1982 Mooney 201

[quik flite]

I am listing this plane ,It was at an airport I visited,I do not own it ,but it is for sale, s/n 24-1296 ,IO360A3B6 800SFRM,SPLIT MAG STC roller tappets.   3500 TTSN    ,EDM700 ,Garmin 430 WAAS,GTX330/traffic,GDL90ADS-B I/out,SL30 Dual loc/gs, WX10 stormscope,KAP150 Autopilot  ,PMA7000B Audio,GMX200 MFD, Aspen Glass Panel, speed brakes,ADS-B Weather/ Traffic(WSI) Garmin496/air gizmo,HID landing light,all logs,Jeff@jdoran.net 609-517-1986  . It appeared to be priced very fairly, I again do not own it , but  with a good checkout  and your due diligence it may be a great choice.  Price , $95,000  

[Scott Aviation]

I'd hate to see the empty weight report. I bet she's a heavy bird.

[Alan Fox]

I always thought that speedbrakes were a waste on a non turbo bird.....

[Bob_Belville]

I have speed brakes on my E and use them. Particularly when approaching KMRN from the west in IMC. Low maximum gear and flap speeds make the SBs useful when it's necessary to descend 5000' in 15 miles.

[aaronk25]

On my j I can enter pattern at 145kts on mid field down wind power to 15" level wait for 132 kts to extend gear then as soon as at the "top of white arc speed" full flaps and nose down into base no prob without speed brakes.

I e earlier models with lower gear speed or a turbo machine I could see where they would be nice.

Aaron

[Bob_Belville]

Max gear extend speed is 104 kts and max flap extend is 87 kts in an E. It's no problem slowing to those speeds in level flight but if your at several thousand feet above pattern altitude and close to the field because of ATC and MEA the speed brakes are useful.

[Bob_Belville]

 

Max gear extend speed is 104 kts and max flap extend is 87 kts in an E. It's no problem slowing to those speeds in level flight but if your at several thousand feet above pattern altitude and close to the field because of ATC and MEA the speed brakes are useful.

"...you're at..."  a pet peeve and I somehow did it myself. 

[Hank]

I hate it when ATC hold me at 4000' until I'm only 4 miles from home, field elevation 567 msl. It generally takes two standard rate 360's to get down and slow down to pattern speed, even when I've already reduced speed at 4000'. Still don't think speed brakes would be enough. Flap speed is 125 mph [109 knots], gear speed is 120 mph [104 knots]. I generally allow 3-4 miles to bleed off speed after descending at 500 fpm.

[Alan Fox]

I hate it when ATC hold me at 4000' until I'm only 4 miles from home, field elevation 567 msl. It generally takes two standard rate 360's to get down and slow down to pattern speed, even when I've already reduced speed at 4000'. Still don't think speed brakes would be enough. Flap speed is 125 mph [109 knots], gear speed is 120 mph [104 knots]. I generally allow 3-4 miles to bleed off speed after descending at 500 fpm.

Every C I've flown has 100 mph flaps , I generally fly 15 miles ahead of the airplane , but when needed I personally cut the power , pitch up , throw out the gear , wait 15 seconds , drop the flaps , slip the hell out of it and drop 1000 fpm....

[Bob_Belville]

Hank, the max speed change from 100 mph for my '66 to 125 for your '70 is a little help, I suppose. I really don't bother to extend flap until I turn base if flying the pattern VFR. My home base, KMRN, is 1266' MSL and is only a few miles east of the highest mountains east of the Rockies, almost 7000', so MEA is 9000' just 15-20 miles east of the field. With speed brakes that can be extended at any speed 1000 fpm and more is easy w/o chopping power to idle. If air is smooth enough to stay in the yellow which is where we cruise with the older C & Es. 

[Hank]

Hank, the max speed change from 100 mph for my '66 to 125 for your '70 is a little help, I suppose. I really don't bother to extend flap until I turn base if flying the pattern VFR. My home base, KMRN, is 1266' MSL and is only a few miles east of the highest mountains east of the Rockies, almost 7000', so MEA is 9000' just 15-20 miles east of the field. With speed brakes that can be extended at any speed 1000 fpm and more is easy w/o chopping power to idle. If air is smooth enough to stay in the yellow which is where we cruise with the older C & Es. 

 

There certainly are times that our vintage birds benefit from speed brakes, but I still don't have any. I'm not familiar with KMRN, but being just east of Mt. Mitchell can't be any fun. Going back and forth to AVL or Mom & Dad's new nearest airport 33A [with Rutherfordton, Hendersonville, Greenville and AVL available as alternates], I prefer staying off to the west.

 

I generally drop Approach flaps on downwind, unless I need the assistance to get down the last few hundred feet. But ATC sometimes keeps my at 4000/4500 until I cross the approach end of their runway 4nm from my home field. Speedbrakes would be nice then.

 

The J guys have all the fun, with nice heigh gear speed and extra doors to create drag when needed, even without speedbrakes. Guess I should be grateful that I don't have the 100 mph or less limit.

 

Good luck to Jeff! That bird strike is really bad timing. At least it was out on the wing and not in the windshield . . . .

