Parker_Woodruff

ADS-B should be fine. Your preflight planning should adequately cover you for the time that it takes to climb to 2000 feet or so.

I talked with ForeFlight about this at SnF yesterday and was very impressed. For best performance, it will require an updrade to the iPad 2 or 3, but it does work with the first generation. It's really a lot of information for the original iPad to handle.

Enjoy the turbo!

Quote: smccray Hi all- I'll be down for 1 day on Saturday. For those of you with experience at Sun n Fun, how would you recommend the travel? Fly to LAL late on Friday night and find a hotel, depart after 6PM on Sat (how do we get transportation?) Fly to within 100 miles of LAL and fly in first thing Sat morning, depart after 6PM Fly to Tampa/Orlando Friday night and then drive to LAL on SAT morning I've never been to a large fly-in and I'm a little concerned about the amount of traffic. I've watched the arrivals on youtube and they're very helpful- just how crazy does it get out there? I assume I need to bring tie downs? I have ropes, but does anyone have any recommendations for anchors?

Quote: Skywarrior What about Mena, AR? Is there an MSC there?

Quote: DaV8or

A Cessna 177 is an ok plane, but I'd sure as heck own a Mooney M20F before a Cardinal...especially as respects the dirt cheap to maintain Mooney gear.

Quote: Nathanpeterson Parker, Thank you .. I looked at there website. anywhere 500 mile circle around Memphis.. Thanks for your comment. Nate

How far are you willing to go? Less than 2 hours flight time from you, with American Eagle service if you need it. http://www.donmaxwell.com Unfortunately I do not know of anyone with Mooney expertise in Tennessee, and especially not Arkansas. There's a guy down close to Mobile that sounds ok with Mooneys, but it's probably just as far. No personal experience with him working on my plane.

What Scott said, except I think the Rayjay setup limits to 27" or 28", but it's been awhile since I've flown one...maybe that's a different setup I'm thinking of. Very cool and efficient machine, though!!

Quote: N4352H

Low cost hotel ain't gonna happen in Lakeland. I moved to Florida last year during Sun 'n Fun and lived in a La Quinta hotel in Tampa for 10 days before moving to an extended stay hotel in Lakeland. $39/night in Tampa instead of $100-145 or more in Lakeland

It wouldn't be worth it, especially with plane values these days. You'd be better off buying a 252 or Encore.

I'll make another note and say my cruise numbers are typically 17-18 SMPG in the high teens, but had a headwind/crosswind for a good amount of the quoted flight. Also to blame was an inconvenient altitude change early on due to icing conditions up high. http://flightaware.com/live/flight/N252BH/history/20120310/2200Z/KGGG/KLAL The opposite of this example takes place when I'm fortunate to get a huge tailwind. Dallas to the Memphis area was accomplished in 1 hr 45 min on a burn of 22 gallons or so.

Ward, out of my almost 60 hours in this new bird, I would say during at least 20 of them I have been breathing O2. I absolutely take advantage of what the M20K was designed to do. Another 10-15 hours have been in the 10-12k range where the M20K still shines, but the distance didnt allow for flying higher I'm just pointing out the sheer difference in what any particular flight can mean from a direct expense perspective.

Also, the full length of the flight was 744nm flown according to Flightaware. That's 16.5 SMPG. My M20J numbers were 19-20 SMPG. My speed beat the M20J, however.

Quote: jetdriven Parker, have you considered a LOP takeoff? Like, set a FF number and MP that works, such as 14 GPH and 34". making it a reduced power takeoff. I amm normally completely against reduced power takeoffs in pistons, but for a short flight might make a heck of a difference in the burn.

My short trip numbers for the M20K are miserable. Mainly the fuel flow numbers on takeoff do me in (anothe case for the LOP climb) My brother and I flew a cross country of 85 nm each way this past weekend. Total fuel burn? 17 gallons. Fuel burn from Longview (GGG) to Lakeland ( LAL) - 52 gal I totally understand your point, Ward. It just dependS on what the trip will be before I can make a calculation like that. Also, I just worry about the marginal cost of each trip. An annual is going to cost about the same whether the plane flies a few extra hours or not. Same for the insurance, etc. Also, in terms of SMPG, I cannot get the M20K to beat what the M20J could do at 9,000'. I can get really close up high.

Well my performance figures quoted are between 30-32" MP. I can get to 36"MP at FL190 while LOP. I didn't stay there long, but I could do it. Might try it again now that I have GAMIs

Ward, Unfortunately I didn't keep down-to-the-penny costs for my M20J. Also, cost per mile on the M20K is totally dependent on altitude, so an hourly figure is the best way to convert that to $/mi. I think my costs in 2012 dollars will stabilize at about $140-150/hour, as best I can tell. That includes everything from GPS updates to insurance, to tied down, etc. But the per mile number can change significantly when your speed at 6500' is 160 knots and FL190 is pushing 200 KTAS. I will be hitting FL210-230 in the next few weeks and am excited to see the performance.

Well, I can tell you that my 220 horsepower M20K is running an average Hobbs fuel flow of 10.05 gallons per hobbs hour. From purchase to date (June 2011 to March 17, 2012) I have done one annual inspection and flown a total of 59.6 hobbs hours. My 200 hp M20J would run about 8.0-8.5 gallons/hobbs hour, IIRC. It isn't necessarily the turbo that will eat you. So far, for me, it's been in the more complicated systems, like my dual alternator setup. An overhauled coupler for the alternator behind the engine (geared to the camshaft) accounted for about $1600-1700 in troubleshooting, parts, and labor out of my $2100+ in squawks at this annual. Other than that, it was a pretty painless annual. But my preferred MSC did a good prebuy and fixed a lot of squawks at the time of purchase.

Who's going? I should be there every day doing for work. As always, if anyone needs any local assistance or wants to get together, my house is within the class D at LAL. Depending on some schedules, there may be a hodgepodge of people having a cookout at the house one evening that week/end if anyone wants to join.

Quote: Piloto José

Quote: Seth Thank you for the suggestions. I've read and researched a lot about LOP at this point and will take the aircraft up again tomorrow to fiddle around some more to better understand what will become by standard LOP settings. Do most of you keep LOP in the decent? If so, when do you switch back to ROP for landing? -Seth