gsxrpilot

Once I'm dead, I'm fine with an alligator or any other creature making use of my corpse. Much cheaper than spending heaps of money on funeral, burial, casket, or even cremation. The family can have a wake/celebration of life/or whatever they like. It won't bother me one way or the other

@Bob_Belville your whole panel is "non-standard"

It's very unlikely that GAMI's would make any difference in your temps. But you should do GAMI lean test to see how well your injectors are balanced now, and that will tell you if you'd benefit from GAMI's. You can even send the results to GAMI and they'll tell you. They won't sell you injectors if you don't need them. And often we don't need them.

Does anyone agree that it's easier to get in and out of the Left seat, than the Right, in our Mooneys?

Exactly the same thing.

I'd kick that can down the road and get yourself an engine monitor.

When are you flying home? I've got a KT76A you could have really cheap... but I'm not at home in Austin.

Nope, you're not. I actually think you did pretty well. The plane seems like it needs a few things, but you paid appropriately considering.

The specific EGT numbers are meaningless. The only way EGT matters is +/- peak. As you only have one EGT probe, you really have no way to determine peak. So you might as well ignore the EGT gauge. Leveled out in cruise, make sure you're at 65% power or less. Then lean to whatever you like. You can lean for best power, speed, fuel flow, etc. At 65% power or less, you can't hurt the engine. Fly high enough that even full throttle is 65% power or less. Get an engine monitor ASAP. Learn to use it. The hours you'll add and the fuel you'll save will more than pay for the engine monitor. Insight G2, JPI EDM-900, or EI MVP-50 are the three you should be looking at. Choose the one that fits your budget best.

Truth!

I won't disagree with you. But my point is still valid that you want a pre-buy from someone who knows Mooneys. I've met and spoken with A&P's who claim to know Mooneys but really know them just as another light single engine piston. There are plenty of stories on this forum, (I've got a list) of buyers who took their Mooney to the "local guy who really knows his stuff", for the prebuy. And then all kinds of Mooney specific stuff was missed. Take Don Maxwell on the other hand, I'm pretty sure he can watch you land and taxi up and have enough information to fill out the paperwork. He knows exactly what to look for and which models are susceptible to what maladies and where to check. Of course after you've bought a few Mooneys, you might get away with having pretty much any A&P do the pre-buy as long as you're there to make sure they check the stuff that should be checked.

You're exactly right about the cost of the money. And that figured into my calculations. I figured that the $2000 per year was the true cost to own and fly a 252 above the cost to own and fly a 231. I'm not borrowing the money but pulling it from investments costs the same. It might actually be cheaper if I borrowed the money. But I sleep better knowing I didn't. Sent from my iPad using Tapatalk

I'd actually like to have an MU2... with a pair of Garrett's that I certainly can't afford to feed or maintain. As I evaluate the budget for airplane ownership, there are two distinct categories, CapEx and OpEx. I briefly looked at Bravos as the CapEx (purchase price) was in my budget. But I decided the OpEx of a Bravo which includes fuel, oil, annuals, and engine fund, etc, exceeded my budget and was significantly higher than a M20K. And of course, the OpEx of an Acclaim or the MU2 is even higher. When comparing the 231, 252/Encore, the OpEx is virtually the same and only the CapEx is different. So it was an easy decision to make to spend the extra CapEx to get the best possible plane without moving up into the next OpEx category. And with the better resale value of the 252's, the CapEx is actually reduced and the ability to upgrade the 252 to an Encore will improve the CapEx number even further. Just my $0.02 on how I arrived at the decision on the 252.

Buyers of Mooneys should always use a reputable MSC for a pre-buy. An MSC should know what to look for on a Mooney. Whereas a good A&P, but one who doesn't do a lot of Mooney work, won't be familiar with the little quirks and issues that Mooneys are plagued with. I would never recommend anyone buy a Mooney without an MSC pre-buy. So when a buyer chooses to bypass the MSC pre-buy, the buyer is certainly taking a risk. And it's on the buyer to accept that risk. In this case, the buyer is trusting the broker/seller to answer his questions truthfully. Personally I wouldn't trust such person to tell me the truth. But that doesn't mean I'd excuse it either. So when questions aren't answered truthfully by a broker or seller or mechanic or shop or anyone, it's very useful information and information I'm happy @Grandmas Flying Couch was willing to share with us. We can say, and I'll agree that it was foolish to trust the broker and a better pre-buy should have been done. But that is a completely different issue than the blatant misrepresentation of an airplane like this person did, they should be named and the rest of us are happy to be warned.

