toto

No, sorry - I’m a Google Fi subscriber. The unusual thing about Google Fi is that the data SIMs are completely free, but they do use the same data from your phone plan. I have four different devices on my Google Fi plan using data SIMs and they add zero cost to my service. Most other mobile carriers charge a fee for your iPad, watch, hotspot, whatever.

I don’t think they make this particular model any more, but you should be able to use any T-Mobile compatible hotspot. There are some on Amazon for under $100. I’m a Google Fi subscriber, and their data SIMs are completely free - I just put the Google Fi SIM in the hotspot, and it uses almost no data. That little setup I have looks cheesy, but it’s actually nice to have the hotspot be separate from the WiFi plug, since you can change out either one if you need to. And you can have as many WiFi devices as you want in the hangar, all connecting to the same hotspot.

My DIY solution was just a cellular hotspot with a wifi plug. I used a Google Fi data card (free) and it cost zero dollars per year to run. (County outlawed anything plugged in while unattended, so my DIY solution is sitting in a pile somewhere, but still.)

Go with a cellular solution. Trying to use FBO wifi from across the field is going to be an exercise in frustration..

This is the right answer. You can’t do this math without driving yourself insane. Get the plane you want, improve it in whatever ways make you happy, and enjoy the ride.

I think it’s a lot of work, and most people end up doing a core exchange for a factory A3B6 engine. I have no idea whether you would shorten the time to overhaul by doing all of the A3B6 conversion work at the same time. I’m flying an A3B6D myself and not overly concerned about the dual mag. It has a good service history and doesn’t seem to cause many people problems if it’s maintained correctly and torqued properly.

There’s a bunch of threads on MS about the conversion and several MSers have done it. Here’s one to get you started https://mooneyspace.com/topic/15898-m20j-io-360-a3b6-conversion-experience/ https://mooneyspace.com/topic/25885-io-360-a3b6d-to-a3b6-conversion/

Looks like there are some J ads on Barnstormers that fit your basic requirements https://www.barnstormers.com/category-20607-Mooney--M20J.html

The later pre-MSE Js also have the rounded windows and 2900# gross weight etc.

It’s possible to convert an A3B6D to an A3B6 using the same core, so there probably isn’t much opportunity there.

I see these overhauled engines on TaP but not quite sure what you get. This might just be an ad for an overhaul service, dunno. https://www.trade-a-plane.com/search?category_level1=Piston+Engine&make=LYCOMING&model=IO-360-A3B6D&listing_id=2424135&s-type=engine

You might check with Jimmy Garrison. Quite a few people on the board have purchased aircraft through Jimmy, and he sometimes has knowledge of upcoming listings before they are public. @jgarrison

Just a side note about the Busch books - they’re all available for “free” on Kindle Unlimited. So if you’re a KU subscriber as I am, you have access to all of the Busch books whenever you want them. I refer to them all the time.

My suggestion would be to get a good thorough prebuy with an independent mechanic and see what they say.

Is there anything about the engine that suggests it’s unhealthy aside from the hours? Do you know how often it has been flown in recent years?

You’ll drive yourself crazy trying to figure out whether an airplane is worth a specific dollar amount… we don’t really know what the market will look like the day you decide to sell, or what decisions you make today might influence the ultimate sale price. If you really like the plane, and it’s a platform that you can build on, I say go for it. And to repeat advice that you’ll hear often on MS… there’s no particular pressure to do all of the upgrades on day one. If you like the airplane now, and it’s airworthy, buy it and fly it for a year. You’ll learn a lot about what works and what doesn’t work, and you’ll probably end up making slightly different decisions about what you want to spend money on.

@jgarrison

Yeah I was hoping to have someone give a primer on alcohol additives. I’ve never put alcohol in the fuel despite flying winter cross countries over inhospitable terrain - and if there’s a good reason to add alcohol, then it is something I’ll probably start doing.

My J manual says “not to exceed 1%” - so presumably something less than 1% is also effective? Is a “splash” of isopropyl going to do anything at all?

It’s linked from the home page of mooney.com - that’s where I always go to find it

I Googled the list of surviving A-26 aircraft so others don’t have to Pretty short list .. that’s a good volunteer gig. https://en.m.wikipedia.org/wiki/List_of_surviving_Douglas_A-26_Invaders

I’m pretty sure you meant the *second* best looking J in the fleet, but still - that’s pretty good Also - you’re going to make @201er jealous of your tail number…

We always go to Rocky Mountain Metro in Denver (KBJC). Longmont is also a nice choice for a Denver-area stop. It’s a very chill airport that’s very GA-friendly. But depending on your aircraft, ABQ might be a better choice for a fuel stop. There’s a lot of really big rocks to the west of Denver.

I’ve never used this stuff, don’t know anything about it at all. Could someone give me the elevator speech on anti-ice fuel additives? Do you need these only in severe temps? Or is this something to consider anytime it’s below freezing? I’ll never have my J at 21k feet, but I don’t want to dead stick from 10k either..

I think that @Microkit worked out a sponsorship deal with Craig that allowed them to post in the general section. I assumed after @HolyMicro became a sponsor that they had worked out something similar.