Basic Member
  • Content Count

  • Joined

  • Last visited

  • Days Won


smccray last won the day on November 14 2018

smccray had the most liked content!

Community Reputation

410 Excellent

About smccray

  • Rank
    Won't Leave!
  • Birthday 01/24/2000

Profile Information

  • Gender
  • Location
    Dallas, TX KADS
  • Model
    A36 (Former M20J 205)

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. My old 205 had 640 lbs gross weight with full fuel. I had the old king equipment, so a new panel would probably add to that. That’s 2900 gross weight. It doesn’t get much better than that in a J model. The A36 has a couple different baggage weights. All the way aft (behind the seats) it’s only 70 lbs. The rear most seats are easily removed and the floor holds 450 lbs. There’s an additional baggage space right behind the pilot/copilot seats in front of the club seating that I believe is rated for an additional 200 lbs. My ‘85 A36 has 1350 lbs of useful load and a max fuel load of 104 gallons (74 in the main tanks). I agree- there are places where the Mooney will be more efficient than the Beech. The mid body Mooneys compare well in useful load, but for the average plane, the Beech will be a little faster, burn more fuel, and carry more useful load. Compared to long bodies, the Beech will be a little slower (or a lot slower depending on distance), burn a little more fuel, and carry more useful load. As I said when I bought my A36 and sold my J- I’ll always be a Mooniac. It doesn’t get any better in the efficiency department in certified aircraft. Al Mooney designed a hell of an airplane with a crazy good legacy- but it’s not perfect. Every plane has its faults- either useful load, or speed (aka fuel burn). I’d go with a Tarbes Built Mooney, but that has a different fault...$ PS- @Jan Maxwell made a really good suggestion to me. She said if you need more seats/useful load, buy a second Mooney and have your wife get her ticket. I haven’t been brave enough to seriously suggest that.
  2. The Bonanza numbers are more complex due to CG issues. Later V-tails have 80 gallon tanks (74 gal usable). 15 or 20 gallon tip tanks (adding 30-40 gallons total) are common modifications. Plane will run 170 ktas+ at 13 GPH- very similar to an ovation. Useful load is commonly north of 1200 lbs. The challenge with the V-Tails is aft CG. Loading the plane with baggage and rear seat passengers adds a lot of weight to the back of the envelop. As fuel burns, CG moves rearward. It's very easy to load the plane outside of the CG. Some planes have 1400lbs useful load, but practically they're closer to 11-1200 in the real world because of where you put the bags. Adding a turbo normalizer, however, adds 70 lbs to the engine compartment and fixes the CG problem. That changes it to a 200 knot airplane with the higher fuel burn. Acquisition cost of a TN V35 and a rocket will be about the same, although the TN V35 would have a 10 year older airframe. I would bet the rocket is a little faster than the TN V35, but I can't speak from experience. I know rocket still supports the conversion, but the support from Tornado Alley is probably superior to support from Rocket Engineering should the owner have a problem.
  3. Doc- sounds like you need to take a trip to Oklahoma:
  4. Your insurance number will depend more on aircraft value, but I like that budget number. @Parker_Woodruff can tell you more than I can. Annual may be 3-5k but you will have years where the total maintenance cost is north of that number. Inspection will be $2k. Oil changes are $3-400 apiece. Then you have to pay for things that break. You have to be ready for a big expense, but we all cross our fingers it doesn’t happen. If you have time to turn wrenches or do some basic things yourself you can reduce the cost. $25k should be very doable. Jump in- the water is fantastic! PS- budget $5-10k for the buying process. Pre-buys, travel, training... it all adds up. It’s worth it- economics are different in aviation- $1000 in the real world is significant (at least to me). $1000 for something airplane related... that’s a different kind of math.
  5. There's more to break with the bigger engine. The cost to change out all the cylinders will be higher on the Beech as a result compared to a 4 cylinder Lycoming, but likely about the same as a K model Mooney. Other than the engine, the systems are all very similar between the planes. Start adding turbos, oxygen, speed breaks... keep going down the list. It all costs money to maintain. For the base airframe, they're about the same. Small differences in fixed costs. Different gotchas on maintenance. Edited to add: This is part of the challenge when it comes to looking at cost. Hangar cost is the same. Base maintenance is the same, or driven by systems on the plane. Insurance is a function of hull value- say 1% of the difference in the value. So.. you have an NA Bonanza compared to NA Mooney. The primary driver of the cost difference is in the fuel burn, which is primarily a function of speed (driven by horsepower). Want to go faster? burn more fuel. Want to save money on fuel? slow down. So you have a J model Mooney compared to a C33 with an IO470K (225HP engine). The performance is almost the same. The cost is almost the same. Pick your plane. Want to go faster? buy an ovation or a bonanza with an IO520 or an IO550. Carrying cost isn't that different, but fuel burn goes up. With that in mind... that's part of the reason (in my mind) why people with higher budgets choose planes with bigger engines.
