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JohnZ

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    1976 M20F

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  1. Yep for sure. This was all done single pilot, about 30 gallons onboard.
  2. Hi Friends, I did some performance testing today in my 1976 M20F. Here are the results. Altimeter 30.07 3,500 feet, 19°C 26” / 2600 RPM / mixture rich = 152 KTAS 6,500 feet 18°C 22” / 2500 RPM / peak EGT = 151 KTAS, 10.6 gph 22” / 2500 RPM / 100 ROP = 152 KTAS, 12.5 gph 23” / 2500 RPM / RAM AIR ON / 100 ROP = 157 KTAS / 13.6 gph -RAM air gave about 1.5” manifold pressure 23” / 2600 RPM / RAM AIR ON / mixture rich (above 75% power) = 157 KTAS / 17 gph 8,000 feet / 15°C 21.5” / 2500 RPM / peak EGT = 143 KTAS, 10 gph 21.5” / 2500 RPM / 100 ROP = 149 KTAS, 12.1 gph RAM air added no noticeable performance gain 10,000 feet / 12°C 20” / 2500 / peak EGT = 143 KTAS, 9.3 gph 20” / 2500 / 100 ROP = 145 KTAS, 11.1 gph My sweet spot on cross country flights is anywhere from 6,500 - 10,000 feet. Anything outside of that range there is usually a reason for. Usually I’m expecting about 147 KTAS on 11.4 gph. Good combination of economy and speed.
  3. Reaffirming what others have said... slowing down early while in cruise will help a lot. Also, taking a few seconds to level off, let the speed bleed off, reducing power or adding drag, then continuing the descent can work well. My addition to the thread, and not especially relevant to the OP: personally, I don't treat the Mooney like a race car. I treat it more like any other light GA airplane... I'm okay with going slow and not always trying to achieve maximum airspeeds. Not always "laying on the coals" can be relaxing. It gives you ample time to stay ahead of the airplane, and enjoy not having to be concerned with "am I going to make this altitude by this point". Especially when in busy airspace, flying in the weather, etc. slowing down and giving yourself more time to plan is nice. The Mooney is different from others (Cessnas, Pipers) in that we can go fast in cruise... and really fast in descents... but we can go slow too. I feel like this area of the Mooney flight regime isn't emphasized enough. It's not always about A to B as fast as possible. When I first bought the Mooney it was all about speed. Now it's more about chilling out and we'll get there when we get there.
  4. Are these figure taking experimental aircraft into account? On a slightly unrelated note to the original topic... going with an experimental aircraft is making increasingly more sense. At this point many of them (Vans, Sling, etc.) are proven designs and anything but “experimental”. Many of them are basically brand new compared to the 40+ year old Cessna’s and Mooney’s that are reasonably affordable to the average person. There is so much red tape around certified aircraft that they are being priced out of existence. Sad, really.
  5. also the consolidated list put together on here a few months ago
  6. @Appalachia I looked over your spreadsheet. The numbers for the C look pretty reasonable as an average over time. I think you should plan on an extra 10-15K in the first year for unexpected maintenance and a higher than average annual. First priority is getting a hangar. Call your local airports and get into one or on a waiting list ASAP. I personally would not tie down an airplane unless it was absolutely necessary. I was in a similar boat as you. 26 years old. Wife and I are DINKS. Took the plunge and bought an F model last year. We decided to get into airplane ownership now for a few reasons. (1) We can responsibly afford it. (2) Life is short. Do the things that you love as much as possible. (3) A few other personal reasons that made it unquestionably the right decision. -Buying an airplane is a little bit of a financial risk. Do your due diligence and don’t buy a cheap airplane because it is cheap. You will pay more in the long term. -Don’t skimp out on maintenance, ever. If it needs to get fixed/overhauled/replaced, just do it. Plan ahead or mentally prepare for this accordingly. -I don’t know how much my airplane costs to own or fly because it doesn’t really matter. I choose not to calculate this number because (1) I am lazy and (2) it doesn’t change anything. If I had to guess it’s probably $150-$175 per hour all in x200 flight hours per year. First year of ownership has been heavy on sorting out deferred maintenance. Over time I expect average hourly cost will come down some. After experiencing aircraft ownership, I can say that we will most likely always own an airplane. The F is our first... perhaps a J, K, O or another brand that starts with “C” as a second... then retirement airplane... who knows... Mooney is a great place to start. Don’t try to justify airplane ownership in terms of dollars and cents. It won’t come out on top. Justify it because of the enjoyment that you will get out of it. Long post. I am passionate about owning an airplane and will encourage others to do so as long as it is right for them.
  7. I takeoff and land it full flaps, no flaps, half flaps, whatever. Honestly I don't think it changes anything that much and it all feels pretty much the same to me. I also don't go to any airports where takeoff or landing distances are an issue.
  8. Rag - to be perfectly honest with you I mostly fly at WOT and slightly ROP so this was really just an estimation of the numbers at a lower power setting.
