150 knots for $150k

Thanks! But no, not currently for sale. I really like how my upgrades have turned out, and I’m fortunate that I purchased when I did as they have went up.
 
zaitcev said:
I was in the hangar yesterday and checked how high the lower edge of the baggage door is on my Mooney. It is definitely higher than the belt of my trousers and comes at around the level of the solar plexus. Frankly, I can imagine someone who's too short to load a dog crate in there. A petite Asian woman, for example. Also, if the crate is large enough to hold a German Shepherd, it may not even fit.
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There’s another good sized door about three feet further forward.
 
Do RV-10s have much baggage space behind the back seats? I don’t see a baggage door either.
 
NealRomeoGolf said:
Do RV-10s have much baggage space behind the back seats? I don’t see a baggage door either.
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According to the Google fu, 13 cu feet. Your pa28 has 24 cu feet. So around half your current dedicated luggage compartment volume. My understanding is they make belly pods for the RV, though it'd probably be some ethical issues with stuffing [previously] live animals in it lol.
 
hindsight2020 said:
According to the Google fu, 13 cu feet. Your pa28 has 24 cu feet. So around half your current dedicated luggage compartment volume. My understanding is they make belly pods for the RV, though it'd probably be some ethical issues with stuffing [previously] live animals in it lol.
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Thanks. That means RV-10 is out. I never realized how important baggage area is to me until I did this exercise.
 
I'm not sure how other people travel with their planes with the minimal luggage area that a lot of them seem to have. I think my Bonanza has 35 cu feet and even with just a family of three, we pretty much fill it up. Maybe I just need a wife who packs less. I imagine flying with just two in a four seater would open up your options though, so maybe that's how people make it work.
 
NealRomeoGolf said:
Do RV-10s have much baggage space behind the back seats? I don’t see a baggage door either.
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RV-10's do have a baggage door. At least the one in my garage does. ;-) The baggage door is 20"L x 16 "H, with a diagonal brace across one corner. The baggage compartment measures 3' across, just under 3' high, and 1.5' long at the mid-height, but longer at the bottom. So 3x3x1.5 = 13.5 CF plus another CF or two in the forward bottom of the compartment. I'd call it 15 CF, but if the marketing weenies say 13 CF, I'm OK with that.
 
I'm sorry you have difficulty with reading comprehension. The poster specifically said not mooney and yet here you are advocating.
 
EdFred said:
I'm sorry you have difficulty with reading comprehension. The poster specifically said not mooney and yet here you are advocating.
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He's waffling back and forth on Mooney.

I'm sharing a hangar with a Deb and my baggage door is way bigger, but it's higher off the ground. A club seating 36-series Bo will have gigantic entry port, but I'm not sure about that $150k barrier for it.

At this point all signs point to some kind of Six or Arrow, or maybe a 182RG.
 
Right now the Lance is winning but a Comanche could overtake it depending on the inventory available when I pull the trigger.
 
NealRomeoGolf said:
Right now the Lance is winning but a Comanche could overtake it depending on the inventory available when I pull the trigger.
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When you get back stateside you're relatively close enough I can get you a ride in a PA24 and see if you're ok with how it feels/fits/flies.
 
NealRomeoGolf said:
Right now the Lance is winning but a Comanche could overtake it depending on the inventory available when I pull the trigger.
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How does Comanche make it but the Commander 114/115 not make it? Virtually the same performance specs but newer examples available with the 114/115 with generally better-equipped panels and more comfortable.
 
SoonerAviator said:
How does Comanche make it but the Commander 114/115 not make it? Virtually the same performance specs but newer examples available with the 114/115 with generally better-equipped panels and more comfortable.
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Having a hard time finding one in the budget that doesn’t already need a new engine. It isn’t off the list. The two Pipers are just leading.
 
GBSoren said:
https://www.controller.com/listings...-rockwell-commander-114?ST=minnesota&CTRY=usa

This one has been on controller for a while, low total time, decent avionics. Plus at that price you have some room. Not a 114b though. I've always like the looks of the Commaders, if I wouldn't have bought my Trinidad a Commander would have been high on my list. LOVE trailing link gear!
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My understanding is the non-Bs come up a little short on 150 knots. But still something to consider.
 
A PA24 is a very good idea, and cheaper than this budget - even if you go fairly wild with the panel.

SoonerAviator said:
How does Comanche make it but the Commander 114/115 not make it? Virtually the same performance specs but newer examples available with the 114/115 with generally better-equipped panels and more comfortable.
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Commanders are a little slow for what they burn.
 
