Aircraft Ownership : 6 month edition

My thoughts on owning a 1980 Mooney M20K-231, so far…

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1) Partner up!

There is just so much work involved in owning a small airplane, let alone the sheer cost of it all, that having another person to share responsibilities is crucial. I co-own N4006H with a friend who I met via a former instructor; we are in totally different points in our lives in terms of kids, careers, incomes, etc. But we share a common love of flying and especially for Mooney aircraft. From there we spent time building first mutual respect, then a friendship, as we went through the process of searching for the right airplane. There really is no disadvantage to having a partner–maybe even two partners–except for our inherent dislike of sharing anything. I’m not saying that partnering with just anybody with the means to buy an aircraft is a good idea. Go get to know this person, talk about what their goals and mission profile will be for the airplane. Talk about jobs and families and get used to sharing info you’d usually keep private, like salaries and medium-to-long term life and career goals. It is incredibly rewarding to share the experience of owning an airplane, but also very challenging, so you have to make sure you will be compatible. On another note, you might wonder how scheduling time works. Generally we check in with each other every week or so by text or email and discuss any planned longer trips in person. So far we haven’t had any conflicts that were difficult to resolve, and I expect we could both fly 150 hrs a year and still not have any trouble.

2) Things break–a lot–so be prepared mentally and financially.

Since we took possession of N4006H we’ve had problems with an oil leak, a broken Com 2 radio, and a failed vacuum pump. These are all relatively minor problems (the vacuum pump thankfully did NOT fail while in IMC!), but they certainly add up, each requiring 1-2 hrs of shop time plus whatever materials are needed for a fix. There are no shortcuts; things break and they are expensive and you will want them fixed right away because you were inevitably planning a cross-country to see your sister next week.
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Meeting my personal airliner

In mid-May, a friend and I bought a 1980 Mooney M20K 231.

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We spent a few months casually browsing Trade-a-Plane, Controller, and various other places for the right Mooney.

We made lists of all the contenders, with side-by-side comparisons. We narrowed them down to the best three. Then we would call and find out we had been too casual about it and the airplanes had already sold.

Trying not to feel too discouraged, I would tell myself it’s okay, take your time, find the right one. All the while fighting the fierce urge to own and fly one of these great machines.

Finally in late March, I proposed that we go see the guys at All American Aircraft in San Antonio, Texas.

Jimmy and Dave were clearly Mooney guys, with about a dozen examples on hand. I didn’t realize at the time they are among the most well known people in the Mooney circle, as well as the wider general aviation community.

I’m obsessed with Mooney aircraft, so being able to go and see hangars full of them was a near-religious experience. Each one evokes a feeling I just don’t get when I look at other airplanes–save for maybe King Airs and Aerostars–but certainly not other single engine planes.

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We weren’t looking for a K model. Our list consisted of about eight J models with one or two others (F, K). The airplane we eventually bought wasn’t on the list. We showed up at the tiny Kestrel Airpark (1T7) and were quickly immersed in the available Mooneys by Dave, an easy-going gentleman with a seemingly endless knowledge of Mooneys, and a very fine teacher to boot.

I’ll admit to loving about five different aircraft at first-sight. But when it came time to test fly one, we were drawn to a K model, N4006H. It hadn’t made it onto our list but I’m not sure why–great panel, low total time, relatively low price for a turbo model.

It spoke to us somehow, I’m not sure how to describe it, but we decided to fly it, and I would sit left seat first. I was as excited as I’ve been about almost anything else climbing into the left seat, with a distinct sense of awe of the machine around me–I wasn’t in a mindset to be a difficult sell.

Dave quickly walked me through the starting procedure, and on the first turn of the key the engine roared to life. The sensation was spine-tingling, lighting the fire of a six cylinder engine for the first time ever, getting lost in the sound of that throaty growl and the sense of raw power at my fingertips.

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Down the taxiway we went, all the while Dave walking through some of the intricacies of the plane, the avionics, and the engine. I could barely keep up as my heart pounded and my mind raced.

Departing from Kestrel is an interesting experience. It’s a 3000 foot runway but one end of it is sharply uphill. We were departing¬†down that hill. I pushed the throttle forward to 30″ MP, then Dave coaxed me to nudge it up to 35″ MP. The airplane lept forward when I released the brakes and in no time we were airborne and the gear was coming up.

We were heading to Boerne Stage airfield (5C1) along with another Mooney from Jimmy and Dave’s collection. This was not only my first flight in a turbo Mooney, it was also the first time I’ve flown in formation with another aircraft.

We entered the pattern #2 behind the other Mooney, and on downwind Dave told me to land like I do in the J model, so I went through my typical pre-landing checklist, lowered the gear and slowed to 90 knots. I turned base, added flaps and reduced power, down to 80 knots. I was getting more and more nervous but I just stuck to the protocol, turned final, added the last bit of flaps, and tried to breathe and relax. Once over the threshold I pulled the power to idle and somehow coaxed the nose-heavy 231 to a very smooth landing with copious use of nose-up trim.

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In the end, we bought this airplane six weeks later, and flew it back to New Jersey where it currently lives. I will try to write a lot more about the purchase, the transition training, and the flying I’ve been doing–including getting my instrument rating. It has been such a joy, so challenging, and yet so rewarding, to have my own personal airliner.