chrixxer

Heh. Yeah. Most of my time lately (I got my PPL in October, I have ~200 hours total time, 54 of those in the last 90 days) has been in an SR22 G2 or a PA28R-200. The Arrow costs me $20/hr more to rent (+12% more), but cruises about 45kts faster (GPS measured ground speed) (+46% faster) than the Warriors I was renting... The Cirrus is, um, a lot faster, but slurps down fuel at a prodigious rate, and I can buy a Mooney for less than 6 months of rental costs on the Cirrus...

Like I said, I'm "Jon Snow" in this endeavor. I may have been given bad info. But a number of folks, even while not saying anything bad about the newer gear systems, have spoken highly of the simplicity and mechanical reliability of the manual landing gear; "there's nothing to go wrong!" says the owner of an M20B (and a fleet of Pipers, including a retractable Apache). Then I read little asides like this one: “[M]ost Mooney pilots wondered why in the world the company complicated a good thing with an electrically operated landing gear.” http://airfactsjournal.com/2014/03/whats-wrong-mooney-pilots-lot/ And this: “Many Mooney pilots swear by the Johnson bar. Through my research I even read a discussion thread on which a few owners were looking into converting their electric-gear airplanes to the manually actuated system. Their argument for the Johnson bar was that it is less expensive to maintain and less prone to failure.” http://www.flyingmag.com/aircraft/pistons/mooney-makeover-buying-airplane The simpler operation and lower MX costs are brought up several times in this thread here, as well: At the end of the day, I like simple. I still drive the '95 Jeep Wrangler I bought new 22 years ago to drive to California. (I also have an E46 BMW that has a little too much in the gizmo department, and I've had some bewildering and expensive situations with that car - like a malfunctioning driver's side door handle that would inexplicably, while the car was parked and untouched, unlock the car, lower the windows part way, and leave the convertible top in some state of partial retraction...)

The guy who was showing me the plane didn't know it was expired. The owner of the shop, apparently, did (he attributes it to "[his] own laziness"). In other news, it's apparently "on dealer registration currently," and that the occasional flights are being done "on dealer registration...

Thanks! (Though thought a rebuilt IO-360 was about $20K? http://www.coronaengines.com/Engine-Overhaul ) I like the quadrant throttles on the later-model Fs, but I've heard horror stories about the frailty (MX nightmare, is how it was described) of the M20's electric landing gear...? Definitely want the stretched "F"-style fuselage, though, both for passenger capacity and because I've heard it's a more stable platform in, e.g., IMC. I'm new to all of this, so forgive me if I have bad info!

The prop had some time on it when it was installed.

TIL; thanks!!

Engine (overhaul) and prop (slightly used, installed) were both done in the late 90s. Engine was replaced in 1971.

Seller is a dealer and part 91 service provider, has hangars full of planes and several A&Ps on staff...

It's hard to find comparisons; the Fs I've seen are either shotgun panel models with trashed interiors, or nicely redone and in the $55K+ range. This one compares favorably to the used Arrows I've been seeing, with a simpler landing gear setup and better cruise performance / fuel flow / range... Current owner bought it as a project, doesn't know more than what I listed above (got that from him this morning).

They're asking about $45K, I've heard it should (?) go for about $35K assuming engine inspection is solid...?

About 800 hours on the engine, about 900 on the prop (installed with about 200 already on it). Tanks were full and not leaking.

I'm a relatively new pilot (PPL in October 2015, about 200 hours total time, 105 hours PIC, ~25 in complex, ~50 in high performance (Cirrus)). I'm looking for my first plane, which I intend to have for a while. Everything I've read / heard about Mooneys, leads me here. (Currently, I'm renting a G430W-equipped '71 Arrow with daily minimums (2 weekdays, 3 weekends/holidays), wet, $189/hr.) Had the owner of the flight school I trained / am training (working on IR now) at refer me to a guy a few hangars down with several project planes, one of which is a 1960s (FAA says 1967, owner says 1969) M20F. A CFI/plane owner friend of mine and I flew out to see it today, and gave the logbooks a once-over: https://www.dropbox.com/sh/vagcou8yybo3216/AAASwjMCr-zVj2di5Fxui8F9a?dl=0 It has the "standard six-pack" panel layout with two avionics stacks, including a KMA-24 audio panel, an old ADF receiver, a MAC-1700 COM/NAV unit (with I think a KI-206 VOR/LOC/GS), a KY-197 COM unit, an ancient Apollo GPS unit, a KT76A transponder, and a KNS-80 RNAV (tied to what I think is a KI 208 or equivalent VOR/LOC indicator). Essential stats and known "potential issues" / squawks: TTAF 5700 hours Lycoming IO-360 engine with <800 hours on it 3-blade prop with <1000 hours on it, installed in 1996 Current annual Has only flown about 100 hours in the past 16 years. Stored the last 3 years in an immaculate hangar in a dry (desert) part of SoCal. The owner didn't realize it's not legally airworthy (expired registration), and has been flying it a few hours a year just to keep the moving parts moving. Registration expired in 2013 and tail number is forfeit, will have to be repainted, but paint is a 5/10 anyway with some touch-up needed on the wing leading edges immediately (bare metal) The positive control system can't be deactivated (button doesn't work), so it's "always on" and the controls are correspondingly stiff. Manual landing gear, hydraulic flaps. The step retracts. New interior (gorgeous, essentially unused). Fuel tanks don't leak, but I don't know if bladders were installed or if they were re-lined or what. Engine was replaced in 1971 with 245 hours on the airframe; prop strike. On the recommendation of the flight school owner, I'd probably take it to Denise Trevino (sp?) at Inland Valley Aviation over at Chino Airport, for a once-over...?I also know I'm looking at ADS-B compliance in a few years, etc. I'm planning on putting - eventually, and depending on things like STCs - at least a 430W in, hopefully someday soon a G3X PFD or at least a (now STC'd for the Mooney) Garmin G5 digital AI replacement, a decent COM/NAV unit, and probably a GTX345 transponder for ADS-B Out compliance, so I know I have another $20K to put into the panel alone.) I like the economy of the IO-360 / Mooney combo (good cruise performance at a wallet-friendly gph rate), the simpler maintenance of the manual landing gear, etc. Basically, I intend to fly this plane as-is for a while ("light" IFR consisting mostly of punching through marine layer during June Gloom - I live on the coast), but will need an LPV-capable GPS eventually. Am I nuts for considering this in progress (but complete, and flyable, once registered) "project" plane? Given the above, what would a reasonable asking price for this plane be? Thanks in advance!!