More than anything else, it was my subscription to FLYING Magazine, beginning with the January 1955 issue, that created a thirst for additional knowledge and achievement. I was not alone. A lot of builders and dreamers were entering the private aviation industry in that era, helping transform it from a time of tube-and-rag taildraggers to sleek transportation aircraft.

In the mid-20th century, America was uniquely positioned for the creation of a modern noncommercial aviation system. There was a need for airplanes that could transport families and business people across the vast distances of North America, we had an airport of some sort in nearly every community, and our personal freedom and finances encouraged the utility of light aircraft. The inefficient war-surplus airplanes and vintage taildraggers leftover from the 1940s no longer sufficed. We were ready for easier-to-fly, purpose-built airplanes.

And experienced, visionary heads of aircraft companies were ready to provide them. As with the automotive industry, we had the Big Three—Beechcraft, Cessna, and Piper—plus eager-to-compete smaller companies like Aero Commander, Bellanca, Champion, Maule, and Mooney. As the 1960s arrived, new models and improved veteran designs showed up in the marketplace. Likewise, a new term, avionics, was coined, referring to a fresh crop of highly capable radios for our instrument panels, thanks to transistors and compact power supplies that shrank space requirements. 

• READ MORE: FLYING Magazine Announces 2025 Ultimate FLYING Giveaway

Powerplants also underwent development. Fuel injection and lightweight turbochargers were added to piston engines, small turbojets encouraged the concept of business jets, and new medium-horsepower turboprops filled the gap between 300 hp opposed recips and burly radials. By 1970, GA shoppers were able to buy anything from aerobatic two-seaters to pressurized, cabin-class twins. Available business aircraft ranged from turboprop executive airplanes to fanjet-powered corporate barges. Airports and airspace routings had been improved to accommodate GA’s growth. This laissez-faire ’60s atmosphere kept the industry’s engineering departments working overtime.

The declared goal during the frenetic ’60s and ’70s was to create “gap fillers.” Every company wanted to provide an airplane to suit every need and keep customers loyal to its brand. Piper had a fleet of Cherokee derivatives, from the 2+2 Cherokee 140, the everyday 180 and beefy 235, and the stretched Cherokee Six, leading to retractable Arrows and Lances, and even twin-engine Senecas and Seminoles. Piper’s earlier high-performance Comanche line was retained through 1972 in single and twin versions, with normal and turbocharged engines. And the company also offered heavier twins in various piston-engine Navajo and turboprop Cheyenne models, all while still building the venerable Aztec twin—not to mention the agricultural Pawnee airplanes and an occasional Super Cub.

Beech Aircraft also tried to fill every gap in the market with a Beechcraft. It expanded its line  downward from the three Bonanza models with a lighter Musketeer series, offered in trainer, cruiser, and retractable variants, and it even fielded a light-twin Duchess, all the while offering Baron twins in as many as five styles, plus the sexy Duke and cabin-class Queen Airs. Meanwhile, Beech’s King Air turboprop line grew longer and more capable, even leading into commuter-airliner variations. To round out its offerings, Beech acquired upscale business jets from Hawker and Mitsubishi. 

Cessna, meanwhile, outdid everyone, developing model after model to plug any sales leak in its line. At one time in the ’70s, I counted 22 singles and 13 twins among its offerings, in addition to the burgeoning Citation business jet lineup. Whatever you needed, from two-place trainer to pressurized single, from push-pull “safe twin” to back-door executive twin, agricultural airplanes and bushplanes, Cessna had them all. There seemed to be no end to the swelling Cessna tide, which amounted to 50 percent of the industry’s unit output during the boom times.

At the same time, little Mooney expanded its basic M20 retractable into longer and more powerful models, Rockwell developed single-engine and ag planes to supplement its piston and turboprop twin-engine line, Bellanca/Champion offered a half-dozen two-seat tailwheel airplanes to compliment its Viking retractables, Grumman was making two- and four-seat airplanes plus a twin-engine model, and Maule tweaked and stretched every possible variation from its tailwheel utility aircraft. 

