M20J vs M20S

[midlifeflyer]

Can someone with knowledge of both models give a summary of the main operational differences between the 201 and the Screaming Eagle?

[co2bruce]

I have owned a 231, then a J, and now an S. It is not a Screaming Eagle. If you contact me co2bruce@bellsouth.net I can share what I know. Of course it's all opinion.

[eman1200]

I have owned a 231, then a J, and now an S. It is not a Screaming Eagle. If you contact me co2bruce@bellsouth.net I can share what I know. Of course it's all opinion.

 

why don't you share here and spread the knowledge?

[Cruiser]

M20J                                M20S 

 

150 KTAS @ 9.5 gph    170 KTAS @ 13.5 gph

15.8 mpg nominal           12.5 mpg nominal

6.7 hours endurance       6.6 hours endurance

900 # useful (avg.)         1050 # useful (avg)

4 cyl engine maint            6 cyl engine maint

[M016576]

To add to the above- Newer airframe, long body vice mid-body, more expensive to buy.

[Parker_Woodruff]

Both are nice Mooneys. The M20S is faster and burns a bit more fuel. Not efficient for short trips. The M20S is finished out inside nicer than the older M20Js.

[carusoam]

Go long body!

Or Short body.

Or Mid Body.

Faster is better.

Newer is better.

LBs are more expensive to own and operate.

SBs are least expensive to own and operate.

MBs are in the middle.

Budget and Mission are drivers for these types of decisions.

Midlife, operational differences?

They are both N/A Mooneys with the most modern fuel injection. The IO550 is a newer design with a better air intake system for the most smooth LOP ops. The power to weight ratio of the LB can be a bit higher. Climb rates are a bit different as well as cruise speed.

Overall, the LB is like a MB with more Mooney.

Best regards,

-a-

[Parker_Woodruff]

LBs are more expensive to own and operate.

SBs are least expensive to own and operate.

MBs are in the middle.

Budget and Mission are drivers for these types of decisions.

Best regards,

-a-

Thought for a second you were discussing the merits of three out of the four engine variants to the M20K

[carusoam]

Parker,

I wanted to. But there are real and long operational differences in that discussion!

Next up: 252 and Rocket vs TN-S. AKA turbo MBs vs turbo LBs.

Best regards,

-a-

[midlifeflyer]

Thanks. Other that the obvious need to stay even more ahead of the airplane due to the increased speed, any major differences in the way they handle? 

[Cruiser]

Yes, the extra 20 kts. needs to bleed off when getting slowed down to pattern speed, The cowl is longer so the sight picture is different. The engine is heavier so the nose is harder to hold in the flare and wants to drop quicker on landing. They bounce easy.

[Parker_Woodruff]

The M20J flies "nicer", in my opinion. But nothing significant that should sway your opinion one way or another. Fly the plane you want/desire/can afford.

[kmyfm20s]

I think my last J hand flies better and has a more balanced feel than my current S. The S roll take more input pressure and the pitch is more touchy in level flight with out baggage in the rear. I attribute this partially to the increased airspeed and the heavier 3 blade prop on the nose. I'm think the 2 blade prop is 20 lbs lighter. The long body is a much better cross country cruiser and is more stable when loaded, it doesn't yaw as much in turbulence or thermals. The long bodies require more dramatic power reduction when your slowing down in a decent. On my a typical trip from San Diego to Jackson WY my J would take 4.5 hrs and burn 43 gallons of fuel, my S takes 4 hrs and burns 52 gallons. My useful load in my J was 937 lbs and my S is 1033 and it has A/C. I loved both planes, I tend to not go for the $100 hamburger run in my S as much as my previous J but don't get as concerned with the summer time thermals is my S. Hope that answers a few of your question.

[co2bruce]

Our S burns 14gph @ 12000 and does 175 kts by GPS. It is an easier plane to fly, full throttle, no cowl flaps to worry about. I think the S is more stable in the air, but a little harder to land. I think Cruisers numbers on the J are right on. Maintenance is about the same as most J models are older (requiring more). The S is my favorite plane I've owned so far. For the same price as the S you can find a Screaming Eagle if you look, but I'll bet the higher RPM's and prop would increase maintenance costs. Ito me it's not financially worth it to pay for the conversion for the added knots and climb, but if I lived out west that might be different.

[aaronk25]

One additional data point is my 77J with Gami, powerflow exhaust, challenger air filter has a really good sweet spot at 2400rpm, 22.6mp and 8.4gpg which yields 150kts so is statute mpg that's 20.53mpg.....

In my opinion, if efficiency is a top consideration and 150kts is fast enough a J might make a good fit.

At 2700rpm 80ROP full throttle it will true at 165kts at about 12gph. That extra 15kts gets expensive.

As our company grows I'm looking forward to moving up in airplanes.

A type S 2008 acclaim owner, who is also my dentist (don't hold that against him:)) use to have a J and said it was the peak of efficiency of Mooneys and loved his.

It's amazing how much more fuel a acclaim uses on just a short 40min flight to his cabin when it doesn't make sense to go high.

There are all great planes. The S is a better plane and if your ok with putting $400 of gas in when it would have taken $280 in a J, but the S, if not buy the J.

Have fun!

Aaron

[midlifeflyer]

Thanks. I appreciate the comments. For information, it's not for a purchase. I am a member of a flying club with 3 Js (ans some other aircraft). One is in the process of leaving with the possibility of a Screaming Eagle to take its place. If it comes to pass I'll be in the happy position of being able to pick the airplane based on the mission. Just trying to get a handle on what to expect. 

[M016576]

I've got a missile... More useful load than a S, 300hp, J airframe, costs less than an S and goes 170 true at 11.5 GPH lop at 9.5....

Kind of a half way between the two.

[Hank]

The long bodies require more dramatic power reduction when your slowing down in a decent.

My C doesn't slow down in descent, unless I also slow the descent. At 500 fpm, speed rapidly stabilizes 3-5 mph below the yellow (it will hold 170 mph from 10,000 to 1500 msl at 500 fpm, as long as I keep cruise MP). There is no slowing down without pulling throttle AND leveling off for a mile or two.

I can't imagine that a long body will slow down while maintaining a reasonable descent rate. Speed brakes, though, will allow higher descent rates for a given airspeed.

The S strikes me as an updated C, with no cowl flaps, etc., to worry about. Missiles are interesting but. It in the budget right now.

[carusoam]

If the club has three Js...

There isn't any Mooney variety compared to two Js and a Screamin' Eagle...

How does a club manage the experience level of all it's pilots?

They would have to be very well self-controlled individuals, no?

IFR rating required or minimum experience?

Best regards,

-a-