bd32322

Quote: larryb There is one question has been bothering me for a while with the hot start technique: Where does the fuel come from to start the engine? After all, the engine was stopped with the mixture being pulled to ICO. And the mixture is still at ICO. So once again, where did the fuel come from? Larry

for my first ever hot start in my mooney (30-minute fuel stop- 90F ambient) I primed for 1 second because I heard that helps to get rid of vapors in the lines. Then I had a bear of a time starting the damng thing. Ever since I have had much better luck with not priming at all, mixture back all the way, crank and feed the mixture in

Quote: M016576 While we're wishing and hoping: I'd like to see a pfd/mfd with a remote GPS/Comm. skip the dedicated GPS interface entirely. Less panel space tied up with redundant displays while keeping a single integrated interface to manipulate the GPS, COMM, MFD, PFD. And all right in front of the pilot. Kind of like a GTN750 and Aspen 1000pro all in one unit... Love the touchscreen... Oh, and all for a reasonable price (5k or so). After all, none of these systems from garmin, aspen or avidyne have more power than my iPhone, and that "only" cost $500! Since I know that will never happen: how about some cheaper data prices from Jepp!!!!!

It will be a nice photo op, if by chance, multiple towns start off fireworks at the same time

I have never seen 4th of July fireworks from the air. I am thinking of doing it tomorrow weather permitting. Has anyone done it? Any special considerations other than fly high enough to avoid the fireworks ? Thanks

Quote: bd32322 thats not always true. I bought my aircraft from Florida and paid 0% sales tax to Florida and 0% use tax to Massachusetts (Massachusetts has no sales / use tax on aircraft) The key thing being when you buy an aircraft from Florida - you have to go through a broker. Although I was buying from an individual, I paid a broker (premier aircraft services in FLL - excellent guys there btw) to handle the transaction. Since I also did a pre-buy inspection from the premier (also a top notch MSC) - they were more than willing to help me. There are also other rules - you have to submit xyz forms within so many days of the purchase etc. The information is florida department of revenue's site - but I just called them directly and they were extremely helpful in showing me how not to pay them sales tax - lol These are 2010 rules by the way - things may have changed now.

Quote: co2bruce Where ever you buy your aircraft, you will need to pay the State of Florida their 6% tax. Trust me, they will catch up to you. One year after purchasing my last aircraft (out of state) I received a phone call that went like this ..... " Hi Bruce, how are you enjoying your new Mooney? " It was a state tax collector with a sense of humor. They do ramp checks at night and keep notes. Enjoy your hunt and good luck with your flying. Bruce

Quote: Mitch Just thought of something else for you too! You might contact Bruce Yeager. He was working on an STC for interior refurbishments. I don't know the status of this but we did see the samples at the MAPA convention in Colorado Springs, 2010.........very impressive to me. http://www.jaegeraviation.com/sinteriors

Hi, Is anyone willing to show me an example of a factory retrofit interior? I am wondering if its worth it to go that route versus the cheaper alternatives. I am based in KFIT, MA. If you are very far away from KFIT, some good pictures would also help. Thanks

After 1 year of mooney M20J ownership - I have to agree with the rest of the folks - its purely a recreational vehicle and not a comfortable airline replacement. I am a low time IFR rated pilot (~300 hours). It has worked great for me where an upcoming weekend shows nice weather or light IFR at origin and clear at destination and I have been able to fly there, sight see etc and come back - all within a weekend. Although sometimes I had to delay because of winds after a front with the weather severe clear. I think the max endurance for our trips has been about 3-3.5 hours - which is quite a lot of range for a M20J (half-way down the east coast to warmer areas) I think if I were to fly myself I would endure 1000 nm trips with multiple hops (usual caveats about weather apply) - but your family is the litmus test I think. They will grumble after 2 hours and then give you definite orders to land after 3 You might want to look at faster planes however - maybe a turbo mooney or a twin aerostar. As for weather - I have had made some flights where schedule was somewhat important - reach on a certain day - not a certain hour - and I have made those flights fine by stacking the deck in my favor. Fly early in summer etc - avoid most of the cumulous activity, always be ready to buy airline tickets at the last moment etc etc. It has been hard to find really bad weather for the occasional long trips I do - about one greater than 500nm trip one-way every 2 months (boston chicago). If you are making the long trips much more frequently - you will run into really bad weather more frequently.

new avionics in development - interesting http://www.x-plane.com/x-world/hardware/seeker-avionics/

I have a question about the plane that i am looking to buy (a 252). It has been out of annual for 3 years. In the latest annual this year by a MSC - the log mentions some cylinder corrosion which was repaired (engine has 400 SFRM). My questions are: What is hurt by inactivity? The cylinders only? The entire engine including cam and crankshafts? What other parts other than the engine can I expect to replace/fix because of inactivity? Thanks

thanks for your replies! My main concern is hidden internal damage - I am not too concerned about taking a deduction although I will bargain on it - just because when it comes time to sell it - the buyer will bargain the same with me.

