Mooney?
- Thread starter ozone
- Start date
Bandit_Driver
Gold Member
I flew the R (Ovation) model with EFIS and it rocked. It was great hi-perf complex aircraft that a total joy to fly. The only thing I didn't like about it was that it didn't handle turbulence that well. The plane was stable but you felt every single bump. It was like trying to drive a Corvette off road in bad wx.
typhoonpilot
Well-Known Member
I worked for a Mooney dealer while I was in college. This was mid to late 80s so the models we sold were primarily 201(J), 231(K), and 252 (which is also a K). They made a basic version of the 201, known as the 205, which was lower cost and aimed at flight schools. They sold new for just over $100,000 back in the late 80s. My preference for a personal airplane would be the J series and if I could find a 205 that would fit the budget then that would be better.
I've only had a few flights in the earlier models. I've flown the C and E with the Johnson Bar. The early F models also have the Johnson Bar, but anything made after 1969 should be electric gear.
I did teach a guy to fly in his own Mooney 231. That was a bit of a challenge. Got him to solo at 20 hours and he passed his Private checkride somewhere around 75 hours. Unless one operates in the mountainous west then the turbocharged models aren't really necessary. The maintenance on them is significantly more then the non-turbocharged engines. A Lycoming in the 201 can easily go 2000 hours before major, while the Continental powered 231 would be a maximum of 1600 hours.
Mooneys are a joy to fly. They are the most rock solid singles I've ever flown. I would recommend a good checkout with someone who knows the Mooney. If the instructor has experienced a nosewheel bounce on landing and knows how to recover from it then he knows the Mooney pretty well. If he has no idea what that is, then find another instructor. I'm not sure how susceptible the F is to that, but the 231/252 and to a lesser extent, the 201, have that quirk.
Typhoonpilot
I've only had a few flights in the earlier models. I've flown the C and E with the Johnson Bar. The early F models also have the Johnson Bar, but anything made after 1969 should be electric gear.
I did teach a guy to fly in his own Mooney 231. That was a bit of a challenge. Got him to solo at 20 hours and he passed his Private checkride somewhere around 75 hours. Unless one operates in the mountainous west then the turbocharged models aren't really necessary. The maintenance on them is significantly more then the non-turbocharged engines. A Lycoming in the 201 can easily go 2000 hours before major, while the Continental powered 231 would be a maximum of 1600 hours.
Mooneys are a joy to fly. They are the most rock solid singles I've ever flown. I would recommend a good checkout with someone who knows the Mooney. If the instructor has experienced a nosewheel bounce on landing and knows how to recover from it then he knows the Mooney pretty well. If he has no idea what that is, then find another instructor. I'm not sure how susceptible the F is to that, but the 231/252 and to a lesser extent, the 201, have that quirk.
Typhoonpilot
roundout
VNAV monitor
Absolutely.
I have a couple hundred hours flying them and I can't think of a piston single I'd rather fly or own. They're rock solid and the company is good about supporting older airframes with parts and service.
Get somebody who knows how to land it show you how to land it and you'll be good. It's actually a very easy airplane to land, once you are shown the proper tecnhique.
I have a couple hundred hours flying them and I can't think of a piston single I'd rather fly or own. They're rock solid and the company is good about supporting older airframes with parts and service.
Get somebody who knows how to land it show you how to land it and you'll be good. It's actually a very easy airplane to land, once you are shown the proper tecnhique.
texas_pilot
Well-Known Member
The first flight school I went to had Mooneys and more than 60 of us soloed ab initio, one guy in less than 10 hours. I thought they were a bit of a maintenance hog, so I prefer the bigger Bonanza A36.
esa17
Well-Known Member
Mooneys are great aircraft, actually there is nothing I'd rather fly. I've flown every model through A-J and they are really sweet birds.
I can also get you sweet F-model for less than you're currently thinking. I work for a Mooney specialist and can answer most, if not all, of your questions. PM me if you need anything specific.
