geoffb

Since @VinceCB took 2711W away we’ve been searching high and low for a new airplane. Flirted with Rockets, considered C180s, got disappointed by the state of most PA-30s and came very close to joining the cult (Bonanza ownership), right under my nose appeared my new ride. ’83 model 231 with a 262 conversion and TKS. Low times, by high time sitting. Waking it from its slumber and so far so good. Small fuel seeps, could use a few new hoses. Fingers crossed about the health of the bottom end. Seems to fly straight. Not sure about performance yet. Expect lots of questions about engine management. Still stuck below 10,000 until I get ADS-B installed.

For those of you with long range tanks, how do you live with them? Tankering fuel all the time adds significant weight that's not needed most of the time and has to impact performance. If you only fill up when needed, have you had any issues with the tank sealant?

Jay, If you end up needing a gray code encoder, my old one is sitting on a shelf. Free to good home.

I'd buy that one.

I've been shopping, test flying and bothering Rocket owners. They aren't that efficient or that fast, depending on which direction you look at it from. I don't think they will give you 180 at 12k on 15 gph. Maybe on 15gph at FL200. They go fast, but they do it up high while burning lots of gas. There's plenty of data on here provided by current and former owners.

Long commute. Sounds like you're in Bravo territory. You looking at a specific airplane in OR?

yes, they'll fit, but they aren't height adjustable

So you can let a named insured fly your plane and he's covered, but if have some sort of arrangement to pay something it becomes a rental and there's an insurance hit?

The blue ones..... So the bore is case-hardened steel?

337MC? Looks nice in the photos. 673 since 2001 isn't terribly low usage. That period from '17-'20 could be concerning. Factory reman should have gotten new nickel cylinders, new cam and lifters. Probably not a roller rocker engine. This based on my E had a 2001 factory OH in it and they weren't converting all to rollers yet. All engines are a crapshoot. In my mind 3 years of sitting are better than 15 hours a year of 20 minute trips around the patch with an annual oil change.

Oil pressure was normal? Was it the bottom half shell or top? Sorry if I missed those details above.

If you can spend $75k and need more room than an E, when it comes time to sell, you'll be glad you bought the Deb. With shrewd shopping I'll bet you can by a whole lot of C33 for $75,000. Earlier than that, Bonanzas don't really seem offer that much more space. Particularly in the baggage area. If you don't need the speed, then the PA-32s would be good, or a strut braced 210 even better. With those you can take the wife, kids, kids friends, dog, your anvil collection...

No high flying yet. Still shopping. But wow has the advertised inventory dried up.

So, now that I'm planeless and chose to not pursue the earlier object of my affection, if you have or know someone who is ready to part with a nice 231, please let me know. I'm assuming there is some unlisted inventory out there waiting for a new home. Ready to act right now for the right plane. Would also consider a clean 201 with a KFC or CIV autopilot. Of course I want it to look like new, with a fresh factory motor, lots of shiny displays and endangered species hide seats. But I'll settle for clean, used regularly, decently equipped and well maintained. Budget is around $100 for a 231, less for a 201.

Sold

I assume the cost of storage in CA drive the cost to some extent, but operating an IO 360 powered Mooney 100-120 hours per year doesn’t cost me anywhere near $20k. Get a decent 201. Fly it. If you decide you want more capability later, sell it and go turbo. The 201 will retain value well while not costing much to operate.

190 on 9.5? Really?

I'll take it. PM sent

It was an expensive mod

I don't think many will disagree that the Lycoming nickel cylinders are superior to most Continental cylinders. With angle valve Lycomings, I think the only source is the factory, so the cylinder kit prices are high. But there's only 4. Bottom ends on both engines are supposed to be quite durable. The fuel injection systems on Continentals is superior to the Bendix on the Lycomings. Lycoming starter is much cheaper and simpler. Pluses and minuses to both. The 221 conversion is neat. Not sure how many they did. Also not sure it it's really superior in any tangible way to a good F. But at this price point, with the nicely updated avionics, etc, etc, it's priced like a good F, so if I was shopping in that space, I'd seriously consider this. Discount for the flame job?

I’m on #3 and none have worked. My first, before the A, was junk too. I hadn’t had any Sandia products previous, but through this Dennis has shown little if any good faith.

They must be very aggressive Mooneys

Gene's in the loop.

If I didn't have a reasonable need to fly higher, I wouldn't part with it. We've had some adventures and it's always gotten me where I asked it to go IFR or VFR. But MEAs and ice here in the Northwest have me looking at K models to increase my utilization.

I've got an opportunity to purchase another plane that I've had my eyes on for years. So, time to get serious about finding 11W a new home. N2711W, sn 1022. About 5,500 TTAF, 1,180 SMOH Lycoming factory, 2001. Runs strong. Basic IFR. 3-axis Brittain with alt hold that works. Basic IFR with KX-155 and KX-175, both with GS, both coupled to the Brittain. No corrosion. Tanks sealed at Wet wingologists 2001. No leaks. Hangared during my 16 years of ownership. Hangared by previous owner. Paint, interior both poor. Has some warts. Does still have an AD prop hub. Prop is about 700 TSOH and it's just started to sling a little grease. Mechanic and the prop shop said to watch it and keep it greased until a convenient time to take it off to reseal. ADS-B via Garmin 335. It's been maintained as I go. Everything works. It's just far from a beauty queen. Never failed to dispatch. I have the logs from new, scanned and the airplane records from the FAA I just got last month. If you are looking for a solid, honest, ready to go travelling machine on a budget that will take you where you need to go right now, efficiently, this might be for you. Annual due in Sept, probably open it up toward the end of the month. $30k firm, as-is. If you feel the need to haggle, $29,999 is my bottom line. Any less than that and I put an interior in it, but a used GPS com and fly it until the wings fall off. If you're seriously looking to get into a basic M20E, PM me your contact info and let's talk airplanes. If you want (and can afford) a $70,000 20E, or Bellville's former beauty, this isn't your next plane.