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Okay,
I'm no expert on the Mite
So you'll have to contact Boyd
Maddox in Houston for that, but I do know you can just about reach the engine in flight to fine
tune it! :o)
Original M20
Body stretched two more times over the years.
Fixed Gear
M20D (Mooney Master) Same as M20C otherwise.
M20E (Same
airframe as the M20C)
M20F
(Executive) Became the 201 in 1977 (M20 stretched 10")
M20J (201)
M22
Mustang (Pressurized 5 Place Seating!) See article below..
A-2, M-5 1930 = Similar to A-1 with 125hp Kinner
B-5; span: 36'6" length: 21'0" load: 1000#. POP: 1 [X463N], flown by Mooney on a non-stop
transcontinental attempt from Glendale CA to Long Island NY as a promotional effort, but only
made it to Fort Wayne IN when his fuel pump failed.
M17 (Culver
V) 19?? = ClwM; 90hp Continental C-90. Featured a one-piece flap underneath the fuselage and
linked to the elevator in a system Mooney called "Simpli-Fly."
M19 1950 = M18-L
modified as a mini-fighter, complete with two .30 machine guns and rocket launchers. POP: 1 as a
demonstrator for the AF, but no interest was expressed
M10 Cadet aka
Mooney-Coupe 1969 = Single-tail version of Alon Aircoupe. 90hp Continental C-90-16F; span: 30'0"
length: 20'8" load: 438# v: 118/110/46 range: 555 ceiling: 15,500'. $8,295-8,995; deluxe version
$10,340
(Japanese Mooney named
AEROSTAR) MU-2 = Licensed production or Japanese Mitsubishi MU-2 twin.
(There WAS actually a genuine TWIN MOONEY built based on the M20
airframe but later scrapped).
That was an UGLY airplane and if anyone knows where I can
get a photo of the Twin Mooney,
please let me know...
(Thanks to Lance W. who sent in these photos of the M20-Twin) Check
out the awkward dorsal fin!
Twin Mooney taxi and in flight photos
courtesy of Paul Kehner at Mooney Aircraft Company
An
old Friend of the zef,
Frenchman; Marc Mosier
"Peppy Le Pieu"
affectionately is a pilot who often makes his living
transporting aircraft across the Atlantic. At one point after delivering a plane to Europe, he
bought at Mooney Mustang and crossed back over with it. He liked the plane very much, but was
quoted by Flying Magazine that it was a
"macho-man's plane" as it took his foot to close the cowl
flaps! The Mustang has yet to have a single AD affecting the airframe! There were about 31 of
these built from1967-1970, and while the first one's built cost $33,950 finishing up in 1970 at
$46,320, the COST for Mooney to build each one was over
$65,000!Long story, but the market would not handle over $65K at the time, thus the
demise of the
way-ahead-of-its-time(MOONEY ON STEROIDS)the
Mooney Mustang!
PERFORMANCE
Max level speed @ 24,000 ft. (kts./mph):
223/256
Standard day @ 24,000 ft.:
Best power - cruise speed (kts./mph):
75%
power:
199/229
65%
power:
186/214
Best economy - cruise speed (kts./mph):
73%
power:
197/226
65%
power:
185/215
Max range @ 24,000 ft. (w/ opt. fuel, 45-min. reserve) (nm/sm):
Best power
75%
power:
723/832
65%
power:
805/926
Best economy
75%
power:
837/962
65%
power:
907/1043
Fuel consumption
(gph):
Best power
75%
power:
18.6
67%
power:
16.7
Best economy
75%
power:
16.1
65%
power:
14.1
Did
you know that there was once a PRESSUREIZED MOONEY called the 301?
(Note the similarities to the TBM airframe) Thank the former
French owners for its demise. The six place 301 would probably have been the hottest
seller on TODAY'S NEW AIRCRAFT MARKET!!!
ARE YOU LISTENING MOONEY?
Mooney 301 (TMB700)
The original Mooney 301 brochure. Target price: $955,000.
In December of 1973, just three months after buying Mooney Aircraft, Republic Steel
Corporation hired Roy LoPresti as Vice President of Engineering. Among the many projects
developed by Mooney during the next years, the design of a pressurized single was determined to
be necessary. In 1980, in response to the Cessna P210 already in production, and to the pending
offerings from Beech and Piper (in development) Mooney began design work on the M30 which was
designated the MX-1 in engineering.
The M30 was to be powered by a Lycoming TSIO-540 producing 360 horsepower. It would have a
top speed of 262 knots, which was equal to 301 mph, and because Mooney was into using speed as a
name - it became the Mooney 301.
The M30 was a completely new design for the Mooney engineering department with no similarity
to any M20 previously produced. It had high aspect ratio, natural laminar flow wings, and
large-span, Fowler type flaps which covered 90 percent of the wings trailing edge. Roll control
was to be spoilers augmented by small ailerons on each wing. It would have a service ceiling of
25,000 feet and a cabin pressurized to 5 psig. This would give a 9000-foot cabin altitude at
FL250.
N301MX now belongs to an Aviat Husky . . .