[laytonl]

Hank, the max speed change from 100 mph for my '66 to 125 for your '70 is a little help, I suppose. I really don't bother to extend flap until I turn base if flying the pattern VFR. My home base, KMRN, is 1266' MSL and is only a few miles east of the highest mountains east of the Rockies, almost 7000', so MEA is 9000' just 15-20 miles east of the field. With speed brakes that can be extended at any speed 1000 fpm and more is easy w/o chopping power to idle. If air is smooth enough to stay in the yellow which is where we cruise with the older C & Es. 

You need to buy a J! You are correct about descending into MRN from the west. At 9,000' it takes some negotiating with the controllers to get down. The j's higher gear speed helps.

Bob, I'm your hanger neighbor on the other side of the T-hanger.

Lee

[Bob_Belville]

You need to buy a J! You are correct about descending into MRN from the west. At 9,000' it takes some negotiating with the controllers to get down. The j's higher gear speed helps.

Bob, I'm your hanger neighbor on the other side of the T-hanger.

Lee

 

 

You need to buy a J! You are correct about descending into MRN from the west. At 9,000' it takes some negotiating with the controllers to get down. The j's higher gear speed helps.

Bob, I'm your hanger neighbor on the other side of the T-hanger.

Lee

Hi Lee, for what I have in my E I could have had a pretty nice J!

 

I had an E years ago w/o speed brakes and came in from Chicago or similar many times when cloud layers prevented canceling IFR even though ceilings might be 2000 feet or more.. ATC can clear to 5000' when you're almost over the field.

[wishboneash]

I always thought that speedbrakes were a waste on a non turbo bird.....

 

Below 10K or so, the K behaves like a J and speeds are similar. Speedbrakes can be an useful option to come down fast.

[jeffdoran]

Mooney N1159P is up for sale, check out the Trade a Plane listing here:

https://www.trade-a-plane.com/search?listing_id=2265780

Some of the earlier comments moaned about the Useful Load, 887.6 Lbs.  I know some of you agonize over not being able load 3+ bodies into a Mooney without leaving a whole bunch of gas behind, but it's all about your 90 % mission, which for me was carrying my wife on fantastic cross countries. In the 24 years I've owned N1159P, I've filled all four seats, maybe, 5 times. In exchange for that 587 lbs, 50 gallons and 2 healthy adults and their bags, you're getting one of the best equipped IFR M20J's available. If you plan on loading 4 fat guys and golf clubs, you might want to consider something other than this fast, well equipped M20J! Go look for a Cherokee 6  or a 182.

Speed Brakes? Yep, gottem. Fully overhauled December 2016. You say you don't need them, or they are some kind of waste on a Mooney?. Clearly, you have never needed to descend quicker then planned. Seriously, if your Mooney has speed brakes, you won't waste any opportunity to pop those bad boys up into the slipstream to impress your PAX. 

By the way, Mooney N1159P was part of the FAA's "Targets of Opportunity", one of 5 aircraft in the Northeast chosen to test the ADS-B concept, and has since been updated with the most up to date ADS-B In/Out technology, fully signed off as 2020 compliant. This was done under the close scrutiny of the FAA's Surveillance Broadcast Services division, with all work completed by Lancaster Avionics (Todd Adams) in PA, arguably one of the best Avionics shops in the Northeast.

Also, Dave M at Air Mods, has all the history on 1159P, having re-skinned the left wing after the bird strike mentioned earlier in this thread. Nobody does this work better than Dave, his repairs are "better than new".   

 

Edited April 19, 2017 by jeffdoran

[Mcstealth]

On March 25, 2013 at 7:20 AM, Bob_Belville said:

 

"...you're at..."  a pet peeve and I somehow did it myself. 

Don't End your sentences with a preposition,...........a@!&hole  

is that a dangling participle I see??? He he

[dlthig]

400 more hours since 2013 and the price went up 10K. Who said airplanes are money pits? 

[jeffdoran]

400 more hours since 2013 and the price went up 10K. Who said airplanes are money pits? 

If it had NO additional hours since 2013, you'd cry that it was a Hangar queen, sitting around rusting. It's an asking price Ace, not what it will sell for. Make an offer.


Sent from my iPhone using Tapatalk

[dlthig]

I'm not an Ace, but I'll take it as TIC. I'm glad you flew it. My comment was more about how the market has moved than condemnation on your price. I didn't open you W&B, but where do you see an affordable opportunity to reclaim some of the useful load? Before you say it, no, I'm not pushing back from the table.

[jeffdoran]

Hi "dlthig", Sorry, I don't understand the question. If you are asking, what would I take off the airplane to increase its useful load, my answer is, "nothing". I'm simply suggesting that if you routinely want to fill all four seats with people, and take off with full fuel, and bags, from anywhere but sea level, 1159P is not the airplane for you. You need to be over in the 6 banger forums, or in a different Mooney. However, if you want to fly Mom and the two kids to Disney World from the Northeast, you can do it safely in 1159P with the latest in technology and convenience at 160 Kts True on less then 13 gallons per hour. And you're gonna be watching surrounding traffic and weather on the big MFD while doing it. And if ATC arrives you high, you are popping those speed brakes to make a graceful arrival. 

I suspect for most of the fellas on here, it will just be you in the left seat, and maybe that reluctant buddy every now and again, searching for that cheap buffet breakfast on Saturday or Sunday morning....That's been my typical mission lately. LOL.