andrewniesen

@jetpilot86 - very helpful ... thanks for that explanation

I've been so fixated on a Bravo that I didn't really think about an older short-body model. I'm in the mindset now that perhaps a Grumman Tiger is the place to start and then trade up to a Mooney later, but maybe one of these Mooney models is the place to start instead. Mission is basically regional XC. I live in Atlanta but run a company based in Wilmington DE, so I fly between ATL and PHL frequently. I'm constantly booking and rebooking flights on commercial carriers (DL and AA) and am getting tired of the limitations and logistics involved. So flexibility is part of the mission, traveling solo for work. I would probably fly between KPDK (or KFTY) and KILG if I flew myself. I also have an 8-year-old only child, and I want to make sure that he sees more of his grandparents and cousins, who live near KCPS (St. Louis), 43PA (Philly area) and KTOA (Los Angeles). The KTOA trip might be more of a commitment than my wife and son are willing to do. These distances make a faster single engine piston attractive, and winter weather makes features like TKS a nice to have. Although I may be getting ahead of myself considering FIKI. This is an interesting comment and I'm curious if you could explain a little more about what you mean by it. I know these aircraft are fast, making it easier to "get behind the airplane" but is there more to it than that? And this may be naïve but why not just slow down during critical phases of flight? I'm aware that there is a lot more to do when flying complex airplanes than I'm accustomed to in a Skyhawk or Archer... My CFI did his multi-engine training in a DA-42 and loved it - fully FADEC and he said it handles like a dream. I would love to buy a DA-40 but for the expense I would want/hope for a few extra knots. It's not much cheaper than a Cirrus Finally someone mentioned that the Bravo handles like a 1970s pickup truck. Curious what people think about this. I read Bonanza owners talking about how well their aircraft handle - wondering if there is any truth to it.

Agreed...the only reason I would go Cirrus is if the maintenance costs were substantially ($8,000/yr +) lower than Mooney. One thing I am learning (being new to this) is that Mooney retractable maintenance tends to be cheaper because of the relatively simple design of the gear vs other manufacturers. This is probably a "duh" statement for most people on this forum, but when someone else with my level of experience reads this it may be helpful. Correct me if I'm wrong here. Turbo - I think it's a strong want, because of speed and altitude capabilities. Beyond the Bravo the other model that piques my interest is the K 305 rocket. I'm more and more convinced that I should flesh out my logbook in a simpler aircraft (Cherokee 180, Grumman) and then trade up once I've got the experience to stay ahead of a mooney (and save money on insurance premiums). Does anyone know if insurance companies give you a cost break on retractable gear after you've logged a certain number of flight hours? Or retractable flight hours specifically? Or a combo?

All in all, I'm surprised at how reasonable these maintenance costs are...thanks for all the helpful info

You're reinforcing my inclination to buy a simpler aircraft to build some hours...thanks for the insight

Rick -- This is awesome. You did all the work for me. I bet you get better insurance rates than i do

Yeah that's on my radar...but I can get hard numbers on that from insurance agents.

Hello, I am relatively new to GA with 110 hours. I am pre-solo (waiting on my medical) and am biding my time flying with my instructor by starting IFR training. After I get my medical (and presumably my PPL) I will be looking to buy a plane. The M20M Bravo has always been on the top of my list, but I get lots of suggestions from various people I talk to and I’m considering alternatives. (Except a Bonanza. I don’t get the appeal.) One thing I keep hearing from people is that retractable gear maintenance is a money pit. Of course all the other aircraft I would consider are retractable except a Cirrus. Does anyone have any anecdotal information about what annuals tend to run on Bravos in 2024? As I understand it Mooney gear tend to be simpler in design and cheaper to maintain (and more reliable). Beyond annuals, what gear maintenance costs are there? What other general maintenance costs should I consider? For those who are curious, for my “forever” plane I’m also researching the Cessna T210N, Cessna 310R, and Cirrus SR22 Turbo. I may also buy a Grumman Tiger or Cherokee 180 to build time and move on to something complex later. The features of rhe Cirrus check a lot of boxes but it’s expensive to buy. I’m trying to do the math to see if the insurance and maintenance savings of the Cirrus justify the added cost. There’s also the emotional factor that I just don’t really like the Cirrus and like Mooneys better - which is why I’m posting here and not the Cirrus forum haha