The TBM evolution began in late 1973 when the Republic Steel Corporation
hired the renowned "Speed Guru" Roy LoPresti as Vice President of
Engineering. With the Mooney M20F (Executive) model in its 7th
year of production; Roy set out to refine and improve
that model resulting in the M20J or (201) where early models of the J were
up to 10 knots faster on the same horsepower and cabin size. Together with
Roy LoPresti; Mooney recognized the need and began to develop a Pressurized
Six Seater powered by a Lycoming TSIO-540 six cylinder engine rated at 360
HP. The new "M30" was designed to have a top speed of 262 knots or 301 MPH;
thus the formal designated name of the Mooney 301. The Mooney 301 was a
wonderful design keeping the legendary Mooney efficiency intact. This was a
NEW MOONEY that shared little to nothing with its M20 brethren, and was a
completely new design. The wing was magnificent and had the flavor of a
Boeing 727 crossed with the Mitsubishi MU-2 as it had Fowler type flaps
along most of the wings trailing edge and the ailerons were comparatively
small because roll control was mostly accomplished by spoilers such as found
in the MU-2. The first flight was in the spring of 1983, and production was
scheduled to begin in 1985.
Within a short time Mooney was sold by Republic Steel and then sold again
to a group of French investors headed up by a former Mooney Dealer in
France; Alec Couvelaire in association with Armand Rivard; owner of Lake
Aircraft. Together they decided to discontinue the production of the 301 in
favor of a larger and faster airplane design idea, the TBM700 propjet, and
thus the Mooney 301 was unfortunately scraped, but every TBM out there
shares parts from the 301 and carries to this day the "M" in "TBM" which
stands for "Mooney". "TB" stands for Tarbes, France and "M" is for Mooney.
TBM700, cousin of the Mooney 301, uses a 700HSP Pratt & Whitney engine,
TBM700 Mooney 301, uses a 700hsp Pratt & Whitney engine
Mooney 301 Specifications:
Cabin: 6-place, pressurized Top speed: 301mph / 262 knots / 484kmh Cruise, max altitude, 75% power: 270 mph / 235 knots / 435 kmh Fuel consumption at cruise: 19.7 gph / 74.6 lph Fuel capacity: 100 gallons / 379 liters Range, at cruise, 45 min. reserve: 1,134 miles / 986 nm / 1,825 km Max. certified altitude: 25,000' (7,620 m) Rate of climb: 1,400 fpm / 7.1 m/sec Gross weight: 4,000 lb / 1,814 kg Useful load: 1,600 lb / 726 kg Wing span: 37' 0" / 11.3 m Length: 29' 8" / 9.0 m Height: 9' 10" / 3.0 m
Promotional cap from the Mooney 301 marketing program
Had Mooney gone ahead and
produced the 301, they would be sitting pretty today considering where Gen
Av is headed. What a shame. z
The
TBM 700
first flew in 1988 and French certification followed in 1990. The TBM 700 was designed together
with
MOONEYbut Mooney withdrew from the project (yeah
right..) shortly after certification. In the designation
TBM, TB stands for
Tarbes, the city inFrance in which
Socata is located, the "M"
stands for
MOONEY (the
intital "M" was kept in
the model designation even though
Mooney
was never involved in the production of the airplane). The TBM 700 also comes in a cargo variant. The TBM 700 uses aPratt & WhitneyPT6A-64 engine delivering 700shp.
The
TBM 850
is a more powerful version of the
TBM 700
using a
Pratt & Whitney PT6A-66D
engine flat-rated at
850hp. This extra power gives it a higher cruising speed than the TBM 700 models. The cruise speed
now comes close to that of light business jets which are more expensive to operate than a single
engined turboprop, hence the slogan
Jet Performance at
Turboprop Economy. The price of a "typically equipped" TBM 850 in 2006 is listed as 2.8
millionUS dollars. The outside appearance of
the TBM 850 has remained
the same as that of the
TBM 700.
(Socata
bills its TBM-850 turboprop as the fastest production single-engine
aircraft available. The 850 is a larger, faster version of the TBM-700).
As of the spring of 2007, over 370 TBMs have been produced.
Specifications given are for the TBM 850
General characteristics
Crew: 1 or 2 pilots
Passengers: 4 to 6 (including one passenger in the cockpit if there is no co-pilot)
Powerplant: 1 x Pratt & Whitney PT6A-66D with 850hp
Wing span: 12,68m (41,6ft)
Length: 10,65m (35ft)
Height: 4,36m (14,3ft)
Empty weight: 2,132kg
Loaded maximum: 3,370kg (3,354kg max take-off)
Performance
Long Range Cruise speed: 252kts
Maximum Cruise speed: 320kts
Ceiling: 31.000ft (maximum certified altitude)
Climb rate: 2380 ft/min
Time to Climb to 26,000 ft: 15 min
Range: 2870km (1550nm) (1,784 mi)
The Mooney M20-L PFM
(Porsche Mooney)
was a wonderful idea and the greatest
advancement in general aviation since the removal of wing struts
(sorry 172 owners).
Not only did the plane have the aviation version of the
Porsche 911 engine
(220 HP), but it was all electric and
no vacuum system
aboard. It used an electric 3 buss 2 battery system to drive everything aboard including the
most expensive and outright beautiful and special operating instruments where each instrument
looked like a fine Swiss watch makers' result. My understanding at the time was that to replace
those instruments would run in the neighborhood of $16,000.00 which was a lot of
geetum back in 1988. There were a total of 40
PFM's
made in 1988 and 1 in 1989 before
Mooney called it quits
for the PFM.
There were several reasons for its demise and
a loss of MILLIONS
in development costs for
Mooney as well as
Porsche.
