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231LV

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About 231LV

  • Rank
    Lives Here
  • Birthday 03/04/1957

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  • Yahoo
    sharscott2@sbcglobal.net

Profile Information

  • Gender
    Male
  • Location
    Sedona, AZ
  • Interests
    Building and flying large model airplanes, tinkering on my cars, flying anywhere, living and loving retirement, my beautiful wife and daughter and praising my Lord, Jesus!
  • Reg #
    231LV
  • Model
    M20K

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  1. Thank you for the detailed info....this is what I was looking for to help make a "go/no go" decision. I really appreciate your post
  2. Well, the Experimentals offer new technology, new materials and new designs. Many are faster than our beloved Mooneys and offer some pretty stunning designs. The materials allow remarkable shaping for better aerodynamics, lighter structure and much less costly maintenance. You are right about insurance, however. Getting it for an Experimental like a Lancair is impossible. I never buy a plane with borrowed money but I do have assets which I would like to protect including the airplane. Once I hit 70, I will have to assess the risk management....but back to Rockets...what is a typical UL?
  3. ummm...only thinking about selling my 231 and buying a Rocket...nothing more...regarding an experimental, there are some really nice ones with great track records but La Patrona is opposed to flying something "someone built in their garage"....or something similar to that...she still may not go for the "swap" of our 231 to a Rocket...she kind of likes the 231 and we just did a new interior and a schedule for a new paint job but it still has a "franken panel" with some glass and some steam gauges....I would like to get an idea of the typical useful load on the Rocket...my 231 us about 900 lbs o
  4. I need to correct my response...that WAS a Rocket assuming the conversion went to the big engine.
  5. Ok, so I am guessing this topic has been discussed before (although I can't locate it in the archives) but sometimes it is fun to rehash and update the thinking. I have been flying my 231 for about 18 years now. Love it and have it to a point where the important stuff has been replaced/upgraded and all that is left is more cosmetic than safety oriented. I have about 1500 hours in the 231 so I am very comfortable flying it whether IFR or VFR. I am 64 years old and just renewed my insurance (steep bump due to hard insurance market, I am told). My insurance broker tells me getting insurance once
  6. LY-CON overhauled my TSIO-360-GB. They offered me the option of rebuilding it as the original GB or the upgraded LB....I opted for the LB and got the logbook entry showing the engine as a TSIO-360-LB and the engine data plate was stamped to show it as an LB
  7. hmmm....not really sure why it was rebuilt as the original GB...kind of like overhauling an Iphone 1 instead of buying the Iphone 10 but it may have been a monetary issue...in any event, the engine is no different than the LB...just runs hotter. You run it LOP to keep the CHT's down...avoid running it 50ROP at full power...at full power, run it at full rich. TBO can be easily reached if heat is controlled...with new engine monitors, the rate of top overhauls should start dropping compared to running these engines with a single temp probe
  8. the Century 41 is a sweet AP and does everything I want it to do....of course, you have to know when to punch the approach button for it to capture and fly it ....my only complaint/worry is it is original.....41 years old and I am expecting to spend some money on it in the near future...was just trying to think ahead but really believe an overhaul is the best course of action rather than a full replacement.
  9. I agree and do the same...no turbo cool downs on the ramp....I like a nice let down from 16k ft....turbo is as cool as its going to get at touch down
  10. Thanks all...after reading the old threads (2013) and seeing some comments, I think I want to stay with the Aspen...it is a nice box and I am fairly capable with it. The Century still works (and it is a really nice AP) and it seems my best option would be to have it overhauled/rebuilt rather than scrap it for an Stec. I have to keep my vacuum system for my speed brakes so really, the second Aspen would knock out some more steam gauges BUT I like the VSI and T&B coordinator gauges so they would stay and I have my IPAD for map/plates. Once my steam gauge AH goes TU, I will have to make a dec
  11. My Century 41 is 41 years old and though it still works, I am considering adding to the Aspen 1000 PFD with an upgrade to the Aspen 2000 Max and eliminate the steam gauges. I am anticipating replacing the AP sometime in the near future but the GFC500 is not compatible with the Aspen, as I understand it. I am wondering what other K drivers may be using apart from the GFC500?
  12. My wife and I are planning some trips up to North Dakota this summer for family visits and typpically fly in the higher teens and flight levels. I'm just wondering what other owers do flying their dogs up at higher altitudes? What kind of O2 requirements would be required and how do you get a mask on them?
  13. yea...the points you make regarding the higher costs and more importantly, the higher stress (my wife struggles with muscular dystrophy which is one reason for her dr visit and she doesn't need additional stresses on her) is why we will use Sugarland Regional....less hassle and easier....and a bit less expensive
  14. The Dr office is in the Museum District near the Zoo
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