixture/prop combinations. I detail my final solution in this thread.
  14. I've had it explained two different and conflicting ways to me. But from personal experience and 400 hours behind an O360, the best way for me to balance the temps, and therefore fuel flow between all four cylinders, was to back off the enrichment circuit. At WOT, my temps were widely different, and I couldn't go LOP without roughness. Backing off the throttle, as much as possible but without moving the MP needle, the CHT's are much closer together and I could go LOP without any roughness. I was told countless times that a carby engine wouldn't run LOP. And I found that to be true... until I learned how to back the carb off the enrichment circuit. Then it ran LOP just fine.
  15. Tempest Fine wires are the hot ticket. Expensive, but worth it.
  16. I was told the same thing... But I wouldn't trade my 252 for anything but a 252 Encore. Going high and fast is addictive. It might have something to do with the lack of O2, but I'm not sure.
  17. I believe he means that going down to the local FBO and renting an airplane is fine for those times when you need one for a specific purpose. But it's just too expensive and not practical for either travel or just scratching the flying itch. And I've actually never owned a CBR Yamaha's, Suzuki's, KTM's, BMW's, but never a Honda.
  18. My C was all out of rig when I got it as well. A short stay with Don Maxwell, sorted out the rigging and added quite a few knots to the top speed.
  19. Hi Tiger, The O360 is a really easy engine to run and manage. And you've got a good engine monitor in the G1. So you're all set. My method was to always run WOT but just off the enrichment circuit as you said. At 7500' you're not making enough MP to hurt the engine in anyway. So lean as much as you like. When you want to go fast, you'll generally be up high, around 7500' or higher. Just run WOT and lean as you like. Down low, say below 4000' you typically won't want to be going so fast, and so pull back the throttle to around 23" and again lean as you like. On the odd chance that you're gonna be low, but need to be fast. (I raced my C in a Sportsman Air Race once and never went over 1500') I just run full rich and full throttle. I regularly ran my C between 10,500 and 13,500 crossing the country. WOT and leaned back to 7.5 gph. I would get 155 TAS and an easy 5+ hours of range with IFR reserves. BTW... in the descent, I'd leave the throttle, mixture, prop, all where they were for cruise and push the nose over with trim. Just keep the ASI needle from crossing the red line and get back all the time you spent in the climb. Just know it's gonna take quite a few miles to slow down after leveling off. Enjoy that bird...
  20. Better then a Poodle is a Labradoodle... same high IQ, doesn't shed, but much more mellow and doesn't ever require sedation. Ours is relaxed enough to lay down in the back while wearing her O2 mask.
  21. m-20f

    Love the carpet in the hangar!
  22. We live in Austin and regularly go to Dallas to see family and friends, and for business. It's a 3 hour drive. Since getting the Mooney, my wife won't drive to Dallas period. 3 hours in a car in I35 traffic. Or 1 hour in the plane with the autopilot doing all the work?
  23. I think you're gonna want an autopilot... and a GPS. But otherwise it looks good and hope it comes up clean for you.
  24. Back on the topic... I used to fly a Bonanza F33A. It was a nightmare to keep in CG. It had lots of UL, but as you burned off fuel, the CG would move and you'd be in trouble trying to land. Frankly the UL was UseLess not Useful Load. Then I got an M20C. I flew it at gross weight all the time and couldn't figure out any way to get it out of CG. If I could get it in the door, we were fine. Now I have a 252 and it's definitely UL challenged. If I fill the tanks, it's a two seater. But I've never had an issue with CG. Therefore it's easy to load. Just watch the max weight. I like the W&B feature in ForeFlight as well as Aviation W&B app on my iPhone. And that's all I know about that.
  25. Hahahah... auto correct? "HD a ,Padilla get pro lemon"