The 182RG is a solid choice. I had one for 2000 hours. 2 doors, high wing, 150 knots at 12gph and would carry full fuel plus 750lbs payload. Lycoming 0 540 235hp engine is carbureted, but is is not prone to carb ice and it is not unusual to go TBO without a top overhaul.

it's not that there is anything wrong with the mooney - it's that it's not a bog enough step from the arrow. For all the expense and hassle of changing airplanes, it needs to be a meaningful change in performance. Arrow to V35, probably makes sense. Arrow to mooney or tiger, not worth the trouble, just keep the arrow.

As always, when there is a question of what plane to get, the question is the mission.

If your flights are fairly short, speed isn't a big issues, so go for load capability (children grow (!)) and comfort.

Flatland, or mountains?

Mooneys are great planes, but I wouldn't recommend them if you are planning to carry 4 adults.

Some of the old V-tail bonanzas are an excellent buy. If you have the self control to fly them at an efficient speed, the operating costs are quite low.

One question is whether the arrow really is a win over a cherokee 180. The extra complexity of the gear may not be worth it for the small speed gain. (I'm partial to cherokees - they are nice flying, good solid airplanes).

I flew an arrowIV for a while as a complex trainer, and its OK, but personally, I'd either go for something rugged like a cherokee 180, or move up to a bonanza .

Ray,

I owned a '78 Piper Arrow III for 5 years. After we flew it from SoCal back to Chicago (and Oshkosh) in '89 we arrived back at Van Nuys, CA. As we unloaded (my wife, a 3 month old and a 3 year old daughter and I) my wife famously announced "this airplane is too small and too slow".

I said "I can fix that".

She replied "then do it".

Within 6 months the Arrow III was sold and we were half owner of a '76 A36 Bonanza. That was 1990. We still own the same A36 to this day.

It has taken us from coast to coast, from New Orleans to the Upper Peninsula of Michigan, from the Mexican border to the Canadian border.

Along the way we redid the interior, the engine, some of the avionics and in 2012 we added the TAT TN system.

My family grew up traveling in that airplane and they loved it. The spaciousness of the club seating was comfortable and fun for them, as my wife and daughters would sit in back and play games, read, sleep, etc. while I had a sterile cockpit up front.

I'll take a big bore Continental over a big bore Lycoming any day of the week.

Anyway, I think you're mistaken. Your family wouldn't need to take but a single trip in an A36 to notice the difference.

Nobody in our house misses the Arrow III.

They have zero interest in selling the Bonanza. My daughters are adults now and they still fly with us whenever they can.

Jim

PS.

With the TAT TN 550 in my '76 A36 we routinely see 185 KTAS at 12,000'. Our empty weight is 2,368, GW is 4,000 lbs. leaving a useful load of 1,632 pounds.

With full fuel of 80 gallons ("useable" of 74 gallons) we can haul full fuel and have 1,188 pounds remaining for people and luggage.

We can fly form the west coast to Chicago and back with only a single fuel stop each way in Colorado if we choose to fly frugally. Or we can put the hammer down and fly 195 KTAS or more at altitude.

It's nice to have choices.

Jim

What's your fuel burn at those speeds?

The TAT TN 550 will cruise LOP at anywhere from around 10 GPH to 17.1 GPH.

17.1 GPH LOP is 85% power which is "go fast" mode.

16.1 is 80%.
15.1 is 75%.
14.1 is 70%.
13.1 is 65%.

Just pick your altitude and pick your throttle / FF combination. If you want faster, keep FF the same and go higher or increase FF.

For my airplane WOT, LOP at 2300 RPM is approximately 15.6 - 15.7 GPH which is roughly 78% power; it's a setting we use often as a nice compromise between speed and efficiency.

Before anyone asks, yes, we've had 5 adults plus overnight luggage and full fuel. 2 were petite ladies, but also 3 guys at 200+ each. Yes, we were easily legal both for GW and balance.

Jim

I need to throw this in; if the above is true there's something wrong with either your technique, your auto extend system or both. I've flown the Arrow II, III, and IV, and never had any delay in gear retraction during a normal takeoff. Yes, if you're performing a short or soft field takeoff you need to lock the override in manual for that operation, but no way for a normal takeoff, even with a VY climb.

If you are rotating and climbing out normally and the gear won't come up you need to have the system adjusted or repaired. When it is set up correctly and used properly it's invisible, and works as advertised to save your wallet.

I need to throw this in; if the above is true there's something wrong with either your technique, your auto extend system or both. I've flown the Arrow II, III, and IV, and never had any delay in gear retraction during a normal takeoff. Yes, if you're performing a short or soft field takeoff you need to lock the override in manual for that operation, but no way for a normal takeoff, even with a VY climb.

If you are rotating and climbing out normally and the gear won't come up you need to have the system adjusted or repaired. When it is set up correctly and used properly it's invisible, and works as advertised to save your wallet.