Some of those reasons were
COST: Not wanting to
sell the plane in the RED as was the case with the
Pressurized Mooney
M-22 Mustang, Mooney sold the
PFM for about
$190K on average out the door price while the much faster
252
was selling for about 5 grand less, and after all, it’s all about speed right? Some of
the other factors were the
composite prop which had a
blade life of 1500 hours and a heavy cost of replacement blades as well as an automatic $5800.00
(at the time) to overhaul the
gear reduction system, again each 1500 hours. It was to my thinking a good trade-off as
Porsche had a program to do a
FREE top
overhaul at about 1,000 hours and a guarantee to sell you a
BRAND NEW
engine for only $20,000.00 once your old one reached the
2,000 hour TBO.Porsche was in the process to
up the TBO to 4,000 hours
once they could prove to the FAA
what they already knew, that it was a very strong, bullet proof engine!
Porsche was also in the process of upping the horse power of that engine to over 250
and put a turbo charger
on it.
That would have really been a GOER!
Proper marketing did not take place in my opinion of this fabulous
airplane that I for one was much saddened to see it go. The
PFM was about the easiest
HIGH PERFORMANCE
airplane to ever take to the sky. There was no
MIXTURE nor PROPELLER
control! There was just this sexy POWER SLIDE BAR that you
would push right in as fast as you wanted and linkage (not computerization as many thought)
would regulate the mixture and prop setting. Very ingenious! And because the
911 style engine had its own
cooling fan, there was
never a worry of shock cooling that engine. You could easily and worry free pull off all of the
power for descent if you wanted, so
“SLAM DUNK” approaches
were made much easier than any previous
Mooney ever made.
While I am not the most avid fan of the “super stretch” Mooney body (12" more than the 252, and
22" total stretch over the original M20 airframe) that ALL new Mooney use today,
the PFM was the first to get that body.
The windows were the same size as the 252
instead of the much larger viewing area used today, but as I said the body is the same. Because
of the shape of the engine, the
PFM’s cowl was more
streamlined looking than any other Mooney, in fact it looked much like a Turbine engine was
under the bonnet. I loved flying the
PFM and found it to
exceed the specs in the owners manual and even though it had the super stretch, heavier body,
the performance to me was more than admirable on not much more horsepower than the 201. Cruising
in the low to mid 160 KT
range was an easy achievement and
my feeling was that when (if) the turbo version would have made it to fruition, we would have
had a 200 KT Porsche. I miss that engine; it was as easy
to start as any automobile and the sound if the
PFM
taxiing by was pure
Porsche 911! The yokes, the instrumentation, the fit and finish, the engine, the sound, the flying
qualities………….man I miss that Model and I miss what it could have become; so next time you start
complaining that today’s aircraft engines are actually 1940’s design, remember the
(ahead of its time) ENGINE DESIGN we all let get away!
EPILOG: April 2009. Porsche
contacted the FAA and said that they no longer support the PFM engine and
therefore there will be no parts available and requested the FAA remove the
PFM's Type Certificate. The FAA wasn't all that "knee jerk" this time and
DID NOT ground the PFM, but it did state that should the engine require
parts at maintenance and none were available, that would in effect ground
the airplane and that particular one would lose its Type Certificate and so
on until every last remaining PFM requires parts, so it's as good as over
and they airframes will need a conversion. Problem is that no one I know is
doing that "Ovation" conversion to the PFM any longer, and while you can get
parts to do it, you cannot order the log book supplement that has to
accompany the conversion. You remaining PFM guys are going to have to get
creative or get stuck with a very heavy and beautiful paper-weight....end.
OH! VATION
THE
NEWER MOONEYS are based on the stretched once again original PFM
airframe. Stretching the airframe once again somewhat took away from the legendary Mooney
strength apparently as maneuvering speed was reduced from 134 kts Va speed of the original M20
body to 118-124 Va of the newest models depending on whom you ask. Don't worry however, any
Mooney is about twice as strong as the competition!
Glass Panel Mooney's!
How
Many of you would be interested in purchasing the fully aerobatic
"TIGER-PREDATOR" short M20 Body with super high performance motor?!
I dunno, maybe if they took the E model body and put the Ovation IO-550
engine in that bad boy.....
The Tiger, formally known as the Mooney Predator, was
created to compete for the Air Force’s
primary trainer contract in 1989-1990. Mooney hoped to win the contract, use the government’s
cash
to certify the aircraft, and then develop a civilian version. The aircraft wasn’t selected for
the
contract, however, and languished for the next five years in the back of a Mooney engineering
test
hangar. Stripped of its engine, canopy and cowling, the two-seater plane was left for dead.
Enter Tom Bowen, then Mooney’s vice president of engineering. After examining the flight data,
Bowen felt the airplane’s quick spin ability would make the Predator an ideal aerobatic aircraft
for
Mooney. He and a small group of colleagues committed themselves to rebuilding it. In 1996, the
extensive refurbishment process began. A 300 hp Continental IO-550 engine filled the empty
engine
compartment. A new prop and canopy was fitted. The original red-and-white paint scheme was
replaced by black-and-orange stripes, creating the appearance of a Bengal tiger. The Tiger
roared
into the 1996 Oshkosh Air Show and became an immediate crowd favorite. The cat was ready to
prowl the skies.
Mooney began preparing the Tiger for the category of aerobatic operation. However, the airplane
wasn’t certified. It would take at least three years and approximately $5 million to reach
certification
requirements. Due to the high cost, Mooney refocused its attention to other projects and once
again
the little plane was caged back at the hangar.
This sleek aircraft combines benefits from several Mooney models – a short body from the M20C
and M20E, a tail from the M22 Pressurized Mustang and the M20J 201 wing. A canopy replaces the
single door and sticks
substitute for regular controls. The big Continental engine makes the Tiger fast. It reaches
speeds
up to 180 ktas,
only 10 ktas less than Mooney’s Ovation2 GX. A spartan interior with no insulation
gives the aircraft a race-car sound.