N1120A said:
A PA24 is a very good idea, and cheaper than this budget - even if you go fairly wild with the panel.



Commanders are a little slow for what they burn.
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They’re pretty much the same as the PA24-260 from what I’ve seen in most accounts. At least close enough to be immaterial.
 
kyleb said:
You've got that right. I feel like Captain Nemo piloting the Nautilus when I'm in a Comanche 250. Limited visibility, a freakin' handbrake, etc. The only thing missing is someone ringing up bells in the engine compartment and yelling Aye, Aye, Captain.

Edit: Harsh, I know, but it is amazing how good a basic airframe the Comanche is but how the little details remind you that it is a 60 year old design.
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kyleb said:
You've got that right. I feel like Captain Nemo piloting the Nautilus when I'm in a Comanche 250. Limited visibility, a freakin' handbrake, etc. The only thing missing is someone ringing up bells in the engine compartment and yelling Aye, Aye, Captain.

Edit: Harsh, I know, but it is amazing how good a basic airframe the Comanche is but how the little details remind you that it is a 60 year old design.
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You must have been riding in the earliest model without toe brakes. Piper made continuous improvements to the Comanche. A 260 will get a hundred and sixty knots all day long.
 
Photo9.jpg scares me. ..."Build".... Dr. Frankenstein did some building. :)

Honestly though, I concede. That work took some guts. I don't think I could cut into my Bo like that!
 
JEB said:
Photo9.jpg scares me. ..."Build".... Dr. Frankenstein did some building. :)

Honestly though, I concede. That work took some guts. I don't think I could cut into my Bo like that!
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Oh....I was scared. Once the hole was cut....Some things you just motor thru.....:D
 
N1120A said:
In what century. The 260 is a legit, all day 160+ knot airplane. The Commander is not.
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The numbers I've seen quoted on the Commander Owner's forum and other forums seem to agree on the 114B being 155-160 ktas @ 75% power / ~14.5GPH depending on gap seals and other minor aero stuff. The numbers I've seen on the PA24-260B were something like 162 KTAS at 75% powr / 14gph. Unless you've got other data I haven't seen, I don't consider 5ktas / 0.5gph difference to be material when comparing the two aircraft. The PA24 will likely have an extra 100-150lbs or so more useful load, 114 will have better interior/cabin comfort. Both (when PA24 is equipped w/ 90 gal tanks), have similar fuel capacity/range. Trailing link gear on the 114 will usually make for softer landings, parts availability is probably the same for either bird at this point, although there are no doubt more PA24s that were made.
 
SoonerAviator said:
The numbers I've seen quoted on the Commander Owner's forum and other forums seem to agree on the 114B being 155-160 ktas @ 75% power / ~14.5GPH depending on gap seals and other minor aero stuff. The numbers I've seen on the PA24-260B were something like 162 KTAS at 75% powr / 14gph. Unless you've got other data I haven't seen, I don't consider 5ktas / 0.5gph difference to be material when comparing the two aircraft. The PA24 will likely have an extra 100-150lbs or so more useful load, 114 will have better interior/cabin comfort. Both (when PA24 is equipped w/ 90 gal tanks), have similar fuel capacity/range. Trailing link gear on the 114 will usually make for softer landings, parts availability is probably the same for either bird at this point, although there are no doubt more PA24s that were made.
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Now do capital costs per knot. :) PA24s are well under $150k. I have found one 114B at $150k and it had a runout engine.
 
My 1995 Commander 114B will get 140-150 TAS easily at 65% HP BUT....I am running an Electroaire EIS and GAMI injectors. Fuel burn is 10.8 GPH. I can easily get 150 TAS but with a higher fuel burn (11.5 GPH with a little more MP and RPM).

114B's can be found in the low $100's, but you have to stay on top of the market because they don't last long. Big comfortable airplanes that are a great IFR platform and of course the Lycoming IO-540 in my humble opinion is what really makes these airplanes so high on alot of pilot's list.
 
Theoretically a later model non-RG Cessna 182 with a few knots2u mods would do over 150 knots. Cessna claims 145 knots for later model 182's and new knots2u wheel pants and flap gap seals should get you more than 5 knots. Certainly not as sexy as some of the other mentioned aircraft though.
 
topgun260 said:
Theoretically a later model non-RG Cessna 182 with a few knots2u mods would do over 150 knots. Cessna claims 145 knots for later model 182's and new knots2u wheel pants and flap gap seals should get you more than 5 knots. Certainly not as sexy as some of the other mentioned aircraft though.
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Mine is stock and will do about 145ktas at 8k at 23^2. One with a PPonk would definitely be in the 150s
 
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