Present Day Flying

Today, we are still enjoying the fruits of these developments in the 1960s, ’70s, and ’80s.

Refurbished examples of the golden age general aviation airplanes sell for many multiples of their original sticker price, while the limited-production, new single-engine airplanes are astronomically unaffordable. The promised introduction of “light sport” airplanes that would provide economical new aircraft hasn’t worked out. They are priced at about twice the expected figure and often don’t have sufficient payload to accommodate two adults plus full fuel. 

A serious implosion in light airplane production took place during the mid-’80s, closing many production lines and shrinking the supply of available models. This was due to an oversupply of airplanes during economic malaise, coupled with the growth of rapacious product liability lawsuits and concurrent manufacturer insurance costs. Most of GA’s growth shifted into big-ticket aircraft such as turbine-powered business airplanes, utility and owner-flown, single-engine turboprops, and fast-glass, piston-engine singles.

As the new millennium arrived, Cirrus Design brought not only a new sleek composite-construction personal airplane but a fresh approach to marketing it. With its integral emergency parachute, side-stick control, video-screen, GPS-based avionics and automotive interior styling, the Cirrus SR series appealed to a new generation of entrants to GA. The company quickly filled a void abandoned by the traditional airplane companies that had been acquired by corporate conglomerates that were more interested in selling big-ticket business aircraft than entry-level models. 

• READ MORE: GA, Private Aviation Dodge Worst of Cyber Outage Impact

The real revolution now stems from the utility gained by effortless navigation provided by GPS data flowing into advanced computing capability, so that panel-mounted displays can not only show current position but flight plan routing, all linked to advanced autopilot technology taking care of most cross-country piloting chores. With uplinked, in-cockpit weather integrated into tablet-based “electronic flight bags” or the avionics suite, there’s no longer any excuse for pressing on into unflyable conditions lurking over the horizon. 

Retrofitting this advanced technology into legacy aircraft is simply a matter of allocating enough money to make the airplane useful. The ADS-B mandate of 2020 has given more flexibility to ATC handling of any size of aircraft—at the cost of privacy and freedom. Yes, we deal with a multitude of airspace rules and restrictions, but we had to negotiate many of those same encroachments in the late 20th century, and with less computing power in the cockpit back then to help us avoid them. 

Airport infrastructure has shifted away from providing accommodations for all comers to building for the biggest user, leaving light general aviation to occupy the corners of the ramp or a remote edge of the airport. Stand-alone, family-operated FBOs have been replaced by chains of opulent palaces catering to the jet set. We can expect to pay for what used to be free services, because our minuscule fuel business is no longer important enough to be willingly subsidized by the big iron customers. 

Expectations are greater in the 21st century—in all aspects of life, not just GA. New entrants to flying expect seamless air conditioning, push-button actuations, plush accommodations, and high levels of service, compared with their more-tolerant parents and grandparents. If passengers can’t have Wi-Fi on board, they don’t want to ride with us. Privileges have their price, reflected in million-dollar sticker prices on new limited-production piston singles and multiple millions for personal turboprops. 

At least we still have options, even though we may have more money tied up in our instrument panel than a first-class traveling airplane cost back in the late 1900s. We’ve lost many airports to housing and industrial developments, but many remain, still giving access to communities via general aviation, providing transportation and utility possible in no other way. 

Flying’s Future

The future, from my jaded perspective, will be different, perhaps not to the tastes of my generation but still suitable and rewarding to those who’ll be doing most of the GA flying.

Accommodations might have to be made for the hyper-promoted electric urban air mobility (UAM) vehicles, manned and unmanned, in various stages of development for a market that may or may not exist. If airspace, bases, and routes have to be carved out for these anticipated thousands of mass-transit conveyances, we may see some disruption of traditional air traffic.