“Even as a bare-bones aircraft, the Tiger maintains the famous Mooney stability,” said David
Copeland, Mooney Airplane Company vice president of sales and marketing. “Design and
engineering efforts such as those taken with the Tiger have helped further our work – and
success –
with other models, such as Mooney’s new Ovation2 GX and Bravo GX models.”
Tiger statistics
Maximum speed
180 ktas
Rate of climb 1,400 ft./min.
Maximum altitude 20,000 ft.
Stall speed 56
ktas
Take-off distance to 50 feet 1,500 ft.
Landing distance over 50 feet 2,100 ft.
Range 450 nm
Endurance 3 hrs.
Wing span 36’1”
Max gross take-off weight 2,900 pounds
Aircraft empty weight 1,916 pounds
Useful load 984 pounds
Usable fuel 471 pounds
78.6 USG in two wing tanks
SETTING THE RECORD STRAIGHT on a Mooney Discussion Forum:
It was stated at one of the
Mooney forums that a test pilot had not bailed out of a 1961 B model as
cited in my article below (The B Model) to the contrary, and one forum member asked a former Mooney
Factory man who is now the head of a popular Mooney periodical if it were
true what Mooneyland had stated; that a test pilot had to bail out and he
said "NEVER". Once I read that I re-checked my facts and below is the reply
from Boyd Maddox; a Houston Mooney expert:
Sorry Trey but Rich is
correct
One and only one (test pilot) did have to bail out and here is why......
The test pilot that the FAA had was fresh out of the military and did not
have a checkout in the aircraft.
He tried A spin at aft cg and it went flat.
He did not dump the aft ballast nor did he use the spin chute. He kicked the
door off the hinges without pulling the release.
Technically you are right he was NOT a MOONEY TEST PILOT but rather an FAA
TEST PILOT.
Boyd Maddox
Fri, 12 October 2007 19:18
Michael Brown
Messages: 45
Registered: August 2005
Mooneyland's site states that a Mooney
test pilot had to bail out of an M20B after entering a flat spin:
http://www.mooneyland.com/Mooney%20Models.htm
Could Rich be wrong?
Michael
1966 M20E
N435DB
KOSU
Fri, 12 October 2007 10:39
trey_hughes
Messages: 254
Which leads me to the question, how
many Mooney test pilots have ever had to
bail out in a chute over the years?
NONE
Regards,
Trey
The
B model
was available for only one year, and that was 1961. That model was a good Mooney, but had
a tendency of getting in to a flat spin when spun, in fact, the test pilot
(FAA test pilot, not Mooney test pilot as I had previously reported) had to bail
out of that model when spin testing. After a C.G. change, that potential problem was
alleviated. There is nothing wrong with the B model so long as it was not spun. It
had the same engine/prop combination as the subsequent C models, which is the 180 H.P.
carbureted Lycoming engine. That engine has been known to go up to 4000 SMOH on some
flight school aircraft.
This engine is probably the most “bulletproof” engine of its class.
However, because it is
carbureted, it is subject to carb-ice, so, it has a carb heat knob to check on run-up, as well
as when ever you suspect carb-icing. Both the O-360 and IO-360 Lycoming's have a 2000 hour
TBO, but you should not exceed that by more than about ten percent, in the E's F's and J's, even
if still running great, whereby the C's 0-360 can sail past TBO if taken care of and watched
closely once past TBO. TBO is based on an average of all uses of a particular engine, and
is not mandated to overhaul at TBO unless operated on FAA's part 135. There are just too
many variables, which help determine when an engine should get an overhaul.
Because the O-360 is
carbureted and not fuel injected as the 200 horse power version of the same basic engine, it
tends to run a bit rougher than the fuel injected version, which distributes fuel exactly to
each cylinder, making it a smoother running engine. The C model will give you a pretty
good shudder when you shut it down vs. the E, which shuts down a bit smoother.
Many people prefer the C
model, as it is the most simple engine/airframe, and normally less expensive than the E model,
which has 20 more horse power and smoother running engine. There is no difference in
airframe and prop between the C and E model Mooney other than the engine and horse power. There
is nothing inherently wrong with either model, as they both do their respective missions with
speed and efficiency. Amazing speed and efficiency actually.
The D model was originally
a fixed gear version of the C model with the same horsepower, but most have been converted to
retractable gear, thus when you see C/D Mooney, it was formally the fixed gear which was
converted, making it about the same aircraft.
If you were to do a drag
race between the C and E model at full power, you would see about a 6-8 knot difference favoring
the E model with more horse power obviously. In the real world, however, most C model
types will fly the C averaging 2350 and 24 Squared, as the faster you turn it, the more it
vibrates as a rule, conversely, many people run the E models at 25 squared because the faster
you turn the injected engine, the smoother it seems, so with that, you will see about low to mid
140 knot range in the C vs. 150-155 KTAS in the E model. You will really appreciate the E
model’s smoothness when flying at high altitudes where you can run up to 2700RPM smoothly to get
the more horse power needed in a normally aspirated engine, so like I said, in real life, the E
out performs the C, but because of the potential longevity of the properly maintained engine,
the hourly cost of operation can be substantially lower than it’s close cousin, should you
choose to keep it running well beyond TBO as many do with this engine.
