bnelson1967

Thanks again everyone. After reviewing everyone's input it looks like driving in the winter will be the best way to go. Will still most likely go turbo if I can find the right plane.

Thanks everyone for the usual excellent input. It sounds like the turbo is the better way to go to get out of the stuff but can anyone tell me what the typical tops are when it's raining? I won't be going if there is a storm but just the normal Seattle and Portland steady rain. When I fly commercial they seem to be in the 10k plus range. My typical route will be KUAO to KLMT, with excursions to KBFI, and further north in Washington (San Juan Islands). As noted ice is the real issue and I don't have the desire to stay in the clouds the entire flight. If the tops are so high I will be in potential ice for a long time I should probably get a J, stay low, and not go.

I recently sold my F model and am looking for a replacement. Now that I've owned a Mooney I don't see me going to anything else. I live in the desert and commute to work each week about 200 miles so with no mountains or clouds and 300 days of sun a low flier made sense. I'm going to be heading home to the Pacific Northwest soon and will need to fly about the same distance but will need to deal with going over the cascades and a lot of cloudy days. I will be finishing up my IFR training once I get another plane but hard IFR is not what I want to do. So with the mountains and the clouds should I go with a K model or with the J? If I was flying a few hours I know it would be the K but with my typical mission only 1-1.5 hours and having never flown in the PNW I'm not sure what would be best. Any help would be appreciated!

I have the same problem going on with my 20F with a JPI 930. If you could post what you find I'd really appreciate it! Brad

Hi All, I just bought a '68 M20F and the baggage door arm assembly is missing. I've been trying to find one on the internet but no luck so far. Can anyone suggest where I might be able to find one?