I can also get you sweet F-model for less than you're currently thinking. I work for a Mooney specialist and can answer most, if not all, of your questions. PM me if you need anything specific.
WacoFan
Bigly
I was an airport bum, working line service, doing odd jobs, etc in exchange for flying when I was a kid. Because of my status as "bum", I kind of had to fly what was available at the time, so I was signed off for solo prior to my license in:
1) Cessna 140, 150, 172
2) PA-28-161, PA-28-140
3) Socata TB-10
I also got to log time while a student on trips in a Commander 112 and Mooney's. The day I got my private I flew a Mooney "F" from KDWH to Kerville to pick up some things for a newer Mooney we had - in fact, it was my first flight as a Private Pilot. I have absolutely no qualms about a Mooney and am a big fan. I love the steel-tube roll cage around the cabin area, I like how they fly, I like how efficient they are, etc. I think they can easily be handled by a low time pilot with no problems (I am proof). All in all, for an airplane that is made out of aluminum and not fabric covered, has a nosewheel and a flat engine - Mooney's are ok.
1) Cessna 140, 150, 172
2) PA-28-161, PA-28-140
3) Socata TB-10
I also got to log time while a student on trips in a Commander 112 and Mooney's. The day I got my private I flew a Mooney "F" from KDWH to Kerville to pick up some things for a newer Mooney we had - in fact, it was my first flight as a Private Pilot. I have absolutely no qualms about a Mooney and am a big fan. I love the steel-tube roll cage around the cabin area, I like how they fly, I like how efficient they are, etc. I think they can easily be handled by a low time pilot with no problems (I am proof). All in all, for an airplane that is made out of aluminum and not fabric covered, has a nosewheel and a flat engine - Mooney's are ok.
WacoFan
Bigly
Really?
Piston singles would include Staggerwings, Spartan Executives, P-51's and F4U Corsairs to name but a few. I like Mooneys...but not to that extent!
As far as landing - my opinion (discount my opinion if someone disagrees -they are probably much more experienced than I am) - If you keep your airspeed where it should be they are fine to land. Carry even a little bit too much speed and they would float forever. Fly the book speeds and they didn't so much. Seemed like a lot of guys want to add 5 on final "for momma" and they end up floating a significant length down the runway. Fly the numbers in the book and it doesn't so much. Just my opinion - be interested to hear others thoughts on that topic.
Bandit_Driver
Gold Member
5 knots on the R model wasn't bad as they had speed brakes. Was the R model the only one with speed brakes.
WacoFan
Bigly
Oh - excellent point. I never flew a Mooney with speedbrakes. I am not sure when they started putting those on - sometime after the M20J - I get confused now that they stopped having numbers for names (201,205, 231, 252) and went with names (Encore, Ovation, Ejaculation, etc). Can speedbrakes be retrofitted to older Mooneys by STC? Can't think that any except the turbo'ed ones would need them (231's, 252's) but they would be handy in the turbo's for purposes of slowing down and descending while keeping the engine warm I think.
Lance F
Well-Known Member
Yes, speedbrakes can be retrofitted. Actually though they are not necessary. As pointed out above they land just fine if you don't carry too much energy (speed). If you get an instructor that knows Mooneys, you will have no problem making the transition. Plus you'll have an excellent platform for: cross country flying; your instrument rating; and your commercial ASEL!
roundout
VNAV monitor
Ok, Ok, you got me. I'd rather have a P-51 (which, as everyone knows, shares a wing design with the M20).
Everything after the M (Bravo) has brakes standard. They can be STCed to older airplanes. Really there isn't a need for them below about 140 knots. They barely do anything below 100. You can actually take off with them extended and the performance hit is negligible.
The key to landing a Mooney (and most other aircraft) is energy management. If you come in fast, that wing will fly forever. I come down the pipe at 75 and cross the numbers at 70, which usually gets me stopped in 1500 feet or so. If you come down at 85 or 90 you will sail 3500 feet or more.