Kb Brar

1 minute ago, vorlon1 said:

Do you have a manufacturer/part no?

Whelen A610 Stöbe , No clue on the power supply 

Greeting every one , 

on my Mooney N78903 M20b the right side wing tip strobe failed and left one is fine . 

I have replaced The Strobe with a Known Good part , no luck , Can any one help me Location of the strobe Power supply and Suggest LED wing tip lights. \]

19 hours ago, J0nathan225 said:

It's all what the buyer is willing to pay.

@Kb BrarFWIW I paid ~15% less for a VERY similarly equipped 64 E. SFOH was close to the same too. (more speed mods tho)

For the OP look at the when the tanks were last sealed, hours on prop and how long ago both ENG/PROP were O/H'd. Has it been flying 100+ hours a year? HOPEFULLY 

From the pictures the main gear pucks look good, but check the logs. 

Hours on Mags, exhaust, starter and alternator?

https://www.aircraft24.com/singleprop/mooney/m20b--xi134412.htm

Other one is VFR with WWW 1 Radios . 

On 8/28/2020 at 6:58 AM, Raptor05121 said:

I did exactly that. I bought my D model at 80TT and I'm at almost 1200 (Part 135 IFR mins). I built 650 hours in my Mooney before getting a first job in Cessnas for survey. I did my IFR, commercial, and about to take my CFI ride in her. It's a VERY pleasurable experience and it teaches you A LOT. My DPE has commented on how proficient I am with the aircraft versus most people who bring rentals that they have only a handful of hours in. I am trying to stay humble, but all of my coworkers are children of Part 141 "pilot mills" and I'm appalled at their lack of real-life GA experience (one employee has over 1,000 hours and has never used a self-serve fuel pump, for example). It will teach you real-life knowledge you cannot get anywhere else, but at a hefty price. If you like adventures while climbing the 1500 ladder, DO IT.

Thank you  that information , I am working on the Pre buy , so far firewall cracks and no known engine or landing gear issues , I am hoping to keep it well maintained and fix it anytime there is a miner issue but I am not planing to do the Stop watch style TBO , how often you change oil on yours. 

Do share some caring tips , Washing and cleaning etc. 

19 hours ago, hammdo said:

https://www.controller.com/listing/for-sale/194444325/1961-mooney-m20b-piston-single-aircraft
 

That is a hefty price for a B...

-Don

https://www.aircraft24.com/singleprop/mooney/m20b--xi134412.htm

Batter radios with Such screen and Female voice lol . 

18 hours ago, J0nathan225 said:

It's all what the buyer is willing to pay.

@Kb BrarFWIW I paid ~15% less for a VERY similarly equipped 64 E. SFOH was close to the same too. (more speed mods tho)

For the OP look at the when the tanks were last sealed, hours on prop and how long ago both ENG/PROP were O/H'd. Has it been flying 100+ hours a year? HOPEFULLY 

From the pictures the main gear pucks look good, but check the logs. 

Hours on Mags, exhaust, starter and alternator?

So far the Pre buy has found Filewall Cracks $2000 repair , seller is welling to do it. Engine airframe and prop logs are all Good and plane was well cared for based on the records. 

700 Hours on the Prop. 

Landing gear was last repaired for a gear up landing in 2007 . 

On 8/31/2020 at 2:42 PM, 59Moonster said:

Since it hasn't been mentioned. Since you are going the CFI route. Just remember that you can't rent out and instruct in your plane unless you are also doing 100 hours on it.

My biggest recommendation is check insurance rates first!!!!

Also, did I catch that right that you are spending $80k for an M20B?

Yes Sir it is 70 K , But I like the plane because of the Avionics in it. 

On 8/28/2020 at 7:38 PM, BKlott said:

Did you factor in the cost of an engine overhaul? 1350 + 1500 = 2850 hours.

How many hours on the prop?

 

300ish that I know off, My Understanding is Engines can go well over TBO , and so far I have not been able to Figure out that Cost of TBO  but my guess is 25K . 

If I can get 1200-1500 Hours from that engine it would be Awesome but If I have to repair it, then I will just bite it like a Man lol 

I will really love to know How much I can sell this back into the market with 0 hour Engine . 

Just now, MikeOH said:

You need to find better CFIs!  To be fair, they usually don't reside at your typical flight school; a good one is worth a damn sight more than Ramen wages!  You WILL pay more, but you need to seek out a seasoned CFI.  Further, you'll probably have to; most flight schools won't train you in your own plane.  Typically, this is due to their insurance requirements.

First year, you're going to be looking at several thousand a year for insurance.

I fly a little under 100 hours per year in my M20F and I'm running right around $15K per year, ALL in.  And, I mean EVERYTHING: I track shop towels and spark plug washer costs!  I'm sure maintenance would go up a bit if I flew 500 hours per year, but a good estimate would be to just add in fuel and oil.  Running LOP I can dial back to 8 gph.