• READ MORE: Hangar Shortage Spurs 2 GA Pilots to Launch Development Project

The big unknown is the impact of governmental and public policy interference on a limited-participation activity like general aviation. Regardless of the facts, the loudest voices get the most attention at law-making levels, and well-meaning but shortsighted regulation can wind up stifling the freedom of flight enjoyed by private citizens. We must continue to support our GA membership organizations, and these associations must link arms with other interests, such as business aviation, helicopter operators, agricultural aviation, flight training, avionics shops, and FBOs, to ward off possible restrictions and bad laws stemming from class-envy and special-interest rhetoric targeting the industry.

I remain eternally optimistic about aviation, because I’ve always observed humankind’s innate desire to fly. From the days of the earliest prehistoric human watching soaring birds, there’s always been something urging us to look skyward, yearning to share the perspective of height. People will always want to fly, and once having tasted the freedom of personal wings, it is difficult to give it up. It behooves us to share flight with as many of our friends and acquaintances as possible, building a coalition to preserve what we’ve been given. 

A love of flying, like all passions, has to be given away if it is to be continuously circulated back to the conferrer.

This feature first appeared in the Summer 2024 Ultimate Issue print edition.

The post Ultimate Issue: The State of U.S. General Aviation appeared first on FLYING Magazine.

Today’s Top Pick is a 1979 Mooney M20K 305 Rocket.

While the long-running Mooney M20 series of four-seat retractables is known for efficient aerodynamics that allow them to post impressive performance numbers with relatively little horsepower, there are always certain pilots who want more.

Rocket Engineering is among a number of companies that perform conversions on Mooney’s that include larger, more powerful engines, and other systems aimed at boosting climb performance, cruising speed, and service ceiling.

The aircraft for sale here was converted in 1999, swapping its 210 hp Continental TSIO-360 engine for a 305 hp TSIO-520. The additional power made a big impression. Mooney M20Ks were fine performers, but the Rocket-modified versions did most things faster and better.

Additional modifications make this airplane well-suited for fast, high-altitude travel. It is also an ideal vintage platform for competing with modern speedsters like the Cirrus SR22T.

This 1979 305 Rocket has 2,650 hours on the airframe, 940 hours on its Continental TSIO-520-NB engine, and 705 hours on its McCauley three-blade, full-feathering propeller. The aircraft is certified to FL 240 and is equipped with a TKS anti-ice system, speed brakes, and Monroy long-range tanks giving a total usable fuel capacity of 101 gallons. The Mooney received new paint earlier this year and a new interior in 2001.

The panel features dual Garmin GNS 430W GPS/Nav/Comm radios, MX20 MFD, Garmin GMA 340 audio panel, GTX 345 transponder with ADS-B In and Out, KFC200 autopilot, flight director, and engine monitor. 

Pilots who are attracted to Mooney aircraft because of their efficient design but would like a bit more power inside the cowling should consider this 1979 Mooney M20K 305 Rocket, which is available for $189,000 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: BendixKing to Offer Autopilot for Mooney M20-series Airplanes
• FLYING Magazine: STC Approved for Hartzell Propeller Three-Blade Mooney Bravo Prop
• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• The Aviation Consumer: Used Aircraft Guide: Mooney 231/252
• The Aviation Consumer: Mooney Missile
• AVweb: Mooney Under New Management

The post This 1979 Mooney M20K 305 Rocket Is a Souped-Up ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1986 Mooney M20K 252TSE.

Over decades of production, Mooney’s M20 series went through numerous changes as the aircraft evolved to meet customer demands. Even the earliest models, though, were known for getting high performance from relatively low power.

When some of the first M20s hit the market, they used 150 hp engines similar to those in Cessna 172s, but their sports car-like performance felt nothing like that of a trainer. The M20 gradually gained speed using more powerful engines but always seemed to accomplish a lot with a little.

