Real world numbers

[Rneuwirth]

So I'm nearly ready to pull the trigger and buy myself a Mooney. Better than 90% of my flight time will be below 12,000 MSL. So, in real world performance, is there a significant difference between the M20J and a M20K252?? I'd be willing to pay for a significant boost in speed, but not if I've got to climb into the Flight Levels to achieve it.

Thanks

[duke]

in my opinion the j is probably the one. At the levels you and I fly, the j is comparable in cruise speed to the 252. I don't know for sure but I think the j has a larger usefull load. If you fly a lot out of higher alt airports (above 4000 ft) the 252 is a big plus. The j and 252 are probably the best that ever came out of kerrivil.

[carusoam]

Welcome aboard. You're in the right place...

Story time:

Two pilots, in a bar, describing the type of flying they do.

One, a company owner/sales guy, has a need to be on a schedule, and flies his plane weekly for work. flying fast, IFR at O2 levels. Crossing tall mountains in a single bound. FIKI is on his wish list...

Costs are balanced by speed and capability.

The other, family guy, likes the speed to get to visit his family in other parts of the country. IFR capable but O2 is too much of hassle to keep on the young ones, and the goofy headset ruins her hairstyle. College tuition and the monthly mortgage get in the way of his wish list.

Costs are balanced by speed and capability.

----------------

Fortunately Mooneys come in all varieties. The Normally aspirated ones are good for every where East of the Mississip and west of the Continental Divide. The turbo version can climb like it is at sea level at 14,000'.

It takes additional effort and cost to operate a TC airplane. Buying one requires particular effort defining cylinder and exhaust system health. Excess heat and resulting temperatures must be actively controlled.

So, what camp are you in?

This is solely an opinion piece. I would prefer the TN Acclaim, but that's want vs. need.

Best regards,

-a-

[aaronk25]

The j is a solid 150-152kts plane at 9.2 gph at 7k. Fuel flow goes down to 8.6gphbor so at 10k-12k and up to 9.8gph at 4k. At this method of operation I bet it would take 4000 hours to wear out a set of cylinders.

Keep in mind a well rigged j I'm perfect condition will run 160-163kts at 2600-2700rpm 100-150rop at 13+gph in cruise, but my guess is you will be spending 5k to put new cylinders on it every 800 hours or so operating that hard.

If you need all the speed you can get it might be cheaper to run the J at 2700rpm full throttle rop at 7-8k than spend another 50k for a 252.

If I had the bucks I'd buy the 252 with tks put the mask on and top alot of the weather.....cylinders are cheap conpared to added cost of 252 and potential maintenance issues due to neglected maintenance or improper operation prior to you buying the plane.

[fantom]

Sounds like a J is your plane, but.....

 

Handling a turbo would be difficult for someone who doesn't know his own age, birthday or gender.

 

How about telling us your location, mission profile and flying experience. You will get better informed advice that way.

 

Welcome to MooneySpace!

[Rneuwirth]

Thanks for all the info. I guess the J is really looking like the bird for me.

I'll update my profile. I fly out of northeast Wyoming now, but spend quite a bit of time in Florida too. All my flights will be eastward of Wyoming, so 8-10,000 MSL except for weather related issues is all I'll need. VFR now, but IR should be done this year. All trips are to visit children and grandchildren scattered hither and yon.

[carusoam]

Since the NA plane makes sense for your intended machine...

Have you considered the

M20S Eagle, w/ Screamin' STC?

M20R Ovation 1,2, or 3

M20J Missile

These all have one thing in common, go faster while staying NA simple.

Since looking is free, you may want to look these up to round out your decision.

Some of us, me included, found the others while looking for a J or stepped up from a J.

Best regards,

-a-

[KSMooniac]

The J is a great all-around traveling machine and hard to beat for acquisition and operating cost relative to the XC speed and load carrying ability.  The K is less efficient due to the lower compression engine and thus will burn more gas than a J at equivalent horsepower settings.  If you have a long distance to travel regularly, though, the K will really shine by allowing you to maintain 75% (or higher) up to 12,000 feet (or higher) if you wish.  If you can get it run LOP, then it will really, really shine.  The K will cost more to run, but a good knowledge of modern engine management principles coupled with an engine monitor can allow you to run it wisely and get a good service out of the engine and turbo.

 

I'll ask... why will the majority of your future flight time will be below 12,000 feet?  Do you not wish to climb higher and deal with O2?  Flying high on a long trip can offer many advantages, and a K will really do well up there on a WY-->FL trip.

 

For reference, I live in the plains of KS and am dreaming of a TN upgrade to my J, and then I'll have the best of both worlds.

[kortopates]

If an IFR rating is in the near future, by all means, put off a decision till you have it and a little IFR experience. IFR capability can totally change your viewpoint as to what you'll want and how you'll fly it. With an IFR rating you may well grow to value and appreciate the ability to fly above weather and the turbulence or take advantage of favorable winds aloft. Or maybe not. But your views and priorites will be modified by an IFR rating.