  6. I wouldn't expect much of a difference in the annual cost- call a couple shops and check on the fixed cost of the annual. It'll be pretty close. Make sure scope of work is the same- I've seen some shops charge extra for the oil change whereas some include it in the fixed price. The Mooney is a slightly more efficient airframe. Fuel cost per mile is going to be a little less in the Mooney compared to the Beech but it's a rounding error. If you compare a 285HP+ Beech with a 200HP Mooney, the Mooney will look even better, but the a significant portion of that benefit comparison comes from flying a little slower (more efficiently).
  7. V Tail issue only. Aluminum replacements are an option for the BE33 and BE36.
  8. Rule of thumb is you loose 50% of the cost of avionics installs. Your best bet is to find someone who already upgraded the plane and let them eat the depreciation. The bad news is everyone knows that. Based on what I've seen, it seems like nicer planes go a lot faster. Whatever you buy- as your first plane- don't do anything (other than perhaps ADSB) for 6 months. Fly the plane. I was anticipating putting an aspen in my J when I bought it. After I did the instrument rating with the King system I kept it. It worked just fine for me. The odds that you're going to hit it out of the park with your first plane are pretty low. Accept it... you'll be happier. Rules of Thumb- Js will sell all day long between $120-140K. Higher than this number, buyers tend to be looking for faster planes. That's not to say that Js don't sell at big numbers, but as the price goes up buyers are looking for big bore engines. Ks are higher- the 252s you would want to own seem to start at 160+. I believe the market for these planes are more limited given the specific mission. Ovations- If I were buying a Mooney I would focus here. Given what you've stated, I would look for a low engine time Ovation with a 310HP upgrade, less than 500 hrs on the engine, and steam gauges. The panel will keep you at a lower price point, but if you upgrade the plane I think you're in a better spot. The challenge with any 4 place airplane is that older cirrus airplanes are coming down in price. If you're in a 1996 Ovation with steam gauges, by the time you upgrade the plane you have the same capital in the plane as a 10 year newer cirrus that already has a glass panel. Mooneys are fantastic planes, but I believe there will be challenges selling even older highly upgraded Mooneys at a price premium compared to Cirrus aircraft. 4 seat bonanzas have run up big time lately. There is a lot of hand wringing about the status of the magnesium ruddervators. It's easy for me to discount the concerns as I'm not affected, and there are owners with grounded aircraft who can't find replacements. Regardless, I would look at the piper tailed planes (BE33s). The Bonanas sell at a premium to Mooneys for a given year, but I do see limited sales as prices climb north of $175K. My take on the "mission" conversation- do all the analysis and give it a lot of thought. Then... figure out what you want to fly and if you can afford it buy it. If you want a turbo- go for it. If you want XXX- do it. I like Jimmy's 1990 J a lot more than the 205. You'll get more $ out of putting value into the engine, but know that when you sell the plane in a few years it will sell as a run-out engine. at 1600 hrs in a 1990, I would try to buy it as a run out engine too.
  9. I agree with you too. There's a gap in value right now. The lack of clarity in the future is a big problem for anyone who wants to buy a Bravo. However- the plane still has a lot of utility, and over time there will likely be a solution. NXI doesn't have a path using anything other than a GFC700 autopilot. WAAS upgrades were $20-30K. The GFC700 autopilot was offered briefly to early G1000 Mooneys- I want to say it was $25K. Right there you're half way to an early Acclaim. I really hope Mooney opens the door for G1000 NXI upgrades, as well as GFC700 autopilot upgrades (hopefully WAAS as well). It's a lot of incremental revenue for Mooney. Owners would be very smart to take advantage of the opportunity, even though it'll be a big check. The lesson from the past is that upgrade opportunities don't last forever.
  10. I did the same analysis but I remember looking at the birds registered in IA. That tail number was registered in SD. Was more about the search than trying to get in the way. I've seen people make their living getting in the way of others' business. Not my style. Hell- I found the tail number and owner of a cryptically presented airplane when I was looking for a plane. Never screw someone in a deal... the next deal is always more valuable than this one. I want a seat at the table for the next deal.
  11. Just for the record... that's not the tail number I suspected in your other thread...sneaky guy! Congrats on the new bird!!!
  12. Bingo. I'd check on the crank AD but I would expect that to be an issue. Older avionics... compare the cost of upgrading the panel to alternative models. I'm only aware of one Bravo with WAAS and a GFC700 autopilot.
  13. My bigger concern with a 2005 is the avionics. Not many G1000 birds out there with an STEC55x. Hopefully there’s a path to a GFC700 and an NXI but that’s not clear. If it is offered (not guaranteed) it’ll be a big check.
  14. Brings back memories for me. My A36 prebuy was done at that airport.
  15. Looks pricy. Paging @Parker_Woodruff