KSMooniac

Technically, if the cylinders/pistons still measured within specs when taken apart, I think they can be called overhauled but I'm certainly not an expert. You could browse thru the Lycoming overhaul manual to learn more. Dealing with the engine will ultimately be easier than trying to duplicate mods, especially the 201 w/s, which is a very significant improvement. The WAAS upgrade will cost $3k plus installation today, too, so factor that into the equation. If it were me, I'd rather put that money into the engine work (perhaps split with the seller?) to your specs instead of into the additional mods, WAAS upgrade, etc. and taking the crapshoot with a different engine, especially if you paid more for the plane b/c it had less time on the engine. It's a tough call!

I think Lycoming is running a special for a reman at an overhaul price, but I'm sure it will still be more than a quality field overhaul. But, you should get the new roller tappet improvements, which is likely a good thing if you're willing to spend the money. Air Power (Van Bortel) used to have the best prices on Lycoming factory engines but I don't know if that is still true since I haven't been in the market. <knocking on wood> I'm not sold on the "big name" shops for overhauls, but they're probably not any worse than a local shop with a good reputation that you can find by asking around and likely save some serious money. These engines aren't super-mysterious, and I think many places can do a quality overhaul and even go the extra mile like paying special attention to the balancing of components or getting everything back to new limits. I'd value proximity to my home base (in case of problems) and reputation over a big name. You could also check with Zephyr engines from the AOPA forum...he seems quite helpful.

I think you've already talked yourself into it! Seriously though, the cost of a new indicator and GPSS module are non-trivial, and today those funds are probably better applied to an Aspen instead. GPSS + 430W + STEC30 is a great combo for single-pilot IFR. If budget is big, I'd opt for the 430W, Aspen, SL30 in that order of priority. You could also consider adding an electric+battery AI as a backup, and ditch the vacuum system entirely if you go with an Aspen. That will avoid future expenses replacing vacuum pumps and overhauling vacuum gyros as well as virtually eliminating concerns with AI failure. Perhaps skip the SL30 and keep the KX155 and spend that money on the electric AI? Dual GPS is nice (I have 530W/430W) but realistically overkill IMO if you have a battery powered portable backup. I'd rather have a 530W over a 430W so that I can see more data, but if you have a portable harnessed to the 430W you can configure the display pretty well to get all of the important data. It sounds like you realize you won't get 100% value out of the upgrades, but if your ownership horizon is pretty long, then you simply enjoy the extra utility and reliability. A 430W makes instrument flying much, much easier and thus safer IMO.

Oh yeah, great story about Parker! Not surprising at all, too.

Dave, while that is a big squawk, I wouldn't necessarily call it a show stopper. Engine cases crack through no fault of the owner/operator, unfortunately. That is just the nature of castings sometimes. The rest of the plane does sound very, very nice (except for the bladders ) with lots of mods that would cost a fortune to duplicate. A cracked case isn't really airframe damage. They can be repaired successfully (look up Divco in Tulsa) or the case can be replaced without spending a ton of money on a reman. Pending how many hours are on the engine and who did the rebuild/reman, I would explore a case repair or replacement. I do not put a premium on a factory-anything anymore in light of all the modern cost-savings steps that have led to one AD after another. If the rest of the components have a good history and pass inspection, then I would be very inclined to keep using them. If the engine is say 1600+ SMOH, then a full overhaul or swap might be in order. There aren't a lot of pre-J planes on the market loaded with the panel and mods you describe, so think hard! An engine is perhaps the easiest of the "major" cost items to deal with, so if the rest of the plane checks out I would find a way to make it work.

Alan and other K owners....you might consider the latest MT prop, especially if you have a metal 3-blade installed currently. The complete kit with spinner weighs in around 46 lbs, vs 49 + spinner for 2-blade McCauleys like mine, or ~75 for the 3-bladers. Losing all that weight on the nose will help tremendously with forward CG limits and useful load since you can also remove some of the aft ballast.

Good luck! Enjoy the process/learning, and try not to get emotionally involved just yet.

1020 lbs on my '77 M20J with a 2740 gross weight. I sure wish I was eligible for the 2900 lb gross!

Parker, you're gonna love that treatment! AeroComfort did mine last year, and made some sheepskin covers for my front seats too...both are tremendous improvements. I've been thinking about replacing my seat rollers too to "firm up" my seat connections, so please share your experience with that work when it is done.

Jolie, touch and goes in a Mooney are more of a handful than many other planes because of the relatively large trim changes between the landing attitude and takeoff attitude. If one has electric trim (I don't) and gets on it right after touchdown, then it isn't as huge of a deal as it is with manual trim. If one forgets to re-trim before taking off again, well, then you have a huge problem to address in a high workload situation. I've only done a handful of touch and goes in my plane, and only on long runways where I have time to roll and re-trim before powering up.

Jonathan, congrats again, and thanks for sharing the tale! I hope you'll make it to OSH this year so I can meet you in person!