The M20K model for sale here marked a significant advance in performance with engine output climbing above 200 hp and turbocharging that enabled the aircraft to make the most of its clean aerodynamics by flying at higher altitudes. When you fly a Mooney, you can feel the difference a truly efficient design makes, especially during the approach and landing phases of flight.

Mooneys slip through the air so readily that slowing one down for landing can be challenging. While experienced Mooney pilots generally do not have trouble controlling their speed, this M20K and many like it have speedbrakes that deploy from the wings, just in case. 

This 1986 Mooney M20K has 1,660 hours on the airframe and its 225 hp Lycoming TSIO-360 engine. Its Hartzell three-blade aluminum propeller was installed in 2003 and has been in service for 500 hours. The aircraft carries 72 gallons of fuel and has a range of 890 nm, maximum takeoff weight of 2,900 pounds and useful load of 803 pounds. It is equipped with speedbrakes and an oxygen system.

The panel includes a Garmin GMA 35c audio panel, GTN 750 GPS/Nav/Comm, G500 flight display, G5, GTX 345R transponder, and AutoCruze 230 autopilot.

Pilots looking for a fast, efficient traveling airplane that can operate comfortably at high altitudes should consider this 1986 Mooney M20K 252TSE, which is available for $280,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: Inside Manny the Mooney’s Much-Needed Paint Job
• FLYING Magazine: STC Approved for Hartzell Propeller Three-Blade Mooney Bravo Prop
• Plane & Pilot: This Incredible Plane: Mooney Porsche M20L PFM
• AVweb: Buying a Used Aircraft: Mooney M20J
• The Aviation Consumer: Used Aircraft Guide: Mooney 201/M20J

The post This 1986 Mooney M20K 252TSE Is an Efficient, High-Altitude ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The mass arrivals in Oshkosh, Wisconsin, begin on Friday, July 19, at 11 a.m. CST with the Piper Cherokees. Later at 5 p.m., the Cessnas will make the scene. On Saturday, July 21, at 10 a.m., the Mooney contingent will arrive, followed at 1 p.m. by the Bonanzas. On Sunday, July 21, at 10 a.m., the Cirrus group arrives.

How to Get Involved

These group aircraft arrivals are organized by specific type clubs well in advance of the annual aviation convention. To participate, you need to be registered, as there are a limited number of spaces available in the mass arrivals. Move quickly on this since reservations fill up rapidly.

Pilots are also required to attend a flight clinic and to be very familiar with the multipage Notice to Air Mission (NOTAM) issued each year for AirVenture.

• READ MORE: Dates for Next 4 EAA AirVenture Conventions Announced

The mass arrival aircraft stage from an airport near Oshkosh’s Wittman Regional Airport (KOSH).

For pilots who aren’t going to be part of the mass arrival, the times of these events are published in the EAA AirVenture Oshkosh 2024 NOTAM to help with planning. You do not want to cut in line and disrupt the mass arrival—that’s like cutting in on a funeral procession. Just don’t do it.

More information on EAA AirVenture can be found here.

The post AirVenture Announces Group Arrivals appeared first on FLYING Magazine.

Today’s Top Pick Is a 1995 Mooney M20R Ovation. 

Mooney’s long-running M20 series aircraft are known for aerodynamic efficiency that allowed them to cruise at impressive speeds, often outrunning airplanes with much larger, more powerful engines. Early M20s used Lycoming O-320s and O-360s for power. As the line evolved, fuel injected engines with up to 200 hp became common. Still, many pilots wondered how an M20 would perform with a big-bore, 6-cylinder engine like those under the cowlings of so many other high-performance four-seaters. The M20R Ovation for sale here has the answer.

Even though its Continental IO-550 is derated to 280 hp, the Ovation can cruise at 190 ktas, getting pilots and passengers to their destinations quicker than earlier Mooneys and ahead of most competing aircraft. This Ovation  also has an updated panel, attractive paint scheme, and sharp interior. 

The 1995 Mooney Ovation offered has 1,662 hours on the airframe, 709 hours on its 280 hp Continental IO-550-G engine, and 709 hours on the three-blade Hartzell Scimitar propeller.