Good luck!

LOP is a great suggestion , I am not in any rush to get some where , just to build time. The plane have very fancy Radios in and Mid age engine, any tips on getting 4000 hour from it or may be 3800 LOL 

3 minutes ago, MikeOH said:

Given your clearly stated goal of building time in your own plane since your business won't allow for the CFI route, I think your choice of a short body Mooney is a good one.

While I don't have personal experience, I did consider buying a Mooney from a guy that had done EXACTLY what you propose: he bought a short body Mooney and flew the Hell out of it to build his time.  He was selling since he had just landed his first airline job (RJs, of course).  IIRC, he took 2-3 years to do it (had a family and decent job, so the CFI route wasn't for him, either.  10-15 hours a week will do it.

Personally, if I was young and wanting to gain experience for a pilot career, I think this is a far, far better way than being a CFI doing the same thing over and over.  This guy flew that Mooney all over the country, and looked for flyable IMC (no TS or icing).  Heck, I quit using CFIs at flight schools for my IPCs since most of them will NOT fly in IMC; heck, some won't even file IFR!  Seems to me he had far better and broader experience than any 1500 hour CFI coming from a flight school (especially those in southern California or Arizona!)

the school I fly from just takes me round and round , really hard to make a schedule with them and CFIs don't know a dam thing. 

Thanks for your encouragement . 

I opted for Option One ,

I calculated 1500 Hours at $130/Hour $195,000 or About 9000 Gallons  of fuel  or $54000 in fuel price and $141,000 in rental cost . 

If I buy one for $80000 At least at the end I will b left with a $50000 aircraft . 

I hope my math is not off by a lot . 

I have not counted the Insurance and repairs etc. 

I am a New pilot with 45 hours on the Logbook. My dream /Goal is to complete IFR , CPL and ATP with 1500 Hours . my Business now is not going to allow me the CFI rout  or wait for an aircraft becoming available from the school , so I just have to fly around to build hours , may be 2-3 years 

Does any one have any personal experience in doing this. 

I am buying a 1961 M20B

Avionics

28 minutes ago, carusoam said:

Am I too late?

KB shows up with a simple question...

Is the M20C a good first plane..?

A)Yes.

B ) hell yes.

C) Yes, I wouldn’t have it any other way...

 

I used my M20C to visit clients probably once or twice per year... it was used to land a 1000+AMU job... (call it an expensive sale)

Then I used it to visit grandma with their grand children... 20 to 40 times per year...

I trained in it for the IR...

I bought It after the PPL...

Then I bought a more capable plane... and flew the same number of clients around...

Yes it takes some effort and training to make it a useable traveling machine...

It’s not like you are building a business around having a perfect airplane... you have built a business already... you use expensive tools... A Mooney is another expensive tool to be used under the right conditions...

 

Holy Cow... imagine pictures in the today’s flight thread taken by a pro, with a 45amu camera...!!! 

Go Mooney!

Welcome aboard BK.  Some of us get the cart before the horse some days...   you have met the MS sales prevention team, stand by for the more positive replies...

What you have witnessed... MSers have welcomed you into their inner circle... It may be hard to recognize some of the jabs tossed around by people that know each other pretty well.  It happens over the years...

Best regards,

-a-

Thanks 

4 minutes ago, gsxrpilot said:

That comment wasn't directed at you...

A Mooney is a great way to get around the country. And an M20C is a nice first airplane. My first airplane was an M20C as well.

Having said that, it's easier to spend money on a bad airplane than to find a good one. I wouldn't be worried about whether you should buy an M20C or not, but rather are you buying the right one. Like they say, don't marry the first girl that smiles at you, don't buy the first Mooney you see either. 

But you've come to the right place and there is a lot of wisdom on this forum. We can help you evaluate the specific plane if you want to post the info here.

I would suggest getting a little closer to getting your license before buying the plane. Later down the road after you've soloed and are doing solo cross country training flights, you'll be in a much better place to evaluate the airplane you want to purchase. But we'll certainly help you make sure you're getting a good one.

thank you for the incurring reply . 

1 minute ago, RogueOne said:

Kb:

I am really not sure what is going on with all the Debbie Downers here.  A C is a great reliable airframe and engine.  Maintenance on your plane and ON YOU (to make sure you fly and remain competent) are critical.  These are OLD airframes that if not maintained well are money pits at best and unreliable to a fault at worst.  That said the baggage holds 100 pounds and the back seat easily a hundred more and you and your add on there to make useful load.  Keep learning and dreaming your dream.  I bought my Mooney shortly after getting my complex rating and have hundreds of fun hours under the belt.  Sounds like you have four wheel options as primary and the Mooney would be a fun and practical back-up.  Enjoy your search and education in pursuit of your license to learn.

thanks for that , yes I have reliable ground transportation 2019 Mercedes Cargo van , and plane is just a toy like my RED cameras and my Hasselblad. See I shoot with a camera that takes a $3000 memory card , just want to up my game with a plane 

1 minute ago, RogueOne said:

You really need an attitude adjustment.  Just wow.

