Becca

Bumping this up. I am going to make a reservation for Byron and I at the end of next week if you'd like to come along. PM me to let me know if you are going to join us. I think it would be easier to remove people from the reservation than to add people, so if you aren't sure, say "yes" .

Quote: JimR This is where a better partnership agreement might have come in handy.

Quote: jetdriven For sale is a set of (8) Autolite XL (bought out by Tempest) spark plugs with 220 hours SNEW. All LOP and all hours since May, 2nd, 2011. Our new engine takes UREM38s, which have the smaller cap (Slick harness). They do not fit the new engine. These plugs are ready to go, with no defects, and will run down to ~120 LOP with balanced injectors. It will also run smooth during a 50 LOP mag check. No plug fouling on taxi, no extra cranking durung starts, no rough idle, no drama. Every 50 hours take a piece of .032 safety wire and clean the lead from the bottom plugs and reinstall. No spark plug cleaner required. The price just went up again to $64.75 each from Spruce. Thats $518 for a set of spark plugs. I know, I know, just had to buy a whole new set today. The upside is they last 2000 hours or more with the iridium coating, meaning these plugs have 1800 hours left. You can have them for 375$. Make it back in a year or two on fuel.

Quote: johnggreen Well George, by training, I am a lawyer, and I respectfully understand that your job isolates you from the normal appropriate procedures of business transactions. Still, I hope that you do not think that you have learned anything of value about the supplier in question from this post. More importantly, by experience, I have been involved in business and dealing with both customers and suppliers for 35 years with thousands of interactions per year. I am not sure that I want to comment on this specific thread by Mr. Tbrickey, but if anyone can't see through this, they need a guide dog. I may or may not address this issue directly. It would be too much like wrestling with pigs. You get muddy and the pig enjoys it. After work and my work out this afternoon, I may reconsider. I will again state that it should not be alowed. Jgreen

Can't tell from the picture - what is the quality of the paint and interior? That can effect valuation by $10-20k as well. Damage history? Depending on both and our shopping experience from 2 years ago, I think probably value could range from $100-130k. The market is definitely not out of the bottom yet, but its going up. Its a nice plane, trade ya?

Quote: jessek I am a new newbe here. Been reading for a while doing research about buying a Mooney. Through my research I have decided somewhere between a 1980's 201 and a 252. I know thats pretty broad. I had a question that I just cant seem to find guidance on and I was hoping someone here may have some experience. I will be financing a large part of the cost (70-80%). What kind of interest rates and amoritizaation period can I expect? I was thinking a bout 20 years to keep the payment down and just pay more when I can. Also as for insurance I am 32 with military rotorywing background. 150hrs fixed wing-private SEL MEL INST, 3500 hrs rotorywing- COM, CFII. Hoping someone out there has been in this similar situation. Will having mostly RW time hinder my insurance rate? I am curently deployed and will be intensifying my search when i get back. Thanks in advance for any advise.

Quote: allsmiles I don't think it's an issue of number of run cycles necessarily. I think its an issue of accumulated time of activity vs inactivity. Lycoming SL L180B sets down definitions of an active and inactive engine along with specific preservation methods for each. Very few people follow these guidlines because it is a little inconvenient. This is why its more advantageous to buy a runout engine aircraft priced accordingly, put an engine in from the start and fly it. Just my opinion.

Quote: Nino The broker is Prairie Aircraft Sales, and they suggested to do the prebuy at the local Mooney maintainance shop,Cavalier Aviation. I haven't agreed on anything yet or contacted Cavalier. Thanks.

You should decide where you are living first. For instance if you were to drive a triangle between each of the airports you mention each leg would e 45-60 minutes. You could easily ending up living over an hour through traffic from efd. If you decide to live a bit further out AXH and LVJ also become options. Anyway, welcome to Houston! We live in clear lake area and hope to see you around!

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Quote: JimR I just talked to Vanette at Dugosh about ordering the parts necessary to make this conversion. She was very familiar and said that both a MAC prop governor bracket and a MAC prop governor plate are required as are a bunch of clamps that are used to reroute either the throttle, propellor, or mixture cable. She couldn't remember which. Pictures of the MAC prop governor parts, as installed, are available here on MooneySpace courtesy of a member who went through this process a few years ago. Search for the thread "The Saga Continues". Dugosh has either the bracket or the plate in stock and have placed an order with MAC for the other. She says that there are several of us 201 owners preparing for this conversion. I have added my name to her list and as soon as she can acquire all of the parts she is going to send me a A3B6D to A3B6 conversion kit. Might be worth having on hand if you have a long ownership horizon as I do. Jim

Quote: Mcstealth Check the Notams for Fredericksburg everyone. They are doing work on the field, and it is only open on the weekends with restrictions. Not sure when the completion date is. David

Quote: txbyker My wife not really into flying. Anything to do for single people? Looks like it is mostly a couples set up.

Quote: Kwixdraw My understanding of the B6 vs B6D is that there is a lot more that's different than just the roller tappets. I was looking into converting the accessory case on my A3B6D to the B6 configuration. ECI sells the accessory case but tells me that there are differences in the gears because the case is bushed for the shaft to ride in as opposed to usual Lycoming practice of having the shaft bolted to the case and the gear bushed. The crankshaft is supposedly different in a number of dimensions. It would have required some fine and fancy machine work to get it all done and of course that is expensive. I looked into this because my engine has a rather checkered history of repairs due to sudden stoppages and cams making metal and then a long period of sitting unused. Lycoming would accept it as a core but at that time they were in no way inclined to make it a sensible thing price wise.

duplicate.