The aircraft’s panel includes Garmin GNS 530W and GNS 430W GPS/nav/com radios, GTX 345 ADS-B transponder, Aspen Evolution 1500 PFD and MFD, Garmin GMA 347 audio panel, GTS 800 active traffic, BendixKing KAP-150 autopilot, Insight Strikefinder, and JPI EDM700 engine monitor.

Additional features include a standby vacuum system, four-place intercom, electric flaps, electric trim, and speed brakes that help prevent the aerodynamically clean M20R from overspeeding during descents. 

Pilots looking for a fast, efficient, four-place cross-country aircraft should consider this 1995 Mooney M20R Ovation, which is available for $209,900 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: Project Notebook: Mooney M20V Acclaim Ultra
• FLYING Magazine: STC Approved for Hartzell Propeller Three-Blade Mooney Bravo Prop
• Plane & Pilot: Mooney M20 PFM, MSE, TLS, Eagle, Encore, Ovation, Bravo
• Plane & Pilot: Big Approvals For Garmin GFC 500 Autopilot: Cessna 210s, Mooney M20s and Beech Bonanza Vee Tails!
• The Aviation Consumer: Used Aircraft Guide: Mooney 231/252

The post This 1995 Mooney M20R Ovation Is a Powerful, Slippery, and Speedy ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1961 Mooney M20B.

Albert Mooney designed several aircraft for a variety of missions during his career. A number of them were well-known, including the Culver Cadet and Mooney M-18 Mite. The M20 series, which debuted in the 1950s, was by far the most popular. Based somewhat on the single seat Mite, the M20 was larger, had four seats and engines that increased in power and displacement over time. For most of its life, the M20 was known for providing a lot of performance in an efficient, economical package.

While the M20’s exterior is trim and compact, I would not call its cabin “cramped” or “tight.” Inside, the airplane feels like a lot of thought went into allocating the available space. Mooney owners I know talk mostly about their airplanes’ smooth, nimble handling, and how they perform like big-bore models while sipping fuel more like a Cessna 172.

This 1961 Mooney M20B has 3,215 hours on the airframe, 20 hours since overhaul on its 180 hp Lycoming O-360-A1D engine and 20 hours since new on its Hartzell Scimitar propeller.

The panel includes dual Uavionix AV-30Cs with a magnetometer and OAT, uAvionix TailBeaconX transponder with ADS-B out, Bendix King KY97A com, Terra TN200/TX720 nav/com, Terra Tri NavC, Apollo GX55 GPS, S-Tec 30 autopilot, and JPI EDM 700 engine monitor.

Pilots looking for style and speed in an efficient, economical package should take a look at this 1961 Mooney M20B, which is available for $67,000 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Air Compare: Grumman AA-5 vs. Mooney M20 Series
• FLYING Magazine: The Mooney M20U Ovation Ultra is a Product of Big Investment
• Plane & Pilot: The Marvelous Mooney M20
• Plane & Pilot: 2017 Mooney M20 Ovation
• The Aviation Consumer: Used Aircraft Guide: Mooney 231/252

The post This 1961 Mooney M20B Is a Fast, Fuel-Sipping ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

One aspect that few people take into consideration—early in the process, anyway—is ergonomics. This is primarily only a concern with particularly large and small pilots, but it’s an important one nonetheless. Certain aircraft types are simply incompatible with people of certain sizes, and these are pilot/machine combinations to avoid. 

As a larger person who tends to require more shoulder room than most, I learned early on that I’m not suited to certain types. Paired with an instructor of similar size during my primary training in a Cessna 152, I assumed it was customary for both occupants to have to inhale deeply to enable both doors to close. And I assumed it was normal to then have very little (comfortable) range of motion after being squished inside. 

