Which Mooney for my mission

[john221us]

Hi,

I am new to this board. I have a Cherokee 140, which I used to get my ticked and I have about 200 hours in it. For a couple of reasons, I have decided that it is time to move up. It is has been a great plane, but I want to start my IR training and I would like to be able to visit my Dad in Big Bear (6,700 feet field elevation). Here is the mission requirements:

1) I fly about 100 hours per year (my first two years).

2) about two flights a month are for business (usually about 100 NM in the California valley or over to Silicon Valley)

3) I fly to SBA (my son goes to UCSB) or Southern CA about every other month (300 NM)

4) I try to fly at least once a week, if I am not flying for other reasons ($100 hamburger runs, etc)

5) In the last two years, I have only had three people in the plane 1/2 a dozen times. At least 1/2 the times it is just myelf in the plane, the other times, it is usually an instructor or another pilot ($100 hamburger runs).

I am considering an M20C or an M20E. My money will go further with a C and I will probably end up with better avionics, which is good, since I will be starting my IR training. I also want enough climb, that I can safely takeoff from Big Bear. Any advice would be appreciated.

Thanks,

[Parker_Woodruff]

What's your purchase budget?  Either airplane will do...

[john221us]

Probably mid-forties, which puts me on the low end of the E's, hence I am considering the C's.  My concern with the C, is does it have enough power to climb out of Big Bear.  It doesn't have to be on a hot summer day, but I do want the option of visiting my Dad once in a while.

[aviatoreb]

Quote: john221us

Hi,

I am new to this board. I have a Cherokee 140, which I used to get my ticked and I have about 200 hours in it. For a couple of reasons, I have decided that it is time to move up. It is has been a great plane, but I want to start my IR training and I would like to be able to visit my Dad in Big Bear (6,700 feet field elevation). Here is the mission requirements:

1) I fly about 100 hours per year (my first two years).

2) about two flights a month are for business (usually about 100 NM in the California valley or over to Silicon Valley)

3) I fly to SBA (my son goes to UCSB) or Southern CA about every other month (300 NM)

4) I try to fly at least once a week, if I am not flying for other reasons ($100 hamburger runs, etc)

5) In the last two years, I have only had three people in the plane 1/2 a dozen times. At least 1/2 the times it is just myelf in the plane, the other times, it is usually an instructor or another pilot ($100 hamburger runs).

I am considering an M20C or an M20E. My money will go further with a C and I will probably end up with better avionics, which is good, since I will be starting my IR training. I also want enough climb, that I can safely takeoff from Big Bear. Any advice would be appreciated.

Thanks,

 

[aviatoreb]

Quote: john221us

Probably mid-forties, which puts me on the low end of the E's, hence I am considering the C's.  My concern with the C, is does it have enough power to climb out of Big Bear.  It doesn't have to be on a hot summer day, but I do want the option of visiting my Dad once in a while.

[john221us]

I am not hung up on the number of hours per year.  I fly because I love it and I want to stay safe and current.  I will also be starting my IR training which will keep me in the plane.  Good point on the carb thing.  I don't really plan to fly a lot in icy conditions, though, but you never know.

[Parker_Woodruff]

I know of what seems to be a nice M20E at the high side of your price range if you want to shoot me an email. 

[john221us]

Ok, I sent you an email.

Thanks,

[Immelman]

If you're in central CA and want to check out my 1966 E or to see how it flies, shoot me a PM. I am based at WVI.

[john221us]

Quote: Immelman

If you're in central CA and want to check out my 1966 E or to see how it flies, shoot me a PM. I am based at WVI.

[fantom]

A C will fit your objectives nicely, but if you can find an E priced and equiped right, get a PPI quick and jump on it.

[jrwilson]

I have a M20C at Rancho Murietta, which isn't terribly far from Rocklin.  It isn't for sale or anything, but if you want to go for a ride and see how it fits, you're welcome.

[MooneyMitch]

Hi John.

Another offer for you here on the Central Coast, near San Luis Obispo/Santa Maria.  We'll take you up in the E model.  C and E, great airplanes!

We have been in/out of Big Bear with the E.   I will say that in the heat of summer, 100 F + sometimes, density altitude at Big Bear can be 10K on the runway.  That is something to be aware of with the E and the C as well.

Happy to help. 

[john221us]

Quote: Mitch

Hi John.

Another offer for you here on the Central Coast, near San Luis Obispo/Santa Maria.

