howardld

I should have started the thread by adding that I purchased my plane from "All America" several years ago and was very happy with the experience.

http://www.avweb.com/avwebflash/news/barron_thomas_fraud_charges_ponzi_204370-1.html Makes you wonder how truthful they are when you purchase one of their "flipped" planes.

Becca / Jetdriven, I talked to you when you landed at KLVJ. I was on the sailing team at LSU. When I first came to Houston I was racing J-24's on Galvelston bay!

My trophy conversion has the performance portions of hte 252 POH included as part of the upgrade. Some confusion may be the "full" Trophy 262 package vs. the engine upgrade that some of the mooney shops offer. The Trophy conversion used the actual 252 cowling, cowl flaps and gear doors from the mooney factory. I don't think the engine upgrade shops went the "full monty". The Trophy conversion was more than just the engine swap. The restrictions to the gear limit speeds and the inability of the gross weight upgrade are correct.

I have a 262 trophy conversion on a 1983 airframe. The difference is the 14v vs 24v electrical system. That is just about the only difference. I have the split folding rear seats, dual alternators, backup vacume, speed brakes, hot prop, the same cowl flaps, and all of the gap seals and hinge seals of the 252. It really is a beautiful engine package. I live in the flatland of Texas and you might wonder why I have a turbo. Take off to 10,000' in 10 minutes on a 100 degree summer day. Enough of a reason for me. The climb is 900 fpm+ to at least 17,500'.

KLVJ

I am interested if anyone operates their Mooney out of a grass field on a regular basis. I am looking at an airpark that has 3000' of bermuda. Of course they have the taildraggers, beachcraft and cessna's, they even have one L-39 jet. Do you have any issues with paint abrasion on the gear doors? Do the square edges of gear doors grab the grass? How much does it change your take off roll compared to a paved field?

My father in law has 1800' feet of grass. I am looking for more STOL performance. Not giving up on flying! Email for price and specs. And yes it it is a beautiful plane.

I have not posted to Trade A Plane yet but I am selling my 1983 231/262. Two Garmin 430W and the XM weather downlink. lhoward7_houston1@comcast.net Email for questions I won't fill up the board. Email and I will give you a phone number.

I purchased a 262 conversion two years ago. It has basically been a bullet proof airplane. The automatic wastegate makes engine management a breeze. Upon takeoff I open the cowl flaps push the throttle full forward and leave it there until I level off. When I level off I close the cowl flaps, lean the engine and that is it until I am in the pattern for landing. I live in Texas and you might wonder why I would want a turbo. I had several hundred hours in a Cherokee 180. I would slog along in the heat and turbulance. In the summer my climb rate would be down to 400 fpm at 6,000. My father in law had a turbo aztec. That baby would climb 1,100 fpm up to the cool air. I can now do the same on 12.5 gal per hour vs. his 32 gal per hour. Oh and my cruise is the same.

I have the rounded inserts on my '83. I am a very picky person but I have to say that after a week I did not notice the insert. The plane just looks good! There is an insert on the inside and it is a non-issue. Yes you can tell if you look but it does not stand out.

Jimmy Gips Aviation Credit Corporation 361-275-0304 361-275-3040 fax gips@aviationcredit.com I had great results with this group.

Typo: I intended to say it does not come off as a negative. I am very pleased with the results.