305 Rocket VS 262

[N201MKTurbo]

FWIW I had a job back in the 80s where I needed to cross the Rockies a couple of times a week. If I couldn’t fly I would drive. I never crashed my plane because of ice. Wish I could say that about my car. I was able to make 95% of the trips flying my NA M20F. I was flying the Mooney about 450 hours a year back then.

There are two ways to cross the Rockies. 

1. Go up high to the MEA and cruise across the mountains.
2. Strategically pick your way through the passes VFR. 
    

If you have a turbo, oxygen and FIKI, #1 is the way to go. If not, #2 is more reliable. #2 requires a lot of experience and familiarity with the area.

[Fly Boomer]

9 hours ago, wombat said:

The TKS panels are technically different, but functionally the same.

I'm not aware of this.  In what way are the TKS panels different?

[Fly Boomer]

10 hours ago, wombat said:

https://www.noaa.gov/jetstream/upperair/skew-t-log-p-diagrams

I have been nibbling around the edges of this, but this link provides a nice short summary of the most important points.  Thank you.

[Hank]

1 hour ago, Fly Boomer said:

I have been nibbling around the edges of this, but this link provides a nice short summary of the most important points.  Thank you.

@Scott Dennstaedt, PhD teaches about weather and skew T diagrams. He may be able to point you at some good information. 

[philiplane]

On 12/8/2025 at 10:24 AM, exM20K said:

 

Anyway, 1000NM trips are outside the practical range of any non-pressurized piston plane.

 

I do 1030 NM trips in my non-turbo Aztec. (172 KTAS) That's six hours in the air, at 8000-11000 feet cruise altitude. With 45 minutes reserve. With tip tanks the range goes up to 1250 NM, seven hours. At 16,000 feet, the range goes up to 1350 NM with tip tanks. Eight hours. And I have a Porta Potti in the back for passengers if needed. A Turbo Aztec does even better, turning in 190 KTAS at 17000 feet on 29-30 GPH.

Non-pressurized Aerostar 600's will also do 1000+ NM trips with a full cabin, at 200 KTAS.

Mooneys need another 200 pounds gross weight, and 130 gallons of fuel, to be practical for a 1000 NM trip. 

So it's possible to do the OP's trip in a non-pressurized plane, but probably not in a Mooney.

[kortopates]

5 hours ago, Fly Boomer said:

I'm not aware of this.  In what way are the TKS panels different?

Its been discussed here before, but I don't recollect the details except they are entirely different enough that if you wanted to upgrade from non-fiki to fiki all the panels have to be changed out. A call to CAV would be the best source. But simple logic suggest they wouldn't have gone to completely different panels if they didn't need too meet the certification standards for moderate ice - but that is mere speculation on my part.  I have never seen a side by side comparison either.

[dkkim73]

On 12/8/2025 at 3:59 PM, austen said:

I have a Citation for when the weather is bad or hauling Pax.

I think that might really be the answer to the question. 

Otherwise it might be just splitting hairs; several of the turbo Mooneys would "be able to do it" for the occasional long flight, and be great for regional jaunts. Hard to beat for 2.5 hrs-ish. 

I'm pro FIKI but a lot of good points have already been brought up. 

 

 

[Greg Ellis]

10 hours ago, Hank said:

@Scott Dennstaedt, PhD teaches about weather and skew T diagrams. He may be able to point you at some good information. 

And if your desire is to learn about skew T diagrams, @Scott Dennstaedt, PhD wrote an awesome book on the subject, entitled The Skew-T log(p) and Me, A Primer for Pilots.  He also has a fantastic book on weather for pilots called Pilot Weather from Solo to the Airlines.  I have no financial interest at all with these.  I just think they are great books to help learn about the subject of weather.

[Pinecone]

1000 miles is doable, depending on winds.  Longest I have done in my 252/Encore was just over 1300 miles.  7 hours with a very nice tail wind

I have done other 7 hour flights (Monroy tanks).  7 hours at 170 KTAS and just over 10 GPH is 1190 NM and plenty of reserve.  I have no problem with being on O2 for that long.  I don't even notice it.

[1980Mooney]

8 hours ago, Pinecone said:

1000 miles is doable, depending on winds.  Longest I have done in my 252/Encore was just over 1300 miles.  7 hours with a very nice tail wind

I have done other 7 hour flights (Monroy tanks).  7 hours at 170 KTAS and just over 10 GPH is 1190 NM and plenty of reserve.  I have no problem with being on O2 for that long.  I don't even notice it.

Just in case there are some impressionable new or wannabe pilots reading this, it is a rare pilot that can sit for 7+ hours (don’t forget taxi, hold, release, and landing taxi) never stand or stretch, listen to/feel the constant drone of noise (ANR doesn’t stop everything) ,feel the constant vibration of the engine/prop, experience turbulence, pee in a bottle (or hold it for 7 hours),  fly above 10k with O2 and “never notice it” and be fresh for an instrument approach at the end….

[Z W]

Add in - talk to ATC, watch for traffic, arrange routing around thunderstorms/build ups, climb and descend to stay visual or avoid ice, get re-routed around MOAs and restricted areas, and be ready to land in a 15g25 crosswind after your instrument approach, which wasn't forecasted when you took off 7 hours ago.

On the right day it can work out, but I personally just plan a stop at 3-3.5 hours. If I am thinking about a longer flight, I take plenty of gas and keep the mindset that if I get fatigued, the weather changes, or I just need a break, I'll find somewhere along the route to stop short.