Urs_Wildermuth

65' C here. During type transition we were told to run 22"/2300 for best speed/fuel economy, running at about 140 kt TAS and 9.5 gph. (We currently have Avgas prices around $10/USG here, up to $15/USG in some places, so economy is essential). 25 square would indicate around 12 to 15 GPH @ 155 kt TAS? My question would be what is the best setting for equally range and speed, meaning the best compromise? Looking at the POH, I see ultra long range cruise settings of 1800 RPM/17" giving a range of close to 700 NM, but at speeds of a C150. So what are you guys using if you want to go as far as possible at an acceptable speed? And what altitude? It appears to me that 7000-10000 ft is around the most economic altitude? Also those of you who posted of 700NM + Flights here, at what setting and altitudes did you do those?

Bryan and other "C" owners: What altitude/power settings did you use on those 700 NM / 10 USG remaining flights? Really interested to hear what people actually do. I have a destination around 700 NM away, but with the manual figures I don't really get a legal planning together.

Here is my 1965 M20C. It came with what you see here, pic is by the previous owner. Recently, the Transponder got replaced with a TRIG TT31, for European requirements of Mode S. I decided on the Trig in order to have ADS-B while I was at it and also because it is by far the most economical.I am very happy with it. All the other installations were done pre-purchase. I am looking to install an autopilot, for I do want to travel regularly with 3-4 hour legs. I notice that most of you who have an AP have a STEC-30 installed? What are your experiences? I think it is basically the only AP approved for the "C" other than the Brittain ones. The alternative I am considering is getting a Brittain Heading Hold/Select (TruFlite?) and an S-TEC Altitude hold or pitch channel (System 60 Alt), combined with an Aspen at a later stage. Opinions would be appreciated, also on any other AP's installed. As I just went through a full engine overhaul these things will have to wait a bit, but they'll get done eventually

@podair Hi, thanks a lot. Yes, please let me know the links. ARI have so far been able to tell me one "F" which has their closure, but that won't do for a "C". The LASAR I found in the German LBA, whether this STC is still accepted by EASA without the minor or major change, I don't know. And yes, to find an identical aircraft which has been approved is exactly my aim. Same goes for the Monroy Tanks, but also there the LBA has a STC. Just will EASA reckognize that? SWTA has an STC at the LBA for the 1/4 inch single piece windshield FYI, but I think this is not the 201 style one. I do also know of an "E" here in Switzerland which has some mods, unfortunately I can't get in touch with the owner to find out which, but they are fairly old. So heaven knows if they are still available.

Guys, small question from Europe. I own a 65' C Model and am looking for a possible closure or other cowl mod. Problem is, in Europe EASA does not reckognize any US STC's per se, but one has to do one's own here at tremendous cost unless someone else has already done one. I am looking at both the ARI mod and the SWTA cowl closure or 201 mod and have a few questions. First of all, any members here from Europe who have any of those installed? If so, on which airplane? I'd like to get in touch. Secondly: The SWTA lower cowling closure, what is the effect? Do I still need the doghouse with it? Does it do something for speed? Otherwise, it would look to me as a economic way to get a closure done. Again, any info on installations in Europe would be highly appreciated. I have been looking at the LASAR ones as well, but am reading here that they do not do much for speed? Many thanks and best regards Urs Wildermuth hb-dwc /Switzerland.

Dave, as they have been changed in my Mooney, it must be possible. No idea when it was done or who did it, but I now have the standard arrangement of Throttle, Prop, Mixture.

Chris and all, highly interesting discussion, I wish I had found this forum long before. I realize this discussion is now idle for 2 months but I still want to jump in. I fly since 83, owned a Cessna 150 for a few years while collecting hours for my CPL/IR (Europe). Got my Multi, flew Senecas and Antonovs for a while in search of that airline job. Stopped flying when the big ones did not want me but got back into it in the last 3 years, retraining and revalidating my license and ratings. And clearly I wanted my own plane again as I am not the charter person others may be. I started looking in 2007, set myself a price tag which is way below what has been discussed here. That got me to consider primarily old Cherokees and the odd Grumman Cheetah which crossed my paths. They were somewhere in the $20k region, most of them old 140/180's with original panels and stone age avionics. I have been looking for range primarily, as I want to travel trips of up to 700 NM regularly, possibly longer. The Cherokees could not do this. The Cheetah neither, even tough it came close. Ran across an Arrow II, but shied away after I saw the bills of the last several annuals. Then, late last year, I got across a M20C. My first reaction was a big laugh, what, me buy a Mooney? Heavens, they are for mid level executives with large incomes to feed them. Then I got the POH and asked for the last couple of annual and maintenance bills. Had a close talk to the guy who maintained it for the last 20 years, who incidently also maintained one of the Cherokees I was after. And, to my amazement, found out that it could do things cheaper than the Cherokees. Runs on 8-9 GPH at 140 kts, and can do 500-600 NM hands down. Load was about the same as on the Cherokee 140, but heavens, at what a difference. I picked this plane up very fast at a very good price and have not looked back. On the avionic side, it features a full T panel with GNS430 and King digital radios, plus a Trig TT31 Transponder I had to add due to Mode S requirements. Otherwise it is a stock M20C, manual gear and flaps. The engine is on condition, but is running perfectly, obviously the fact that it will need an overhaul eventually is calculated in the price. Re the cabin dimensions, I found it more comfortable to sit in than any of the Pipers I flew. And I am no small guy, with 6 ft 2 and well over 250 lb. I find that with the useful load I can take my wife plus ample baggage or two other adults easily, 4 gets tight but is feasible. Frankly, when faced with the same decision, I would look earlier for the Mooneys. I thought they were beyond my financial capabilities but looking at what some of those Cherokees cost to maintain, not even Arrows which are much worse, I am very happy with my choice. I do think that I will fly it for a long time to come. I'll be looking to add Monroy tanks and an autopilot eventually and am in contact with Brittain. After reading the messages here, I think I'll go that route. Chris, from what I have seen, you can't go wrong with a C Model. It will do just about everything a Cherokee 180 will do, other than carry the same load, but it will do it much faster and more economical. Like you, I took a long time to reach a decision. In retrospect it was worth the time but mainly because I did not have the adivce one gets here. Best regards Urs

Hi all, read this with high interest, congratulations to Jonathan and thanks for sharing this report. I realize this was done with an E-Model. My own is a C with standard tanks (so far) and I have no intention to do this long flights, but I have seen these unusual power settings in the AOM. Has anyone got experience with the C's O360 and long range cruise? I'd be interested to hear about them. What power settings at what altitudes? Best regards Urs Switzerland