One other difference
between the two is the fact that the E model has what is called “ram air”. This is a “poor
man’s” turbo charger. You would normally open the ram air above 5,000’, in clear, clean,
not IMC air where 75%power is no longer possible. You may pick up as much as 1-1/2”
additional manifold pressure using the ram air. What is ram air? There is a small
rectangular door that you can open to bypass the air filter, and inject ram air directly in to
the engine in a straight line through a venturi, which will allow air to reach the injector
directly without having to go around any corners as when through the filter, thus more dense air
enters the engine more efficiently creating more horsepower at the higher altitudes.
Flying through IMC with the ram air opened can cause an engine failure due to super freezing the
air through the venturi, because of the increase in moisture as found in the clouds. In
any event, remember to shut the ram air when entering IMC.
You should not use it on
the ground unless you can be certain that the air is very clean and you will not pick up dust on
take off. The only time you would consider using the ram air in that situation is when
taking off at a very high altitude airport with high density altitude where the difference in
horse power may make the difference in getting off the ground or not. Rule of thumb
however, is to remember not to use it on the ground, and only in clean, clear air.
If you lower the landing
gear while forgetting to shut the ram air off, you will get a very bright orange light to remind
you to shut it off.
The F model Mooney, also
known as the Executive was stretched ten inches, with about5” more rear seat leg room and the
rest in the baggage compartment. It uses the same engine as the E model, the IO-360-A1A.
“I” standing for Injected. The 180 horse power engine is the O-360, non injected, or
carbureted. Both engines have 360 cubic inches, which for a 4 cylinder engine, is a huge
capacity. The pistons are huge in those engines. Many automobile V-8 engines do not
have that much capacity.
So, you get more length in
the F model, as well as 64 gallons usable fuel, vs. 52gallons usable in the C and E models.
Of course, the F model has a higher gross weight and a longer airframe, so you will burn more
fuel in the F model. It all varies with altitude and load, but expect about 9-9-1/2 GPH in
the E model, about half a gallon less in the C, and about 1-1/2 GPH more in the F model.
The F model will fly about the same speed as the C model, even though it has 20 more horsepower,
however, you get a bit more range due to the extended fuel capacity.
Strength of the tail
feathers was increased in the F model to handle the longer, heavier load by using larger and
corrugated skins on the elevator and rudder as opposed to more simple to construct flat skinned
short bodies. The F model also has a heavier feel to it, a bit more stable on approach,
but also a bit more nose heavy and a slightly lower roll rate.
The G model uses the C
model’s lower horse powered engine, with the same lower fuel capacity of the C, and the same non
corrugated tail feathers. Some consider the G model to be a bit underpowered while others
really like the G’s extra room with their favorite O-360 engine.
You can fly with 4 people
after checking the load weight in all M-20’s, but if your trips usually fill 4 seats, you may
want to consider the F model size for a bit more leg room. However, I have loaded the
short bodies with 4 people, and once they are in, seem to have as much leg room as your average
airliner, and just a bit more in the stretched body.
The short bodies have
lighter, more crisp handling however, than the stretched versions, but tend to “fishtail” a bit
more in some types of turbulence, but nothing as bad as the V tail Bonanza however. You
can usually alleviate that by placing both feet on the rudders. The short body Mooney’s
remain the most popular with economical buyers.
The F model is virtually
the same airframe as the 201 or J model. Same fuel capacity and same horsepower.
However, all pre J models have individual dual mags, while the J model uses what is called, the
single dual mag. Both mags are housed within one housing. While they have proven to
be reliable, there are a few, fairly rare things that can go wrong to short out the entire dual
mag rendering you “magless” and consequently, engine powerless.
The F model became the J
model with some factory speed mods and a bit of
LoPrestimagic.
I say magic because if you were to install the same mods on the earlier F model as the J had,
you still won’t go as fast in the F as the J for some reason in my experience. Weird huh?
Suffice to say that all Mooney’s have some magic in them. It’s a wonder to go as fast as
Mooney’s can go for the horsepower, but that’s the Mooney mystique.
The early J models also
had ram air, but the gain of M.P. was only about half to ¾inch gain, as the entire induction
system was improved with that model. Later J models like the MSE had eliminated ram air,
and yet were the fastest J models.
The 201 or J model was the
first production aircraft to go one mile per hour per horsepower on the test aircraft. In
real life, the early J models would fly at about the same speed as the lighter, shorter E model,
about 155 knots optimum speed, but doing so in the longer, bit more comfortable (to rear seat
passenger) stretched body as in the J. Widths are nearly the same on all models, which is wider
than even Bonanza’s and the Piper PA-28series……..surprise!!!! So much for the “tight”
Mooney myth. You simply sit a bit lower, as in a sports car for instance, and have the
necessary amount, but not more head room than you need which translates in to drag outside the
plane. Personally, I love the feeling of being a part of the machine, and Mooney gives you
that feeling just like a fine sports car.
The K model, or 231/252
airframe is the same basic airframe as the F and J models. The elevator has an extended
tab to help compensate for the longer, heavier six cylinder Continental engine which is turbo
charged. You have 210turbo'd horsepower available, and up to 220 in the late 252 called
the Encore. You should expect to see speeds of up to 225 MPH at the higher altitudes in
the K model, more in the 252 K model, and more yet in the Encore. Fuel capacity is more
also. About 76 gallons usable in the K series. However, you can expect to burn
between 12 and 14 GPH at cruise in the K models, depending on altitude, load, and flight
conditions.
About half of the 1800 TBO
Continental’s require top overhauls at about half life expectancy. The difference is how
the plane is flown and at what altitudes. The higher they run (up to 24,000’ service
ceiling” the hotter they run, and thus, the more likelihood of needing a top half way through
TBO. There seems to be little difference in longevity whether you have the original GB vs.
the LB, and even MB engines. Plan not to exceed TBO with these engines in any event.
