201er Posted June 23, 2011 Report Posted June 23, 2011 How do you tell a K from a J? I end up just assuming they are all J. Are there any visible differences? E, F, J are easy to tell apart but K looks the same to me. Anything give it away at a glance? Quote
FAST FLIGHT OPTIONS LLC Posted June 23, 2011 Report Posted June 23, 2011 The cowling on the K is longer due to the 6 cylinder engine. That's usually the dead giveaway and easiest thing to spot Quote
Jeff_S Posted June 23, 2011 Report Posted June 23, 2011 Also, the air intakes on the front of the cowling are not quite as small and streamlined, and to me the nose just looks a skosh "boxier" or something. Quote
fantom Posted June 23, 2011 Report Posted June 23, 2011 If you leave from the same location for the same desination the K will be there before you..... .....probably at the fuel pump ;-) Quote
Parker_Woodruff Posted June 24, 2011 Report Posted June 24, 2011 Gary, I'll remember that when I'm blistering along from TX to FL at 250 knots in the flight levels this winter. Quote
jax88 Posted June 24, 2011 Report Posted June 24, 2011 Hey Parker, be sure and wave when you go streaking past me. Of course, I'll still be puttering along down closer to 10k. But hey! No need for oxygen or speed brakes, right? Quote
fantom Posted June 24, 2011 Report Posted June 24, 2011 You make a good point, Parker. So you don't want to get some good WX flying experience down low in the clag, while you build your hours? ;-) Quote
Parker_Woodruff Posted June 24, 2011 Report Posted June 24, 2011 eh...I'm pretty sure that 98 hours of my 860+ are instrument with a fairly even split between simulated and actual. Just not owning an airplane for awhile is making you my safety pilot this weekend to get approach current! Quote
fantom Posted June 24, 2011 Report Posted June 24, 2011 Yeah....but those hours were in a J for the most part, not a high flying, in the clear, K. Actual instrument time for you will be harder to come by in the future......you lucky dog! Quote
Parker_Woodruff Posted June 24, 2011 Report Posted June 24, 2011 The funny thing is once I got all the nice avionics in my M20J is when it seemed IMC became allergic to my Mooney. I took quite a few approaches to minimums when I had the King Silver Crown stack. I'm still a hog for IMC. ”If they could bottle the feeling you get when you bust out of the thick stuff to a windshield full of runway lights, it would sell by the case.” -- Keith Ulstad on Mooney Mail List, Aug. 2001 Quote
N33GG Posted June 24, 2011 Report Posted June 24, 2011 Hmmm... it didn't take Parker long to get pretty cocky now that he owns a 252. Quote
Parker_Woodruff Posted June 24, 2011 Report Posted June 24, 2011 Nothing like a turbocharger to put a little spring in your step. Now I know why those that have them say they don't want to go back to not having one... Quote
John Pleisse Posted June 24, 2011 Report Posted June 24, 2011 Not being sure you can get on top...IS limiting....been doing it for a long time. I always file for 11 or 12 then amend when I break out. If I can't get on top, I don't go. I am looking at it 201-FLYER....I am looking at it!!! Parker...love the new Avatar Image. Another difference with K's and J's. K's have a dropped and weighted elevators (CG coiunter weighting). The 201 elevators sit level. Quote
tony Posted June 24, 2011 Report Posted June 24, 2011 is a "K" still classified as a bug smasher? Quote
flyboy0681 Posted June 24, 2011 Report Posted June 24, 2011 Parker's new Avatar is real real nice. Quote
jax88 Posted June 24, 2011 Report Posted June 24, 2011 Anything that lands in East Texas in July or August is a "bug smasher". Quote
bnicolette Posted June 24, 2011 Report Posted June 24, 2011 Hey guys, I guess this falls under the stupid question thread?? When I first started looking for a Mooney, I thought about going the "K" route as they were priced in the ballpark of the "J's". However, the more I looked the more I noticed that most of them were being sold around the 900 SMOH, SFRMAN, etc. mark and in talking with some folks, it seems that this engine most times needs to be topped around this time. Sure there are exceptions to this, but most do? Is there any truth to that what-so-ever? Also, looking at the overhaul costs on this engine, it seems that they were around 52K for a factory engine, but was not sure what the engine shops were charging? Does anybody have any experience with the costs on overhauling this engine? Most of my flying is commuting to work which is a 1:15 flight, so it would be hard to justify the extra expense for 90% of my flying, but I have to admit, it would be nice to get up higher once in a while. One more question........What is the "real" speed difference between the "J", 231, & 252's? How about fuel comsumption differences on say a one hour & two hour leg between all these models? Quote
flyboy0681 Posted June 24, 2011 Report Posted June 24, 2011 One more question........What is the "real" speed difference between the "J", 231, & 252's? I'd be curious to know that myself since I have a "201" and I've never seen it even remotely approach that speed in level flight. Quote
jetdriven Posted June 25, 2011 Report Posted June 25, 2011 I looked at them to and they might be 10 knots faster below 8000', and the higher they fly the faster they are. Unfortunately for us, the expensive overhaul coupled with the higher fuel burn and a possibility for a top overhaul at midtime, and the 30K+ overhaul cost drove us into a 201. If I lived out west or had to fly long distances, a 231 or 252 it would be. There is no equal except a 600K Acclaim. Quote
jax88 Posted June 25, 2011 Report Posted June 25, 2011 I just got done shopping through the K, Bravo, and Eagle models and I want to say the real world quotes for overhauls on Ks turned out to be closer to $42k than they were to $52k when we called the overhaul shop. If I'm recalling correctly, the difference in quotes we got between overhauling and just getting a factory reman was only $2k. Quote
FlyDave Posted June 26, 2011 Report Posted June 26, 2011 Here's a great article on 201 vs. 231 based on mission: http://27189.sites.myregisteredsite.com/pdf/Apr01/TMP_April_2.pdf Quote
knute Posted June 28, 2011 Report Posted June 28, 2011 Here's a great article on 201 vs. 231 based on mission: http://27189.sites.myregisteredsite.com/pdf/Apr01/TMP_April_2.pdf DaveN1160N, 1982 M20J ------------------- That article only references the "book" numbers for a 201 at 175kts top speed, and 170kts cruise, and doesn't appear to reference any first hand empirical data on 201 cruise speeds. From all the 201 drivers I've talked to, that's pretty optimistic for a typical 201! (10-15kts high) Any more 201 owners want to chime in with what they see? I have an E model, so my own numbers aren't that helpful to comparing a J to a K. Quote
bnicolette Posted June 28, 2011 Report Posted June 28, 2011 I usually see a minimum of 150 to a max of 160 knots TAS (it's very hard to see the temp on the airspeed indicator to set it dead on, but the ground speed correlates with that given the forecast winds aloft) between 7 - 8 thousand feet and that's running 2550 - 2600 RPM WOT running at peak to 50 rich of peak EGT. Quote
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