Byron and I are finally at the point in our schedule where we are fully committed to the Mooney Convention this year. We have reservations at the Hangar Hotel on Friday and Saturday night (anyone else staying there? Well, even if not, you're welcome to join us in the fake "o-club" for drinks) and are about to send in our registration to the convention. Anyway, last year was our first year at the Convention and on Friday night of the Convention we thought we'd just meet some people and tag along for dinner. It was pretty clear to us that this plan was flawed as people already had plans that they had pre-coordinated and reserved. Luckily we found RubixCube2k3 (Abe) and we crashed his dinner plans with a few of the Mooney types with his invitation (thanks again!). This year, we don't want to leave it up to chance and actually plan ahead about doing someting on doing something on Friday night. Anyway, we love Fredricksburg, and one of our favorite places to eat is Rose Hill Manor. Trust me, even if your wife is being "dragged" along, she will love this place. It has a 4 course fixed plate meal paired with a 3 flight wine tasting, though the menu changes regularly and reflects seasonal option. (Not cheap, but in Mooney hours, its reasonable...) Byron isn't much for "fancy" food, but last time we were there, even he loved every course, which says something. Let me say the Mooney convention tries to provide a lot of things for "the ladies" (e.g. the non-pilot tagalongs) and this is definitely one of the highlights of Hill Country Ok, so reservations are definitely a plan in advance thing, especially if you want a large group and a 7 pm dinner - so I have "declared" that's where we are going to dinner on Friday night. We will also happy to provide the 3 extra seats we have in our rental car to get some people there. Would anyone like to join us? We are happy to make reservations for the group. I know we're 2 months in advance here, so I will bump this thread a couple times between now and then. (Also, so excited to see in this month's MAPA log that the Saturday banquet is at Becker Vineyards, this is also a very nice place for us --- also -- you'll see the Stonewall VOR is in the middle of the Vineyard -- anyway, we are looking forward to that too!) More about Rose Hill: http://www.rose-hill.com/fredericksburg-texas-restaurant.html http://www.tripadvisor.com/Hotel_Review-g56716-d270415-Reviews-Rose_Hill_Manor-Stonewall_Texas.html Reply here or PM me with your email address and I will make us a reservation for Friday night. If you need a ride or can grant a ride in a rental car, let me know and we'll make sure to get everyone there (its about a 20 minute drive into the country from Fredricksburg). I will make the reservations on August 27, so let me know by then if you and a guest(s) will be joining us. (I'll refresh this thread a couple times between now and then.)

Quote: 201er What are the exact differences in terms of maintenance costs, operating costs, reliability, and performance? Has anyone had experience switching one to the other? Or flying both?

So Byron and I are thinking of a 5 day trip to go to Sedona and Monument Valley and fly the Grand Canyon. There's a lot of talk on here and various aviation boards about Sedona, but I was wondering if anyone had any advice about the Grand Canyon flight or which airport in the Monument Valley area to stop at (I think we're going to need a rental car). Also any hotel suggestions, etc. (I know, there's only 3 hotels in Monument Valley.) This is as far as my trip planning has gotten: Thursday: Fly from Houston to Sedona, spend night in Sedona Friday: Day in Sedona hiking, spend night in Sedona Saturday: Fly up the Grand Canyon and to Monument Valley (at sunset?), spend night at Monument Valley (the View Hotel?) Sunday: Day in Monument Valley, hiking, spend night there. Monday: Fly back to Houston. Thanks for the advice!

Quote: Maverick4189 http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20J-201/1979-MOONEY-M20J-201/1239835.htm I saw this today. As me and my family are looking for a 201/Bonanza this seemed like something I would be intrested in. As I looked more It seems underpriced for low time engine and the avionics it has. Makes me wonder what they aren't saying about it. Maybe a more experianced person could tell me something I am missing? Thanks in advance

Quote: Maverick4189 http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20J-201/1979-MOONEY-M20J-201/1239835.htm I saw this today. As me and my family are looking for a 201/Bonanza this seemed like something I would be intrested in. As I looked more It seems underpriced for low time engine and the avionics it has. Makes me wonder what they aren't saying about it. Maybe a more experianced person could tell me something I am missing? Thanks in advance

Quote: jetdriven Oshkosh notam really discourages this: PLEASE COMPLY WITH THESE SPEED RESTRICTIONS. We know that some of your aircraft are capable of going much faster, and some wish they could cruise at 90 knots . These speed restrictions assist us (ATC) in delivering an orderly and manageable flow of traffic to the control tower, as well as to the volunteers on the ground that assist in your parking at the airport. 1,800' msl at 90 knots/104 mph or If unable - 2,300' msl at 135 knots/155 mph. UNLESS SPECIFICALLY APPROVED BY ATC, DO NOT EXCEED 135 knots! IF YOU ARE CAPABLE OF UTILIZING THE 1,800' PATTERN, PLEASE DO SO. Do not utilize the 2,300' pattern just because your aircraft is capable of flying at 135 knots. It makes it much easier for ATC to develop a sequence most aircraft are at 1,800!

Quote: robert7467 Attached

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Quote: xftrplt

Quote: fantom Gee, who might you be referring to, Becca? Even if just a bit hard headed after 10K