On the upside, the six
cylinder engine is easier to start, and runs smoother and quieter than the 4 banger brethren.
The 201, 231, and 252 were
named after the test aircraft’s top speed, down low, full throttle, and mostly a stripped
aircraft, yet to have the weight of radio’s and the drag of antenna’s. However, the 252
production aircraft, can really attain that speed in MPH on production aircraft, and just may be
the best Mooney overall to come out of the factory. Downside is the acquisition prices,
yet they remain a great deal speed for speed on the market.
All Mooney’s are basically
hand built and vary in both directions from plane to plane. Proper rigging also plays a
significant role in the speed of any Mooney.
What all of these Mooney’s
have in common, is the brilliant design of Al Mooney& company, as well as the legendary strength
and the near fool proof and unbreakable airframe. They all share that wonderful steel
tubing “roll cage” that surrounds the passenger compartment. The fact that all Mooney’s
have that wonderful, but heavy (80+lb.) “roll cage” to protect you, makes any Mooney a
wonderful buy on today’s market.
The turbo TLS Bravo as
well as the normally aspirated Ovation are much different aircraft than the ones mentioned
above. In 1988, Mooney saw fit to once again stretch the Mooney fuselage with the
introduction of the
PFM Porsche powered
Mooney.
This additional stretch made these Mooney’s have a much different feel than the earlier versions
of the M-20 airframe, but we’ll leave that for a future examination.
It is our hope that this
article helps you understand the basic differences between the various Mooney models. Hey,
buy anyone you wish, just be sure to buy a
MOONEY! There is nothing
out there that can match them overall for speed and efficiency, and in my opinion, safety in
passenger protection, and if you want the real skinny on these remarkable aircraft, don’t listen
to the rumors of non Mooney types. Ask a Mooney owner next time you see one on the ramp.
You’ll get an entirely differing perspective. Most Mooney pilot/owners can indeed be
affectionately referred to as “Mooniacs”.
It only takes one flight to convert most to love this stable, reasonably
docile and super
efficient brand of speedsters.
Fly safe,
Richard Zephro
Pressurized six pax MOONEY
301
The following table of Mooney models through the
TLS is below and was reprinted from the
Mooney Events website in which we at
Mooneyland
aided them on their research to include this information on their site.
When printing these tables, "landscape" mode is preferred, as they are
750 pixels wide.
A: average retail price, including popular options
Year
Model
Serial #
Description
No. built
Factory price
1948
M18 Mite
02 to 12
25hp Crosley auto engine -- later converted to Lycoming 65hp O-145. Single place. Mite
features listed here at Dave
Rutherford's Mitesite.
Mite #1 was N3199K, now hanging at Smithsonian Institution, Washington, DC.
Mite #3 was N3159K, now at Sun 'n Fun Museum in Florida.
11
$1,995
1949
M18L Mite
02 to 67
Lycoming 0-145-B2. Single place. Michael Bolinger's
N246MM. Early Mite
panel.
66
$2,795
1950
M18L Mite
68 to 82
Lycoming 0-145-B2. Single place..
15
$2,795
1950
M18C Mite
201 to 240
Continental A65-12 or -8. Single place.
40
$2,965
1951
M18LA Mite
101 to 114
Lycoming 0-145-B2. Gross weight increase from 780lb. to 850 lb. Maneuvering, max
structural cruising, flaps extended speeds increased to match M-18C Mite. Single place.
Photo of
N60MM.
14
$2,965
1951
M18C Mite
241 to 249
Continental A65-12 or -8. Single place.
9
$2,965
1952
M18LA Mite
115 to 135
Lycoming 0-145-B2. Single place.
21
$2,995
1952
M18C Mite
250 to 277
Continental A65-12 or -8. Single place. Christopher Byrd's
N4075V.
28
$2,965
1953
M18LA Mite
136 to 145
Lycoming 0-145-B2. Also known as "Wee Scotsman." Single place.
10
$2,840 - $3,029
1953
M18C Mite
278 to 299
Continental A65-12 or -8. Also known as "Wee Scotsman." Single place. Steve McGuire's
restored
N85PM was the first
aircraft produced in 1953.
22
$2,965
1954
M18C Mite
300 to 322
Continental A65-12 or -8. Single place. Vernon Flacksberth's
N4147.
23
$2,965
1955
M18C55 Mite
323 to 357
Continental A65-12 or -8. High-canopy models. Single place.
35
$2,965
1955
M20 Mark 20
1001 to 1010
Lycoming 0-320 (150HP). Wood wing. Four place.
10
$12,500
1956
M20 Mark 20
1011 to 1061
Lycoming 0-320 (150HP). Wood wing. Four place.
51
$15,590A
1957
M20 Mark 20
1062 to 1166
Lycoming 0-320 (150HP). Wood wing. Four place.
105
$15,950A
1958
M20 Mark 20
1167 to 1200
Lycoming O-320 (150HP). Wood wing. Four place.
34
$
1958
M20A Mark 20A
1201 to 1303
Lycoming 0-360-A1A (180 HP). Wood wing. Four place.
103
$14,750 - $17,656A
1959
M20A Mark 20A
1304 to 1534
Lycoming 0-360-A1A (180 HP). Wood wing. Four place. Thomas Jaekel's
D-EMRG in its hangar in
Germany.
231
$15,450
1960
M20A Mark 20A
1535 to 1700
Lycoming 0-360-A1A (180 HP). Wood wing. Four place.
165
$
All aircraft manufactured to this point had wings and tail made of
wood covered with fabric (the body cage was always steel, with aluminum skin).
