bradp

If the aircraft was in California for a while, it is quite possible (probable) that LASAR knows the airplane. Robert Brown and Paul Lowen have extensive files on Mooneys that they have serviced. Also, if you are willing to have the aircraft flown to them at Lampson Field, Lakeport, CA, they do a great job on prebuys. I highly recommend them. Lake Aero Styling and Repair -LASAR 707 263 0412

Well this is interesting... Quote: from aopa classifieds 1964 Mooney M20E Super 21 TT: 3155, SMOH: 775, IFR maintained, Garmin GPS TSO moving map GNC 300XL, 140 kts at 10 gph, manual gear, Tanis engine heater. Exterior 9+, Interior 6.5. As cover featured in Feb 2012 AOPA Pilot Magazine. Hangered in N. VA (HEF) $37,900.

I saw that ad on barnstormers and TAP recently. Mentioned the make, model, engine total time and avionics package to my lovely (non-flying) fiancee and without skipping a beat she responded "that's a scam if I've ever heard one."

That is a nice looking piece of equipment, if it's the one at business aircraft sales' website. Even though it was a bank repo, were you able to contact the previous for discussion / was an amicable departure from his Mooney?

Wouldn't toss the strikefinder (now information) for XM (5 min ago information that relies on the datalink).

I'd vote for the Aspen / GPSS for the following reasons: 1) Increased safety / redundancy over a pure vacuum system (Aspen + battery backup, + steam gauge secondary backup). 2) Increased situational awareness with the HSI (and RMI capability of the Aspen) over an AI/DG/CDI combo. 3) The possibility of killing the vacuum system entirely (AI/DG replacement / overhauls aren't cheap). 4) Increased situational awareness in a high workload environment - GPSS steering would be a serious plus if going missed with a hold or any type of single pilot IFR environment. However- you'd still need to get an electric AI if you wanted to ditch the vacuum system entirely ($$$). The GPSS sterring component of the Aspen PFD also requires Airinc429 with bank angle command output. I don't know if this limits you to the latest / greatest Garmin or King GPS receivers ($$$) or whether you'd be able to use it with something like a GNC 300 or KLN94 ($$).

Hi all, I just joined the forum today and posted a quick intro in that thread, but wanted to hound up some advice on searching out the right Mooney. I'm really enjoying reading the old posts in the Vintage forum. My story: I currently live in Charlottesville, VA (CHO) and I'm going to be moving to Boston (OWD) in a few months to start a new job. My sig other just started school in Blacksburg, VA (BCB) and will be in her program for the next 3 years. So we're going to be further apart for the next little while. That's cool by both of us - we've been doing long distance for a while now, and don't expect it to be too much different from what we're doing now. So our options for getting back and forth are: a) Driving. Nah. Slogging 12 hours each way when pulling 70-80 hrs / wk at work ain't going to cut it. Train - no service. c) Commercial flights - an ok option for bad weather, but a small mortgage payment to fly to the nearest "spoke" airport (ROA) involving a connection at LGA, PHL or CLT- that's going to make the trip 6-8 hours each way + the TSA security dance + delays. Not sounding too, too attractive so far. Option m): Mooney? Seems like the best option so far in that there would be 1) flexibility, 2) relative economy, 3) speed, and 4) some equity resulting from what would otherwise go to Colgan/Piedmont as our travel fund. Drawbacks are, of course, there too - most of my concern centers around winter weather flying in the northeast and mid-atlantic (maybe someday a FIKI Mooney), and the budget, of course. For the bad weather weekends, trips will be handled by option C. I'm at 150 TT (120 PIC) and the ink is six months dry on my instrument ticket. I'm planning on building time, and continuing as much as practical with a long and slow road to commercial / CFI / ATP. What I'm looking for in a plane is something that will get me from OWD to BCB (520 nm) in a reasonable amount of time a few times a month, and is a rock-solid IFR platform. I've had a great experience renting the local C172 so far, but 110kts would be pushing my brain to bladder ratio. Renting / clubs are also out of the picture because of personal qualms about maintenance, availability of the plane, etc., for my purpose. In the end the Mooney seems to be the best balance of performance, efficiency, economy and safety among production aircraft. ... But I guess I'm preaching to the choir. My first inkling was actually toward experimentals (friend has a Lancair 360 and a permanent "lancair grin", some pretty amazing avionics packages, the promise of 200 ktas). I decided against the experimental path because of unknowns about the building process, neutral stability in some of the lancair's configurations, tremendously high insurance, the inability to do angel flights, and me not liking the idea that our c.g. would go to aft limits if we had 2 ppl in the plane wanted to bring the puppy along. So that's how I arrived at Option M. In terms of pre-J models (budget), I think I'm focusing on M20Fs or M20E/Cs. I think the E/C vs. F decision is likely going to come down to those extra 10gal in the F's tanks, as I don't have any really tall friends or family that would shy me away from an E or a C prima facie . The other alternative would be an E with long range tanks - but those seem pretty few and far between on the market. I've seen published ranges for the M20E in the neighborhood of 601 nm (http://www.pilotfriend.com/aircraft%20performance/Mooney/41.htm and trade-a-plane DB, assuming this figure excludes reserves), but that wouldn't leave much room for alternate selection or pilot comfort flying IFR trips without a fuel stop. The M20F's published range is 734nm + reserves (http://www.pilotfriend.com/aircraft%20performance/Mooney/46.htm), which would fit for selection of a good alternate in most cases. As I don't have a copy of an AFM / POH, do these numbers sound about right? The other "must have" things I'm looking for are an A/P with alt hold. A standard-T configuration panel would be very highly valued, as would manual gear and a low-mid time engine (would prefer to not have to do a major in the next 5-6 years). An IFR certed GPS will also be a must (BCB has prevailing winds out of the NW, but the L OC approach is for the SE runway), but is something that could be added on post-purchase. Am I on the right track in terms of the F vs. C/E decision? Does anyone have experience with long range fuel tanks as an STC (if so, how $$ are they?). Thanks for any help or advice you folks could offer. I'm looking forward to learning as much as I can about these very cool planes. Thanks and take care, Brad

Hi All, My name's Brad Podd. I' m 31 years old, live in Charlottesville, VA, and have just over 150 TT in a 172 and have had an instrument ticket for about 6 months now. In real life, I'm a newly minted doc, moving up to Boston in a couple of months to start residency training as a pediatrician. I'm not yet a Mooney owner, but am just about ready to take the plunge in a pre-J model. Seems like you can't beat a M20 in terms of efficiency, economy and safety (I'll post more about my plane hunting separately ). Anyway, this board like a fantastic resource and am looking forward to to learning as much as I can about these wonderful airplanes from you very experienced folks.