[KSMooniac]

I would choose an E over a C if at all possible... I never want to own another carb'd vehicle of anytime again.  Fuel Injection offers even greater efficiency with LOP ops so you can save non-trivial amounts of fuel and stretch your flying budget accordingly.

[john221us]

Quote: jrwilson

I have a M20C at Rancho Murietta, which isn't terribly far from Rocklin.

[john221us]

I am having trouble with this editor:

I have done some touch and goes there. That is an easy flight for me (20 minutes). If you are going to be around this weekend, let me know. I actually fly out of Lincoln (LHM).

[rbridges]

I have a C model and love it.  I would imagine the extra 20HP would be nice, and I'm kinda envious of all the LOP dialogue.  I don't know how the C/E models behave differently at altitude, and I know you're probably close to higher elevations.  Either plane is awesome.  A lot of people, including myself, stepped up to mooneys from cherokees.  You're looking at 30-50 knots increases at very little extra fuel flow.

[gregwatts]

Coming out of a Cherokee 140 and into a Mooney.....you may need to visit the NASA training center for transition training.

I have owned a C model and 2 F models. As shortbodies go, there are certainly more C models out there than there are E models. The E will be faster than the C. I would look at the F models as well, while you are looking at C and E models. Pricewise, you have more options in the C model.......but that extra 10 inches in the F model sho is nice to have.

Good idea to do your IR in a Mooney

My opinion only!

[Parker_Woodruff]

Quote: john221us

Ok, I sent you an email.

Thanks,

[jetdriven]

An E can climb like a scared cat.  Add the fact that LOP is possible in one, the cost to own really isnt more than a C model.  Your trip fuel burn will be lower for the same miles.

[GeorgePerry]

Quote: john221us

Hi,

I am new to this board. I have a Cherokee 140, which I used to get my ticked and I have about 200 hours in it. For a couple of reasons, I have decided that it is time to move up. It is has been a great plane, but I want to start my IR training and I would like to be able to visit my Dad in Big Bear (6,700 feet field elevation). Here is the mission requirements:

1) I fly about 100 hours per year (my first two years).

2) about two flights a month are for business (usually about 100 NM in the California valley or over to Silicon Valley)

3) I fly to SBA (my son goes to UCSB) or Southern CA about every other month (300 NM)

4) I try to fly at least once a week, if I am not flying for other reasons ($100 hamburger runs, etc)

5) In the last two years, I have only had three people in the plane 1/2 a dozen times. At least 1/2 the times it is just myelf in the plane, the other times, it is usually an instructor or another pilot ($100 hamburger runs).

I am considering an M20C or an M20E. My money will go further with a C and I will probably end up with better avionics, which is good, since I will be starting my IR training. I also want enough climb, that I can safely takeoff from Big Bear. Any advice would be appreciated.

Thanks,

 

[Shadrach]

I'm with Byron, if shopping for a vintage Mooney, I would choose a plane with the 200HP injected, angle valve engine (E,F) over a 180hp carb’d, parallel valve engine (C,G). While the cruise increase will be marginal ~7 Kts to 10Kts, the angle valve engine makes more power on less burn and will maintain more power as a percentage at higher altitudes because of the better flowing head design and higher compression ratio. I think the difference in take-off and climb performance would be very noticeable at Big Bear in the summer.

[smccray]

Going one step further, I'd look at the airplanes that have J cowls and other speed mods.  The cost for the upgrades is significant if done after the purchase but it's pennies on the dollar to buy the plane with the upgrades already complete.

[Hank]

Buying a plane with upgrades already installed is good advice regardless of what it is. GPS and panel upgrades are especially expensive to perform, and typically recoup half of the cost at time of sale. Many of the cowling and windshield mods to our Vintage birds are becoming impossible to perform due to part non-availability [sWTA windshield, 201-style wingtips, anything from Norm Smith, etc.].

I transitioned into my Mooney six weeks after my PPL checkride, with a whopping 62 hours in my logbook. It can be done, but it does require attention, concentration and a Mooney-knowledgable CFI [not just the guy hanging out at the local airport, but someone with at least hundreds of Mooney hours]. Our planes are great performers and wonderful traveling machines, but demand respect and precision to get onto the ground without incident.

And for the record, my C is a pretty good traveler. Based in WV, it has taken me to western Wyoming, south Florida and the Carolina beaches without issues, day, night and in the clouds. I can generally count on 140 knots ± wind, and 9 gallons per hour. It is ~30% faster while using ~10% less fuel than a 172. When considering headwinds, it is even more favorable of a comparison.

Buy your second airplane first! Save the money and the hassle . . . .