  9. Hi Ram, I purchased an F to be an affordable time-building aircraft that is great for both simple local flights and big cross-country trips. Mooney excels at efficiency, safety, and useful load. Some really great positive features of the F, spoken from personal experience: You can expect 145-150KTAS at 6-10K ft on 11-11.5gph If you're wanting to slow down and burn less gas then you can pull it back to about 120KTAS on 9gph or less With 64 gallon fuel tanks, I can fly comfortably for 4.5 hours and go 600nm+ with IFR reserves My F has a 942 pound useful load It is very comfortable when flying single-pilot Some of the "to-be-desireds" that came with it: It is difficult for people that do not have good mobility to get in and out of, and my mother-in-law physically cannot get in or out of it The cabin is a little tight. I'm 180 pounds, flying with anyone else in the right seat that is larger than me, it is snug. Parts availability and maintenance is I think a little more of a challenge with the F than newer Mooney's or other more mainstream general aviation aircraft The F is a lot of fun. Great for local flying and cross-country time building. Make sure to check AD compliance... some things to look for: corrosion AD and prop hub inspection AD. Get a good, thorough pre-buy inspection done by a mechanic that you trust. Good luck!
  10. I’m not an expert in Mooney history and I really hope that Mooney will succeed, but their track record indicates otherwise. I don’t have a lot of confidence in their ability to formulate a sustainable business model. If they would have followed through with the Cadet it could have been a real game changer and saved the company possibly.
  11. For anyone who would like an update after spending a week considering the options and going through the decision-making process: I will be entering the market for a fixed gear Cessna 182. There have been a lot of good posts on this thread and a lot of excellent points made. I have spent several days assessing the various considerations. My concerns with Mooney: - As @A64Pilot touched on above: during my journey of Mooney ownership I have gotten a taste of what it means to have an extremely limited parts supply and (basically) no factory support. Frankly, I am scared off of investing heavily into Mooney, and somewhat from even owning one. Primarily due to this reason. Additionally, I have very little faith in Mooney Service Centers. Perhaps my experience is an outlier, and I hope that it is. However, both myself and one of my very close friends who owns a J have both had overwhelmingly negative experiences with MSC's. If graded on my experience - communication would be a 3/10 and customer service a 5/10. There have been several instances where I have called or emailed an MSC that simply never responded. -Why the 182: The 182 provides a more diverse set of capabilities: 1,100+ useful load Two giant doors making it easier for our older family members, two 80 pound dogs, folding bikes, camping gear, etc. to get in and out of Shorter fields/grass strips (yes Mooney can do this - personally, I choose not to) While maintaining a cruising speed of 130+ KTAS I think that the 182 is the airplane that provides the least amount of compromises overall. It's quick enough to get somewhere, a good instrument platform, similar range (to the F), more comfortable for passengers, easier and cheaper to maintain. The additional capabilities won't all be used on any single flight. Over time, however, I feel that the additional utility will create more opportunities for practical use of the airplane. This in conjunction with better parts availability and aftermarket support, more mechanics familiar with the system, physically easier to work on, and reduced expense of a fixed gear will result in an airplane that costs the same to own and operate and a better long-term airplane ownership experience. I also feel much more comfortable about making the investment of a glass panel upgrade in the Cessna. The loss in speed from the F to the 182 (roughly 15-18 KTAS) is negligible to me. Perhaps some flights will take an extra hour, but that is - to me - worth the trade-offs. Honestly, I really like Mooney. The combination of speed and efficiency that Mooney provides can't be beat, even by more modern planes (looking at you - Cirrus). However, in the category of sub-$200K light single-engine cross-country family planes with 1,000+ pound useful load, I think the 182 is a lot more practical for my mission. Perhaps my mind could still be changed, but I think it's unlikely... If anyone else is in a similar predicament, I hope this helps.
  12. @Marauder first - your panel looks great. All of the essential functions to improve safety and make flying easier/more enjoyable. Great PFD/MFD setup, capable autopilot, rid yourself of the vacuum system... nice. I appreciate the insights. I am wrestling quite a bit with the idea of buying a newer airplane. Mooney is the #1 option (most probably an 80s J if I am being honest, which from a practical standpoint that does not make a whole lot of sense to transition into unfortunately). After considering all of the comments from this thread, I am leaning towards restoring/updating the 76' F. My wife and I are young with no kids and no intention of that anytime soon. If we do end up expanding the family eventually, the upgrades to the F would be well justified by the time they were big enough to consider an airplane change... basically, the size and useful load of the F (or Mooney in general) is a non-issue and the speed/efficiency combination fits the mission perfectly. There really isn't anything that I don't like about the F except for the desire to get into the mid-80s J or K market for a few reasons. In any case, Mooney is clearly one of the best choices for the type of flying that we do. Once the upgrades are done to the F, I'm sure they will feel justified very quickly. Thanks for the input... in either case, this will play out over the course of the next 6 months or so while final decisions are made and putting a few more hours in the airplane.
  13. @ArtVandelayI’ll admit - I am a fan of Garmin products for several reasons. BUT Competition is great for industry and innovation!
  14. Anthony, That is great to hear. I had some trouble locating a few parts recently and it made me a little nervous about the long term effects of little factory support. Would you mind tagging a few of the go-to folks for future reference?
  15. Yeah a previous owner picked a good scheme! The paint is in pretty decent shape.
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