While these uncomfortable realities are perhaps not terribly uncommon, they’re not entirely necessary, especially when buying your own airplane. So, when I fell in love with the flying characteristics of the Cessna 140, I ultimately decided to save my money for another couple of years so I could afford the larger and decidedly less cramped Cessna 170. It was money well spent. Although I would never describe the 170 as a roomy airplane, it improves greatly upon the discomfort of the 140.

But a more interesting question is what types are especially well suited to particularly large or small pilots. Some dedicated investigation can reveal some compelling types that your size, large or small, can unlock. These might be types that you’d never have otherwise considered.

The North American/Ryan Navion was a pleasant surprise when I reviewed it for an upcoming installment of FLYING’s “Air Compare” feature in the print edition. With a cabin that’s spacious enough to enable passengers to move between the front and back seats and a number of controls that require a good reach to access, larger pilots will feel as though the airplane was made just for them.

Similarly, the Cessna 180, 182, and 185 all have quite tall instrument panels and heavy controls, particularly the elevator in the flare with full flaps. They have ample cabin space and enough useful load that baggage and a second sizable occupant is rarely a factor. Like the Navion, these airplanes are entirely flyable by people of all sizes, but larger pilots will likely find them a comfortable, natural fit.

Most large pilots don’t even consider smaller machines like the Luscombe for good reason. The tiny side-by-side cabin is only 39 inches wide. But there’s a sneaky way into Luscombe ownership for larger folks, and it comes in the form of the rare T8F “Observer.” Equipped with tandem (one seat in front of the other) seating, this placement provides twice the shoulder room as a standard Luscombe. A relatively limited useful load remains a restriction, however, and larger pilots generally have it worse than smaller ones because of this.

Speaking from experience, larger pilots look at our bantamweight colleagues with a healthy dose of envy. How nice it would be to instantly have an extra hundred pounds of useful load, or alternatively, less weight with correspondingly better performance. Our abilities to manage heavy control forces and move airplanes around on the ramp with ease are quickly forgotten as we observe departure-end obstacles looming ever closer during one of our luxuriously ponderous climbs.

In addition to enjoying better performance and load-carrying ability, smaller pilots enjoy a backstage pass into a number of correspondingly small aircraft types. The achingly cool Culver Cadet, for example, with its beautiful elliptical wing and retractable gear, offers only about 35 inches of cabin width to its two occupants seated side by side. Even average-sized pilots find this to be cramped, so to be able to fly one around comfortably is a privilege indeed.

The single-seat Mooney M-18 Mite is a type that similarly only accommodates smaller people. An extreme example is the Quickie, an even tinier single-seat—and experimental—aircraft that, with an 18 hp engine, boasts a max cruise speed of 115 mph (100 knots) and can achieve 100 miles per gallon. While either of these can carry a slightly heavier pilot, the cramped cabin limits access to smaller ones.

Not all is fun and games for our smaller friends, however. Fighting an old, stiff fuel hose while climbing up onto a high-wing aircraft isn’t fun for anyone and may be nearly impossible. Getting into and out of a taildragger with big Alaskan Bushwheels can feel like it requires crampons and a rope. And simply moving an airplane around on the ramp or into and out of a hangar, particularly in slippery winter conditions, can become futile. 

The biggest opportunity for the prospective airplane buyer is to take these sorts of concerns into account early in the shopping process. Talk to others of similar size in online forums. Better yet, attend as many fly-ins as possible. There, you can try airplanes on for size and chat with owners of similar size to make a decision you’ll be happy with for the long term.

The post Sizing Up Your New Aircraft appeared first on FLYING Magazine.

Today’s Top Pick is a 2000 Mooney M20M Bravo 

For years Mooney owners touted their compact, aerodynamically clean aircraft for maintaining a fast pace with small, fuel-sipping engines. They were a textbook case of doing more with less. Indeed, they often burned half as much fuel as competing four-seat retractables with larger engines and more power.