I am confused ?

2 minutes ago, 201er said:

You’ll probably want to be looking at a Cirrus then. They are mostly bought for showing off. And they come with a parachute so that you feel like you’re a safer pilot.

lol , too much money , may be down the road not now. I found your youtube , I subscribed as well 

1 minute ago, bradp said:

I’d reserve the plane for the lowest end clients.  You need to learn about trip planning and external pressures very soon in your training and focus on it big time.  Your eyes are too big for your stomach right now... at least from the posted content so far. 

I can't afford a $1.5 mil for a nice power house yet, I am hoping for the best with $60-$80k investment  

2 minutes ago, bradp said:

Are you personally required to be there? If you rely on a Mooney there are times that you’ll be unable to attend events.  Dispatch rates fleet wide are probably near 85% for just mechanical.  I used to live in Pittsburgh.  From November to April I’d cancel 50% of my planned (weekend) trips for real.  There were a handful of times when we’d fly out and get weathered in for the trip back home - leave plane, rent car and plan another rental to go pick up the plane when the weather cleared. Ignore these rules and there is a very real risk you’ll end up as a smoking hole in the ground.  Don’t mean to be blunt but this is reality unless you get into turbine or high performance twin world.  

Air travel is only for selected weddings and it is a show off rather 

Just now, SantosDumont said:

The reality is that because of weather your plane will work out about 30% of the time... unless you are in the Southwest, then it will work about 50%.  There are whole months in the winter where it is just a no-go. 

I live is Fresno CA , I am not planing to fly to every wedding we have 170 weddings to go to a year , my plan is to fly to selected few , only for high end clients. most of my competitor shoot a wedding with $2000 camera and I have 3 cameras worth $45000 each I take out for selective brides. my plane is going to be the same thing 

3 minutes ago, bradp said:

Also what’s your plan B for when the plane doesn’t work out?  Would you plan to travel to your gigs a day or two before to ensure that you’d be there without weather pressure or mechanical ills. Seems like a wedding photographer has a fair degree of get there itis potential - it’s not like it’s a business meeting that can be rescheduled.   Someone’s special day is probably not being rescheduled... Do you do more than one in a weekend...,

A rule of thumb is give yourself 8-36 hrs for buffer for weather if you’re instrument rated and it’s it’s not winter and you’re flying personal GA in a non-deiced, underpowered single. 

that pressure is always there , I have a team of 8 persons , Advance team can handle small delays.. rest of the crew always travel by road. 

Just now, skydvrboy said:

@Kb Brar You'll see I reworded my post.  I don't think this has anything to do with you as the student, but was directed toward the instructor.  You can't be expected to learn what the instructor hasn't even attempted to teach you.  I've heard far too many horror stories of bad instructors out there that are just milking their students for hours.  There is a lot of difference between taking a student for a flight and actually teaching them to fly.

I did not mean to do that , I have been feeling the same way about my instructor. Mostly I just go up in the air and do stall and s turns and land few times. I don't know any other schools in my area and I wanted to finish my Traning in 40 hours but it seems I am stuck. 

1 minute ago, skydvrboy said:

Don't take this the wrong way, but how do you calculate weight and balance before EACH flight without knowing this?  You might want to find a different instructor, you know, one who actually teaches you something.  I know some are more interested in just going up for a flight than actually learning to fly, and there's nothing wrong with that if that's your desire.  But if your goal is to learn to fly and get your license, you should be a LOT further along with 15 hours under your belt.

I did not go that far , weight and balance  topic is still pending , so far I had radio, for nav , stalls  etc. and 50 landings  done . Sorry for being to dum.

5 minutes ago, skydvrboy said:

I think you'd be better off buying a Chevy Suburban!  I fly the F model which is near the top in terms of the useful load and my full fuel payload is 642 lbs.  Of course with 64 gallon tanks, I can leave some fuel out and still travel a fair distance.  Even if you find an M20C with a useful load of 1050 (I think most are closer to 1,000 and under), you will only be able to put in 41 gallons of fuel without exceeding gross.  There are other planes that will fit your mission much better, perhaps a Cherokee 6.

On the other hand, if you can cut your gear down to only the essentials, I don't think there is a much better first plane than an M20C.  But the "right" plane is one that fits your mission.

 

This is helpful, I took my discovery flight in Cessna 172 and I am Traning with a piper tomahawk , I can manage the weight down to 200 LBs. Any idea on the insurance cost paying about $65000 for the plane ?

Just now, KLRDMD said:

Do you plan on having any fuel or oil ? 

bummer , so they count dry weight only , how much can I carry with full tank of gas?