He's in Hamilton New Zealand... which some Aussies claim is their 7th State, but I'm pretty sure the Kiwi's still think they're an independent country.

+1 for Wash/Wax. And the Red stuff cleans the oil/grease off better than anything I've found. I buy it from Amazon by the gallon. They also sell a scrubber that is good for those stubborn bugs that the speed of my 252 just embeds in the leading edge of my wing

I'm pretty sure 100% of the Acclaims and Ovations are still built in Kerrville, TX.

With that in mind, I would not hesitate to call anyone out on bad ethics, I would think that is one of the points of MooneySpace. I agree and thanks for posting. I for one, think the title is just fine. I'd be happy for the Skywagon guys to come on and defend themselves. Otherwise, I'm happy their name is in the title of the thread.

Dibs on the seats.

Just be sure to set an alarm so you don't forget to switch tanks and REALLY start picking up some extra knots.

I think @donkaye once said that the cost to fly and operate his Bravo was $30K per year for 150 hour per year? I could be off on those numbers. Please correct me if I'm off here @donkaye. But I do remember the numbers quoted, told me that I couldn't quite afford to fly a Bravo. And therefore went with a 252.

The colors should be painted or printed on the face under the glass. Whoever you're ordering from should want to see a copy of the page from your POH showing the relevant speeds. Ordering a Tach is a similar situation.

#Envious #manualgear #manualspeedbrakes

Hmmm... I went through this very same situation at this same time last summer. I sold a C, that at the time might have been the nicest available in the country. And I bought an M20K 252. I looked at 231's, 252's, Encore's and Bravo's. I also briefly looked at an Eagle and an Ovation. My thought process was to try and stay in the same "gallons per mile" ball park as my C. That really eliminated the Bravo's. The Eagle and Ovations are not turbo and if I was not going turbo a J was a much more economical choice. I really wanted a turbo and the ability to cruise in the flight levels. I still think about what it would be like to own a Bravo, but I know my financial limitations and the Bravo is in a whole different bracket when it comes to fuel burn, maintenance and engine overhaul costs. So after narrowing my search to an M20K, I decided the Encore would be best, but there were none available for sale at the time, and previous Encores had sold for a hefty premium. My search found 231's to be in the $70K to $90K range, 252 to be in the $110 to $140 range and the Encore's that had sold previously started at about $180. The running costs of all seemed to be in the same range. The maintenance costs are lowest for the 252's and Encores on average. Although many owners have learned how to really take care of their 231's. My thought process was that since the whole time I owned my C, I'd always wished it was an E. And I didn't want to buy a 231 and go every day wishing it was a 252. Now I really wanted an Encore for the additional useful load, but as I said, none were available AND a 252 can be converted to an Encore quite reasonably. I also talked to a lot of 231 owners, and not to disparage that model, but nearly all of them in private said they'd rather have had a 252. Finally this MAPA Log article sealed it for me and I was off shopping for 252's and nothing else. http://www.mooneypilots.com/mapalog/M20K252_evaluation_report.htm If you go searching for a 252, here's what I'd be looking for. A good autopilot. Something like a KFC150 which has a flight director. Altitude pre-select/vertical speed (since you'll have electric trim, you might as well have it.) (Very expensive to add later) WAAS GPS - larger screens like a 530 over a 430. Useful Load - K's are not known for great useful load, so get the best you can. I bought one with a LOADED panel that I could clean up and regain UL. Speed brakes (electric are better than vacuum only because you can easily remove all the vacuum with a panel upgrade) An engine monitor (I immediately swapped out the EDM700 for an EDM900 for better fuel flow and overall engine management) $6K installed. Recently sealed tanks (I didn't do this :-( Encore upgrade already done - If you can get this, disregard all the above :-) Since you're just over in LA, come over to Austin and go for a flight in mine and see what you think.

I'm watching a documentary on Internet criminal activity... and noticed a Mooney just 30 seconds into the program. I'm hoping @Hyett6420 was properly compensated for the use of his Mooney in this doco.