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The most expensive Mooney's start at 50 grand. The cheapest ones are in the 120-150K range.

I feel that early C models (maybe also E & F) for what ever reason have a cooling problem on takeoff until they are configured for cruise climb. For J-Models forward, the cowling is much more effective and do not exhibit the same cooling issue. I suspect being fuel injected also makes a difference. The key for at least my C is to get into the a cruise climb as soon as possible (120MPH, 25 squared). Until you get into this configuration, you'll see temps at or above 400 degrees. I do this by keeping my initial climb to around 500 FPM to reach 120MPH ASAP, and at around 500' AGL I bring RPM's down to around 2500 RPM and 25". You'll read on this forum folks that don't agree with me and feel you have to keep WOT (fuel enrichment) and 2700 RPMs but that's never worked for me.

It really comes down to the involvement of the aircraft owner and the quality of the mechanics the shop uses. I took my 231 to a MSC for its prebuy, during which they gave me a list of minor squawks and fixed the "big ticket" items, but after taking it home and to a local shop (which is not a MSC) for some followup work, they found massive issues that the MSC missed (and some even caused by them). Just because they have MSC next to their name does not make them the end all be all in terms of maintenance. Find someone you trust and go with them. This was the first prepurchase that I have gone through where I was not able to be present 100% of the time, and I will never make that mistake again. I would rather go to a mechanic that I have known and trusted for years who may not be as well versed in Mooneys than go to a shop out of the blue (especially not near your home) that probably doesn't care about you, just your money.

As a 9000 hour pilot rated in the 747, CRJ, and Beech 1900 that small shock you get while punching into the clouds never goes away, it does get easier however. You have to trust that everything is going to work as planned, your training is enough to handle it, scan the instruments, and settle down into the IFR mentality. After 3 minutes, your mind gets into the rhythm, the airplane and you settle down, and you fly by the numbers. Then the rest is boring. The hardest was the was the early morning low IFR departure into 200 OVC. Its quite a transition from cold "stick the power to it" to 30 seconds later in the soup.

Saw this on facebook today

I tried that on a blind date. Turned out she was a pilot too and she didnt buy the bullshit, but she did buy in on the shallow character. I married her a year later and we bought a Mooney 201.

Here is a picture of the bird for your viewing pleasure.

Let the choir sing for all posts are exactly my personal considerations. My ifr certificate is a license to learn!

I like this one better.

I calculated a power consumption savings of approximately 79.869% + or - 50%. Thanks for the compliments everyone. This was one of the improvements I really wanted for my plane since buying it. "If you've ever shown someone a photo of your airplane BEFORE showing a picture of your first born child... You might be a Mooniac."

To avoid denting the tubes I wrapped around them short pieces of thick rubber hoses. The hose is slit along the length and then wrapped around the tube. To hold it in place I used ty-wraps. I had this done 20 years ago and never had a problem with it. The hose material serves as a cushion preventing metal to metal contact thus denting. As per the picture, the stop welded at the structure never had a chance against a tow bar leverage. Even when hand towing, just make the lever ratio math. José

Hi AmigOne, look at Mooney service instructions M20-114 that can be found on the Mooney Aircraft website. They changed jacking instructions several years ago and prohibit you from holding the tail down. You'll need to lift the front of your airplane using an engine hoist to the lifting ring on your engine. I built a tail stand several years ago before this change and now use it just for stabilizing the tail when mines on jacks. I don't let the tail support or carry any of the weight while on jacks. David Staffeldt

Quite true. And a reason we don't generally go as the crow flies in the mountains. Heading around toward Eagle first is a good lower altitude option although crossing Hagerman after heading to Reudi Reservoir is a beautiful way to go although the options are fewer.

I flew with a friend who has a 750 and a 650 installed in his Bonanza. I really liked it so much that I decided to go for it... I mean for the 750 (the 650 in addition to ... too much...) So my bird is again undergoing some work between now and the holidays... I will post some pictures once I am done... However, I have a question, does the 430W speak to the 750 and the 795, ie can you crossfill the flightplans? Oscar

After five owner-assisted annuals, I took my 65C to a major shop that doesn't allow owner assistance. It cost a small fortune and was the best money I've ever spent on the plane. They were much more thorough than the three mechanics that have previously looked at my plane and found some issues that I simply can't believe were missed in earlier inspections. So while I understand and in some ways agree with owner-assisted annuals, my experience has been that you get what you pay for. And while I am mechanically inclined, I am not an airplane mechanic and don't know enough about airplanes or mooneys to trust myself to the inspections. YMMV.