Aircraft after S/N 1701 had metal wings and tail.
* Master models in the following table were fixed
landing gears.
Year
Model
Serial #
Description
No. built
Factory price
1961
M20B Mark 21
1701 to 1924
Lycoming 0-360-A1A (180 HP) or -A1D (impulse coupled mags). Four place.
223
$15,995 - $18,000A
1962
M20C Mark 21
1940 to 2276
Lycoming 0-360-A1D(180 HP). Click
here
for detailed change list in C model. Four place.
336
$15,995 - $19,000A
1963
M20C Mark 21
2297 to 2622
Lycoming 0-360-A1D(180 HP). Four place.
328
$20,000A
1963
M20D Master
101 to 200*
Lycoming 0-360-A1D(180 HP). Four place.
100
$13,995
1964
M20C Mark 21
2623 to 2806
Lycoming 0-360-A1D(180 HP). Four place.
183
$21,000A
1964
M20D Master
201 to 251*
Lycoming 0-360-A1D(180 HP). Four place. Chris Nowak's
N1916Y.
51
$15,814
1964
M20E Super 21
101 to 469
Lycoming I0-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Four place.
366
$18,450 - $22,000A
1965
M20C Mark 21
2807 to 3184
Lycoming O-360-AlD(180 HP). Positive Control (PC). Four place.
379
$22,000A
1965
M20D Master
252 to 259*
Lycoming 0-36O-AlD(180 HP). Four place.
8
$
1965
M20E Super 21
470 to 831
Lycoming I0-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Positive
Control (PC). Four place. Colin Bitterfield's N3218S
exterior and
panel.
363
$23,000A
1966
M20C Mark 21
3185 to 3466
Lycoming 0-360-A1D(180 HP). Positive Control (PC). Four place.
280
$23,000A
1966
M20D Master
260 only
Lycoming 0-360-AlD(180 HP). Four place.
1
$
1966
M20E Super 21
832 to 1301
Lycoming IO-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Positive
Control (PC). Four place.
473
$24,000A
1966
M20F Executive
660001 to 660003
Lycoming IO-360-A1A(200 HP). Fuselage extended by 1', cabin by 10". Bendix fuel
injection. Altitude power boost. Positive Control (PC). Four place.
3
$21,995
1966
M22 Mustang
660004 to 66006
Lycoming TI0-541-A1A(310 HP). Turbosupercharged, fuel injection, pressurized. PC, power
quadrant. Five place. Charles Reeves' N7735M, from
forward and
aft.
3
$33,950
1967
M20C Mark 21
670001 to 670149
Lycoming 0-360-A1D(180 HP). PC. Four place.
149
$24,000
1967
M20E Super 21
670001 to 670062
Lycoming I0-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Positive
Control (PC). Four place.
62
$25,000A
1967
M20F Executive
670001 to 670539
Lycoming I0-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Positive
Control (PC). Four place.
536
$21,995 - $26,000A
1967
M22 Mustang
670001 to 670004
Lycoming TI0-541-A1A(310 HP). Turbosupercharged, fuel injection, pressurized. PC, power
quadrant. Five place.
4
$42,437A
1968
A2-A Cadet
B-261 to B-298
Continental C90-16F(90 HP). Aircoupe dual-fin tail. Two place.
38
$8,295
1968
M20C Ranger
680001 to 680198
Lycoming 0-360A1D(180 HP). Replaces Mark 21. Cowl flaps fixed, dorsal fin removed,
entrance step fixed, 1-piece windshield. PC. Four place.
198
$25,000A
1968
M20F Executive
680001 to 680206
Lycoming I0-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Positive
Control (PC). 1-piece windshield. Four place.
206
$25,294A
1968
M20G Statesman
680001 to 680164
Lycoming 0-360A1D(180 HP). Long (F model) fuselage, fuel 52 gallons, PC, 1-piece
windshield. Four place.
164
$18,790 - $26,000A
1968
M22 Mustang
68001 to 68015
Lycoming TI0-541-A1A(310 HP). Turbosupercharged, fuel injection, pressurized. PC, power
quadrant. Five place.
15
$55,584A
1969
M10 Cadet
690003 to 690011
Continental C90-16F(90 HP). Now single-tail. Two place.
9
$11,310A
1969
M20C Ranger
690001 to 690098
Lycoming 0-360-A1D(180 HP). Electric gear, flaps. New power quadrant. Dorsal fin
removed, entrance step fixed, 1-piece windshield. PC. Four place.
98
$26,000
1969
M20E Chaparral
690001 to 690073
Lycoming I0-360A1A(200 HP). Shortened (by 10" F model) with electric gear, flaps, PC,
1-piece windshield, 1969 power quadrant. Fuel: 52 gals. Four place.
73
$27,000A
1969
M20F Executive
690003 to 690092
Lycoming I0-360-A1A(200 HP). Bendix fuel injection. Altitude power boost. Positive
Control (PC). 1-piece windshield. Four place.
90
$28,000A
1969
M20G Statesman
690001 to 690020
Lycoming 0-360-A1D(180 HP). Long (F model) fuselage, fuel 52 gallons, PC, 1-piece
windshield. Four place.
20
$26,500A
1969
M22 Mustang
690001 to 690005
Lycoming TIO-541-A1A(310 HP). Turbosupercharged, fuel injection, pressurized. PC, power
quadrant. Five place.
5
$
1970
M10 Cadet
700001 to 700050
Continental C90-16F(90 HP). Mooney 1-piece tail. Two place.
