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I had cataract surgery and lasik 8 years ago. Best thing I ever I did. I had worn glasses and contacts for 50 years. Now it’s 20/20 uncorrected, but I do wear readers. I highly recommend Maui Jim bifocal sunglasses for flying.

There are really 2 variations to buying an airplane. 1. Buy the plane ready to go and equipped to fit your mission. ie “Buy once, cry once” 2. Spend less money and get a plane not equipped like we want, or with a high time engine. These guys usually end up crying a lot more than once, and spending a lot more in the end. Everyone has a budget, but nobody likes to sit around not flying their airplane because it takes 7 months for an upgrade or maybe a longer wait time for cylinders or an engine. If you don’t mind those long wait times times then maybe an engine that is timed out will give you the opportunity to get a deal. Waiting on an engine will give you plenty of time to fix everything else that people find when they buy a plane with a few issues.

I have no problem keeping the CHT’s below 370 degrees. Even during the summer they stay below 350 if I put the cowl flaps in trail.

Wow. I think I paid $499 for mine.

The RAM clamp worked for me.

Which FBO would be your choice at KAPA?

I have to go to Denver in January for a trade show. The show's location is actually near KDEN. I would prefer a good alternative. I am unfamiliar with KCFO, is that a decent option? Need some recommendations from the brain trust.

Flew in today. The ILS is down, so I had to fly the RNAV 5 circle to land 31. Broke out 900ish so it wasn’t too sketchy.

I was there a couple of months ago. Runway 5 was open then. If it’s IFR it looks like the circle to land option is going to be the only option. Weather looks a bit sketchy for Monday. I can understand why 13 is right traffic as the mountain is rising quickly to the east.

I am flying to Hot Springs (KHOT) on Monday. I see that runway 05/23 is closed. Has anyone flown there recently? Just curious as I have never landed on 13/31, and it doesn’t have an instrument approach.

I was told it was a “streamlined” brick.

In my 231, I land with full flaps except when it is gusty above 20kts. Then, depending on wind direction, I may choose to land with takeoff flaps. Gusty crosswinds play heck with you when you’re slow.

Late to the discussion, gear then flaps.

Flew into KTDW today and am not disappointed. The FBO service was outstanding and convenient.

Definitely worth it in my opinion. I noticed the biggest difference in cruise, not so much in the pattern or climb.

I see the exact same thing at my home airport which is uncontrolled. We have a 2 flight schools at our airport and we seem to be a feeder airport for nearby flight schools to send their students to for pattern work. We are the busiest "uncontrolled" airport in Missouri. We are a suburb of Kansas City. It provides for some interesting times when you are coming in from a cross country and there are already 4 planes in the pattern and one more is shooting a practice VOR-A approach inbound. More than once I have had to fly a couple of 360's waiting for the show to end.

I couldn’t agree with you more on that. I fly regularly into both Class C and Class D and more often than not the only reason it is a Class C is that a regional carrier flies out of there. I flew out of a Class D that had busy flight school activities and it was far more demanding than any Class C that I have experienced.

So would you recommend KTDW over H81? It looks like KTDW is closer to town.

I will be flying to Amarillo KAMA next week for business. Anything I should know? Looks like Signature is the only option for an FBO…..Would H81 be a better option than KAMA?

Myrtle is a 1982 model. When I purchased her 5 years ago she was equipped like yours with the fixed waste gate and no intercooler. Since I purchased her, I added the Merlyn Black Magic and a TurboPlus intercooler. These two enhancements are very useful and worthwhile in my opinion. The Merlyn takes care of the bootstrapping issue but you will still need to monitor and adjust the manifold pressure during climbs and descents. I fly pretty conservative numbers in order to take care my engine. I always fly LOP which still gets me 170 KTAS at 17,000’ while burning 10.2 GPH of fuel. Learn to fly the numbers for your airplane and it will make life much easier, especially flying IFR. The easiest way to learn to fly the numbers is to attend a MAPA class.

@Pinecone makes a good point about TURBO instruction being a must. Is your plane a 231 or a 252? There is a significant difference in the engine management of the 2 different models.

Congratulations! You now own one of the finest traveling airplanes in general aviation. It is a high performance aircraft and it won’t tolerate low performance pilots well. You now have the ability to fly in the flight levels and travel long distances quickly while burning relatively little gas. Keep in mind that high performance turbocharged engine can be roasted in a couple of minutes if you aren’t paying attention. Personally, I wouldn’t want to fly a turbocharged engine without a good engine monitor. Three things I recommend - 1. Get plenty of Mooney specific training before you fly your plane…and especially get good instruction on how to properly use oxygen cannulas before flying on oxygen above 12,500’. 2. Get instrument rated as soon as possible. 3. Put the gear down before you land.

Myrtle has the TurboPlus Intercooler and the Merlyn upper deck pressure controller. My typical numbers are 27” of MP on the gauge (which works out to 29.x” after conversion), 2400 RPM, and 10.2 GPH fuel flow. The TIT will be ~1,550 F. Those numbers give me: 150 KTAS at 12,000’ 160 KTAS at 15,000’ 170 KTAS AT 18,000’

Did you use the Garmin editor to create the file?

Thank you Craig!