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Parker_Woodruff

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Everything posted by Parker_Woodruff

  1. Parker_Woodruff
    *See my responses in bold. If you can afford the Bravo, then buy it. It is a more capable bird...but the marginal benefits do come at a significant marginal cost.
  2. Parker_Woodruff
    American Airlines to DFW and back
  3. Parker_Woodruff
    Actually, it is a consideration - and there's a lot more at stake than just fuel (Which I would argue is closer to 6-8 gph due to my LOP preference). Some people (like myself) save a lot for a nicer airframe. I could afford to buy an M20K or an older M20M. But flying that Bravo as much as I'd want to would be a stretch - a really big stretch. And then I'm staring 20-40% more cash to overhaul the engine. Those shock discs don't last as long on the Bravo, either. Jeev - Find yourself a 252 or Encore with the nicest airframe possible.
  4. Parker_Woodruff
    Just go get a seaplane rating next time you come up for a flight review. no brakes at all on those either.
  5. Parker_Woodruff
    Zane has good advice as to why to get a turbocharged aircraft. Also, while I highly recommend getting a commercial certificate, you do not need one to fly on your business travel.
  6. Parker_Woodruff
    If you're far enough LOP over 80% power, detonation likely won't be a problem. Would you rather be 50dF LOP or 50dF ROP at 80% power?
  7. Parker_Woodruff
    I would just go out and find a nice early Mooney M20K for the cost of buying an M20F and sinking ~$40,000 in the plane for the M20 Turbo setup. Better yet, find a runout M20K (with a nice airframe) and do the engine overhaul with a good shop or factory overhaul. Start with a nice, tight TSIO-360 and fly on your way.
  8. Parker_Woodruff
    To the OP: Don't be afraid of a Mooney. Don't be overconfident either at 350 hours. Find a CFI who knows Mooneys (and the model you are buying, in particular) and spend some serious time with him/her. Also, it's not really practical to try to convert a 231 to a 252. It would take some serious $ and likely a field approval. For $120,000, you can buy a really nice 231. http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1982-MOONEY-M20K-231/1255305.htm
  9. Parker_Woodruff
    Unless your 231 has a Trophy 262 conversion or you gain a field approval in some way, I don't think you can mount an MB engine to a pre-1986 Mooney M20K.
  10. Parker_Woodruff
    ...much better to be LOP over 80% power than ROP...
  11. Parker_Woodruff
    Have it flown about 2.5 hours southwest to Longview, TX and have the plane looked at by Don Maxwell. 903-643-9902
  12. Parker_Woodruff
    I would much rather have the M20E, assuming the airframe was found in good, airworthy condition on a pre-buy per my shop of choice.
  13. Parker_Woodruff
    Depends on how often you fly. Just make sure any ADs are complied with at their scheduled intervals. Change the oil on an hourly or calendar interval schedule depending on how you fly. Fix the squawks as needed.
  14. Parker_Woodruff
    The engine is more likely to run lean of peak than the Bravo's engine. It's also a more efficient aircraft. And it has more power on takeoff. I wouldn't complain about 305 hp on departure. Nothing wrong with a Bravo at all...
  15. Parker_Woodruff
    Unless you need a FIKI airplane, I would probably prefer a Rocket.
  16. Parker_Woodruff
    I need to take a look at the logs, but my cylinders are approaching 1000 hours in service. 11.6 - 12.0 GPH LOP all day if I'm travelling. 9.0-10.8 GPH LOP if I'm just cruising locally. Need to call up GAMI for a small adjustment on #2 and possibly #6 now that I'm certain all induction and ignition issues are fine.
  17. Parker_Woodruff
    I'd just send it to Maxwell. If it needs attention to any squawks after the prebuy is complete, he's got the best resources to get it fixed.
  18. Parker_Woodruff
    I'll be getting Rosens for my Mooney at Sun 'n Fun next year. They typically have special pricing for the show. I added LASAR visors on my M20J back in 2009 or 2010 and they were a good product.
  19. Parker_Woodruff
    What's your TIT during takeoff and initial climb? EGTs? Talk to an expert who sets up fuel on a regular basis (talk to an A&P and check what Lycoming has to say), but that might be just a touch low. I'm running about 26 gph in my 220 hp TSIO-360.
  20. Parker_Woodruff
    What's your takeoff fuel flow?
  21. Parker_Woodruff
    Well the Mooney has 4 cylinders. What's the problem?
  22. Parker_Woodruff
    There are more risky things you could do, but I'd still probably stick out the trip over land. I'd feel a bit lonely and I don't like being lonely and thinking about the possibility of being cold and wet.
  23. Parker_Woodruff
    For a Mooney M20J / Missile? 70 years old will start being a hassle with a new company. Best to get with a good company with the coverage you need at age 65-69 and stick with them before turning 70. They won't typically drop you if you stay with them every year after ~70 years old.
  24. Parker_Woodruff
    Glad Cliff got you squared away - to be expected from him. I don't think the LLC changed the dynamic that much. Your best defense is high liability limits from a good insurance company.
  25. Parker_Woodruff
    Tried sending you a PM but it said you couldn't receive any more. Might give you a call in the next day or 2.
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