50
$12,010A
1970
M20C Ranger
700001 to 700091
Lycoming 0-360-A1D(180 HP). 1-piece windshield, PC, electric gear, flaps. Four place.
91
$18,995 - $27,000A
1970
M20E Chaparral
700001 to 700061
Lycoming IO-360-A1A(200 HP). 1-piece windshield, PC, electric gear, flaps. Four place.
Brian Wilson's re-painted N9493V from
aft and
forward.
61
$28,000A
1970
M20F Executive
700001 to 700072
Lycoming I0-360-A1A(200 HP). 1' longer cabin, 1-piece windshield, PC, electric gear,
flaps, 64 gal. fuel. Four place.
72
$29,000A
1970
M20G Statesman
700001 to 700006
Lycoming 0-360-A1A (180 HP). 1-piece windshield, PC, electric gear, flaps, 52 gal. fuel.
Four place.
6
$27,500A
1970
M22 Mustang
700001 to 700006
Lycoming TI0-541-A1A(310 HP). Turbosupercharged, fuel injection, pressurized. PC, power
quadrant. Five place.
6
$55,584A
1971
M20C Ranger
20-0001 to 20-0009
Lycoming 0-360-A1D(180 HP). Aerostar markings, new air venting for cabin. Four place.
9
$19,995 - $28,000A
1971
M20E Chaparral
21-0001 to 21-0023
Lycoming I0-360-AlA(200 HP). Aerostar markings. New cooling for engine. Four place.
23
$21,995 - $29,000A
1971
M20F Executive
22-0001 to 22-0012
Lycoming I0-360-A1A(200 HP). Only long cabin in 1971, sold as Aerostar 220 Executive.
Four place.
12
$23,995 - $30,000A
Republic Steel Corp. purchased Mooney Aircraft from Butler Aviation on Oct.
4, 1974 and officially reopened the production line on Jan. 1, 1975.
Year
Model
Serial #
Description
No. built
Factory price
1974
M20C Ranger
20-0010 to 20-0046
Lycoming 0-360-A1D(180 HP). Electric gear & flaps, cowl flaps fixed, no dorsal fin,
fixed step, PC. Four place.
36
$30,000A
1974
M20E Chaparral
21-0024 to 21-0060
Lycoming I0-360-A1A(200 HP). Electric gear & flaps, PC, 1-piece windshield. Four place.
37
$31,000A
1974
M20F Executive
22-0013 to 22-0078
Lycoming I0-360-AlA(200 HP). 1' longer fuselage. Electric gear & flaps, PC, 1-piece
windshield. Four place.
66
$32,500A
1975
M20C Ranger
20-1147 to 20-1185
Lycoming 0-360-AlD(180 HP). Electric gear & flaps, cowl flaps fixed, no dorsal fin,
fixed step, PC. Four place.
39
$31,000A
1975
M20E Chaparral
21-1161 to 21-1180
Lycoming I0-360-A1A(200 HP). Electric gear & flaps, PC, 1-piece windshield. Four place.
20
$32,500A
1975
M20F Executive
22-1179 to 22-1305
Lycoming I0-360-A1A(200 HP). 1' longer fuselage. Electric gear & flaps, PC, 1-piece
windshield. Four place.
127
$34,500A
1976
M20C Ranger
20-1186 to 20-1218
Lycoming 0-360-A1D(180 HP). Electric gear & flaps, cowl flaps fixed, no dorsal fin,
fixed step, PC. Four place.
33
$33,000A
1976
M20F Executive
22-1306 to 22-1432
Lycoming I0-360-A1A(200 HP). 1' longer fuselage. Electric gear & flaps, PC, 1-piece
windshield. Four place.
127
$36,500A
1977
M20C Ranger
20-1219 to 20-1243
Lycoming 0-360-A1D(180 HP). Electric gear & flaps, cowl flaps fixed, no dorsal fin,
fixed step, PC. Four place.
25
$35,000A
1977
M20F Executive
22-1433 to 22-1439
Lycoming I0-360-A1A (200 HP). 1' longer fuselage. Electric gear & flaps, PC, 1-piece
windshield. Four place.
7
$38,500A
1977
M20J 201
24-0001 to 24-0377
Introduction of J model. Lycoming I0-360-A1B6D(200 HP). Drag reduction to F model by Roy
LoPresti increases speed by 21 knots. Prop is squared-off; original gear-down 120 mph. Four
place. Click
here for Mark Napier's
detailed Mooney 201 evolution, starting in 1977.
377
$41,200 - $45,500A
1978
M20C Ranger
20-1244 to 20-1258
Lycoming 0-360-A1D(180 HP). End of short-cabin era. Four place.
15
$37,500
1978
M20J 201
24-0378 to 24-0757
Lycoming I0-360-A3B6D(200 HP). Long fuselage (24'8" or 7.6m) now standard. Push-pull
power controls. Changes from '77 J model: engine model, fuel selector; panel; landing light
mounting; landing gear motor; landing gear speed now 150 mph; prop rounded. Four place.
Photo of Jim Murphy's N201XG with original
exterior and a slightly
modified
panel.
380
$43,500 - $86,675
1979
M20J 201
24-0764 to 24-0900
Lycoming I0-360-A3B6D(200 HP). New 1978 configuration. Strengthens cowl flap mounting.
Four place.
137
$53,500A
1979
M20K 231
25-0001 to 25-0246
Continental TSI0-360-GB(210 HP). First 6-cylinder engine. Turbocharged with Rajay fixed
wastegate. Fuel increased to 75 gallons. Dorsal fin airscoop. Curved wingtips, enclosed
lighting. