KLRDMD

Let's see. It hits 115ºF (46ºC) here in the summer and the field elevation is 2,940 ft. At 6,500 ft, that's 39ºC (102ºF). Not my idea of cooling off. At 9,500 ft, it is down to 33ºC (91ºF), not exactly what I would call cool either. To get down to an actual cool temperature of 65ºF (18ºC) would require a climb to 17,000 ft.

I'm now flying back and forth weekly between Tucson and Las Vegas. Hot to hotter. The hangar situation is ridiculous there and shade tie-downs aren't much better. There's even a waitlist for open tie-downs at VGT. The best I can do for now is an open tie-down at HND. And I've been on wait lists for over a year and a half.

If it is below 100º, fly. 100º-110º, only if I have to. Above 110º I really don't want to go.

Primarily efficiency. My Bravo would not run LOP so I cruised at 19.4 GPH to keep the T.I.T. and other parameters in line. My 231 ran well LOP, and I cruised most often at 9.5 GPH. The Bravo was 20-25 knots faster on twice the fuel. It didn't hurt that the 231 purchase price was less than half that of the Bravo but that wasn't a top concern.

Having owned both a K and M model Mooney, if I were to buy one again it would be the K.

Good point!

Tribal lands are sovereign nations. US laws do not apply. I worked at a tribe part-time for five years. It is a whole 'nuther world. My professional malpractice insurance would not cover me there. I had to become an employee of the hospital to be covered by their policy. I flew there for work most days and was given permission to land at the tribal airport. I chose to land instead at a public airport down the highway.

I got my instrument rating with a couple of KX-170Bs and a KR86 ADF

Both. I owned the SR22 almost 20 years ago. Insurance at the time was very high. There were many accidents then and lots of insurance payouts. And that airplane was a G1. The G2 I have now is much improved in many areas including maintenance. The G1 was immature, the G2 much improved. I really didn't care for the G1 but I really like the G2. About 15 years ago Cirrus got serious about training and the claims dropped significantly and have remained low. Today if you buy a used Cirrus, from anyone, a dealer, or a private party, Cirrus pays for three full days of transition training, called Embark. They also provide an excellent, and free, ground school called Cirrus Apporach for your transition training. My insurance for the Cirrus today for a $200,000 hull is $2,400. That is with zero make and model and with my SR22 time almost 20 years ago which they didn't consider, I was told. What would the insurance premium be today for a $200,000 Mooney with zero make and model time?

Actually, it is closer to $18k now. $1,800/year. Much of that you get back due to insurance savings because of the fixed gear and less gear maintenance.

I never overpay for them. Often I'll pay fair market value but now and then I'm in the right place at the right time.

The photo I posted showed 66% power, LOP. In a 200 HP engine that's 132 HP. As has been noted many times, the purchase price of an airplane is relatively unimportant in long-term airplane ownership. Over time, insurance, fuel, maintenance, hangar, etc. make the purchase price minor in the big scheme of things. But trust me, I bought the Cirrus right and paid many tens of thousands of dollars less than what similar ones are advertised for. I paid less than what a similar M20J would sell for. And when I sell it I'll make a profit so the purchase price is truly irrelevant in any case.

Your D model did not meet these specs before it was converted to retractable gear. This is for a fixed gear, 49" wide cabin true four-seat airplane. What are the specs of your airplane with the gear down?

You need to define a mission before this may be answered.

Things ain't what they used to be in the insurance market. I got into that P337 with 5 hours of dual, no formal school. Try that today!