By the time this 2000 Bravo rolled off the assembly line, things had changed at the company and M20s were getting brawny. Packing a 6-cylinder, turbocharged Lycoming 540 engine, this airplane can climb quickly to 25,000 feet and cruise at speeds above 200 ktas.

With paint and interior in great condition and just 1,253 hours on the airframe, this Bravo has a long life ahead and is full of possibilities for pilots who want to cover long distances quickly. Other features include dual batteries and alternators, a factory oxygen system, leather-covered yokes, air vents and reading lights at all four seats along with cup holders.

The IFR panel includes a Garmin GTN 650, dual Garmin GI 275 flight instruments, GTX 345 transponder with ADS-B in and out, King KFC 150 autopilot, and more.

If you are looking for a family hauler that will handily outrun most of the competition, consider looking into this Mooney M20M Bravo, which is available for $259,000 on AircraftForSale. You can arrange financing of the airplane through FLYING Financial Group. For more information, email info@flyingfinancial.com.

• FLYING Magazine: Mooney M20, A Look Back in Photos
• FLYING Magazine: Mooney Makeover: Buying the Airplane
• Plane & Pilot: Mooney Bravo M20M
• Plane & Pilot: Resurrection Of The Mooney M20
• The Aviation Consumer: Mooney M20M/TLS/Bravo Series

The post Today’s Top AircraftForSale Pick: 2000 Mooney M20M Bravo appeared first on FLYING Magazine.

I checked weather en route, and it looked okay, with no icing reported along our intended route as I planned my departure from the Aurora, Illinois, airport (KARR). After a thorough preflight inspection, we hopped in the airplane, fired it up, picked up our instrument clearance, contacted ground, and taxied out to the runway.

Tower cleared us for departure, and we initially climbed to 3,000 feet msl. We contacted Chicago Center and were cleared to 11,000 feet for our cruise altitude. 

Above the clouds, it was sunny and calm, and our exchange student—never having flown in a small airplane before—was awed by the experience. 

Things were progressing along just fine until we reached eastern Ohio, when I noticed the cloud tops beginning to rise. I asked Cleveland Center for a clearance to 15,000 feet so we could continue to enjoy the smooth ride. We donned our oxygen masks and began our climb. 

As we ascended to 15,000, it became obvious that we were flying into an area where the cloud tops were approaching 15,000 and higher. I requested a climb to 17,000 feet, figuring I could stay out of the clouds and hopefully get close enough to the Morristown Airport (KMMU) to descend quickly through the layers. But I was wrong…that’s when the trouble began.

As soon as we reached 17,000 feet, we started clipping through the cloud tops—and that’s when the “Ice Man Cometh”—or “cameth” in our case.

I had never encountered icing before. The windshield iced over almost immediately, along with the wings. My airspeed started decreasing, and I couldn’t believe how quickly ice accumulated.

At this point, I knew we were in trouble. It was like my worst nightmare. I thought, this can’t be happening!

Execute a Plan

My thoughts immediately went back to my training and the admonition from instructors to never panic. And to execute a plan immediately. I let Center know we were picking up ice and needed an immediate descent to a lower altitude, hoping to find warmer air layers and stop the ice accumulation.

Center responded with, ”Mooney, maintain 17,000; you have a Dash 8 commuter underneath you.”

I replied, “Move the Dash 8—I’m descending now.”

Center cleared us down to 9,000 feet, where I leveled off between layers. At this point, we were still carrying the ice load, but the airplane was flying. We stayed at 9,000 feet until Center cleared us to 3,500 feet—and that’s when the banging started. It startled us at first, but it quickly became obvious that the noise came from the ice melting and breaking away—and hitting the airplane.We contacted the tower and were cleared for a VFR approach into Morristown. We landed without incident.

As I taxied up to the terminal, my wife and kids were waiting for us. I parked and opened my door and noticed a chunk of ice on the entry step. The cowling still had ice accumulated on the intake openings—a sight to behold.

Never Panic

So, what did I learn from this experience?