I'm always skeptical. It they were doing a proper break-in, they *should* be running max power at low altitude, preferably LOP, otherwise 150+ ROP. Also with the cowl flaps open, in which case I really doubt the speeds they were seeing. If that is the speed at 13 or 14 GPH, that is one thing. If they got that speed at 8,000' on 9 GPH, that is quite another. I'd also like to know if it was taken from IAS and properly converted to TAS, or if they did a 3-way GPS run and calculated the TAS from the GS runs taken 120 degrees apart.

No utility at present except for ballast, I'm afraid. They were/would be a great back-up to the GPS constellation but oh well... Buying a plane today with a LORAN will just lead to more expense as there are not any top-shelf GPS solutions that are tray-compatible with LORAN units as far as I understand, so you'll have to remove the existing one + tray/wiring/antenna before installing a replacement GPS. Like it or not, the GNS-430W has become the de facto must-have on the market today if you're buying or selling, so you would be best served by buying a plane with one of those at a minimum or else get an appropriately-priced plane that would still leave some budget to add one without getting upside-down immediately.

Any idea what kind of power setting and altitude was used to achieve 165 KTAS, and how that was measured? Welcome to the forum, too!

Phil, I've been to several of the KC area airports but can't think of any that will hit all of your wish-list. 2 weeks ago I went to KC Downtown (KMKC) for an Angel Flight pickup and it was a very neat old airport right in the heart of the city. Exec Beech is a nice, high-priced FBO. I didn't take fuel, but I see from Airnav there is a city-owned SS pump but I'm not sure about the logistics of parking and/or getting ground transportation if you take the cheap SS fuel. The airport is very close to the cool parts of KC if you feel the need for a luxo-stop with a nice hotel, restaurants, etc. KGPH is NE of the metro-KC area and is also a very nice airport I visited on an Angel Flight last year. There is great BBQ within a 10-15 minute drive, but that is about all I can offer. Perhaps something else nearby is suitable for lodging. K81 is south of KC and a favorite stop for great BBQ right on the field and SS fuel, but they don't offer much more than that. I have no idea if there is any ground transportation available, but I'm sure there is an inexpensive hotel in town.

A good owner will comply with all of the SB items. Some of them can be argued away perhaps, but generally I would expect all of them to be completed, especially the SB208B and insulation replacement since that damage can essentially total an airframe. If an owner skimps on stuff like this, you can bet they've skimped elsewhere hoping that the bill won't come due under their watch.

Good luck on both fronts, Tom! I'm not sure what your mission will be, but if it involves travel you can definitely sell SWMBO on the wonderful utility and efficiency of a J. We can all go for a ride too if that will help the argument.

Tom, I'm in Wichita too and used Don Maxwell in Longview, TX for my prebuy 3 years ago for the plane I found here in town. I'll be happy to help you in any way I can.

I think that one is an earlier model that doesn't have the vertically-adjusting seats, but it might be worth a call to leave contact info in case they get another one.

It will hurt performance if the wings are dimpled....the rest, not so much. There are too many on the market IMO to get one with hail damage. Control surfaces could be reskinned or replaced without major expense, but if the wings and/or fuselage are hit then I wouldn't go near it. If the damage is "repaired" via body filler + paint, then there is now extra parasitic weight that will eat into useful load too.

You could just look for unlocked doors at the next fly-in. Seriously though, you'll have to get really lucky with the timing and/or be prepared to spend a small fortune to find some of those vertically-adjustable seats. Unless you really, really need it, I would have your existing seats re-worked by a custom shop to your specs. A competent shop can build up the bottom with contoured and multi-density foam, add headrests, etc. for a reasonable sum.

I have no experience in the matter, but just trying to think it out logically... I presume he has plenty of dexterity and strength in his upper body. If so, then perhaps you can put the flaps down completely and have him position his chair close enough that he can transition to sitting on the wing walk (with some assistance) while not loading up the flap. From there, you could stow the chair in the baggage compartment or put it away in the hangar/FBO and then crawl onto the wing walk from the front (with the door closed initially) and then enter the plane. He would probably have enough dexterity to "scoot" up to the door and swing his legs in with your assistance and then slide onto the seat. Exiting would be the reverse of course. While I was in college, two of my profs used to teach a short course on the side, and I believe they would travel by Mooney to some of them. One of the profs was in a chair, but I do not know how he managed but somehow he did! Good luck, and good on ya for trying to take him up!

Yes, they'll fit. Good luck finding any, though. I'll be a dollar you won't find a serviceable set from a salvage yard unless you know of a plane that is on they way there, and you arrive at the gate as soon as it is unloaded from the truck. LASAR might be a source in your neck of the woods, though.

I registered this morning and am already excited! When do we find out if we're "approved" or not?

Latest rumor I read for the Evo is June 6th launch, $200 cost w/contract renewal if you're eligible for a new phone. Very reasonable IMO! I'm pretty sure I'll get it if I can convince myself the lack of a real keyboard is OK.