So I am looking at a 252 and it had its outboard wing skin replaced because of some collision with airport property during taxi - although the aircraft had suposedly no damage history. The work was done by a mooney service center - the same center that serviced the plane for its life. Unfortunately I do not know what caused the damage. I will have to talk to the mechanics who fixed the plane tomorrow.. but I was wondering would you guys consider buying a plane that had about a 2 foot wing skin section replaced? What does that do for resale prospects I wonder...

Quote: Parker_Woodruff What's your mission profile and what's your budget?

thanks everyone for your replies. WardHolbrook - I like the points you make - good idea. I was planning to fly at whatever altitude gives me the best winds or weather - but not above FL250 probably. ok now I am back into buying a turbo aircraft mood - just dunno which one

As I am contemplating turbo aircraft - I am wondering how does it feel like to breathe oxygen up at altitude? Do you get tired quickly - are there other physiological symptoms that make it uncomfortable? Thanks in advance

Thanks for the input guys! what kind of useful loads do you guys have on the 252 (without the encore conversion)?

Quote: Cris If you want to increase speed you need to fly the 231 at altiudes generally with O2. Otherwise the 201 particularly a light LM is probably faster. The real speed increase comes with long range tanks avoiding a fuel stop. This assumes one is willing to fly for 5+ hours without a break. I bought an 99' Eagle STC'ed 310HP with 260 Hrs on the engine & 310TT with the the standard 100 gal tanks on the long body. It has been flawless in its first year. Typically 231's do not make TBO without a top overhaul so I'd be less concerned with the top at this point. I'd think 13-15K would be an appropriate range which you could factor into the price.

Quote: JimR That paint doesn't look "always hangared" to me. I suspect that there is a reason that it doesn't look as good as yours and that is because it has actually spent a good deal of time outside. My 201 was painted in 1987 and the paint still shines like new. And it is red. The royalite also appears to be very yellowed, which isn't a big deal and is easily and inexpensively correctable, but it is another indicator of significant UV exposure. Just something to think about. Jim

I didnt see any leaks and the tanks were full. I have yet to do a full pre-purchase inspection - including a borescope inspection etc.

I currently have a 1987 201 lean machine - had it for one year - and I really love the plane. The aircraft turned out to be pretty much as advertised, performance, condition of airframe, engine, interior etc - so I was extremely pleased. However, looks like what I really need is a faster plane to get me to those spots where I would otherwise have to stop and refuel in my J model. Its just me and my wife flying normally. So I started looking on controller and found this: http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-252TSE/1986-MOONEY-M20K-252TSE/1232387.htm? It seems to be pretty cheap. I have gone and seen the plane myself - the interior needs work and the exterior looks much worse than my plane of the same age - although both have been hangared all their life and both have the original paint. The biggest problem though is that the plane has done only 430 hours since a factory reman in 1998. I am not sure I can catch engine inactivity problems even with a good pre-buy (I plan on doing a good pre-buy). Is this a good buy? What do you guys think? If inactivity has caused corrosion what am I looking at to fix it? A top overhaul - a complete overhaul? How much does a top overhaul cost for one of these MB engines. A full overhaul runs 50k. Thanks

pros: cheaper than skyradar cons: its propreitary and works only with foreflight - I dont like things locking me in to a particular app. Skyradar just broadcasts ads-b data in standard gdl-90 format which any app can pick up. And I want to try the wing-x split screen and synthetic vision mode too - so I am thinking of switching to wingx btw - the skyradar page does mention that you can use a belly mounted dme antenna to provide the adsb signal as long as the cable length is not too long.

never had that problem - and I am always running the heater full blast in the north east

I dont have NEXRAD in my cockpit - I have always wondered what some of those big tall cumulous clouds show up as on NEXRAD. The ones that have not started raining yet - because they are developing - so I think it wont show any precip. I would not want to fly into one of those clouds either - rain or no rain. Or maybe NEXRAD will still paint the cloud because of its moisture content?