Never panic. Do not become complacent or let yourself be intimidated by ATC (in my case, Center). Act without delay, and do whatever you must to keep you and your passenger(s) safe.

Also, I could have done a better job analyzing the weather along my route.

Even though there were no en route icing reports at my filed altitude, I was not aware that the tops of clouds are generally laden with the most moisture and, at higher altitudes, that ice will form and accumulate very quickly on cold surfaces. Climbing to try to stay above the clouds and ice probably was the wrong decision.

Also, there are upgrades you can make to your airplane to help buy time. The Mooney and I returned to the Mooney Aircraft factory at Kerrville, Texas, later that month, where we had a TKS anti-icing system installed.

This article was originally published in the April 2023, Issue 936 of  FLYING.

The post Life Lessons of an Iced-Up Mooney appeared first on FLYING Magazine.

Many of us, however, do not give resale a whole lot of thought when negotiating the best possible purchase agreement. Often we are so excited by the thought of having our own aircraft and no longer having to share with fellow students or flying club members that we forget the day could come when we want to sell.

• READ MORE: The New Owner: The Power of Networking

When that day arrives, we need to think about how to approach the sale and how to use our personal networks and other resources to attract potential buyers. I mentioned personal networks first because I believe they are the best resources many of us have. While advertising your aircraft on aviation sales websites with good photos and a thoughtful, honest description is a good way to get nationwide attention, there also are advantages to marketing locally.

Over the years, I have looked at dozens of aircraft for sale at my home airport and at others nearby. When I was a student, my instructor often would say, “Let’s walk over to the hangars.There’s an airplane for sale that you should see.”

When I began shopping, I asked him, other pilots and local mechanics a lot of questions about different models they had owned or maintained. They were happy to talk and frequently recommended other people with opinions worth considering. And, of course, many knew of airplanes that were for sale, officially and unofficially, and would tell me which ones they thought were “good ones” and which were “dogs.” Typically, they also had the seller’s phone number handy.

I considered several of these aircraft, and while it took me a long time to find the right one, the local search was illuminating. One day my instructor showed me a Mooney M20 that belonged to another former student. She was moving across the country and wanted to sell. The airplane was beautiful, with newer paint and interior. Sitting in it for 10 minutes, however, confirmed that the seating position would not work for me.

With that visit I was able to remove Mooney’s from my wish list, which seemed efficient. The owner eventually changed her mind, took the airplane out west with her, and still was flying it the last time I checked. The other candidates found buyers fairly quickly.

I think that, deep down, pilots want to believe their first airplane can be their last if they do well in the selection process. If you find a high-performance piston single that is much faster than the trainer you flew previously, with enough useful load to carry your family and baggage and sufficient range to reach your favorite vacation spot, what more could you want?

• READ MORE: Finding Your Ideal Aircraft Without Remorse for Buyer or Seller

I can think of a few things, like more speed and greater range, to reach that new favorite vacation spot you and your family discovered while flying frequently in your new airplane. How about pressurization, so you can fly higher, faster, and make the most of your recently acquired instrument rating.

We bought our Commander, Annie, from a partnership of three pilots, two of whom were switching to Cirrus SR22s. For a few years, Annie had been fast enough—but not anymore. I spoke with one of the sellers last week and asked him how he liked the Cirrus. He said he misses the Commander’s comfort and handling—which is a polite thing to say—but loves the SR22’s speed. “Now those 500 nm trips seem to go by in no time,” he said. Annie still takes a while to go that far.

We found our airplane online but within a 25-mile search area. If we were to sell it, we would focus again on the local market and try to get it done by word of mouth. But we are not selling, though we understand why many do. Temptation is everywhere.

My wife, sons, and I have been traveling together in Annie for less than six months, and already we cannot stop talking about turboprops. Our airplane is a perfect fit for us, but every time we land at a new destination, without fail, there is a gleaming TBM, Piper M600, or other turbine single on the ramp.

Next come the questions like, “How fast will that one go?”

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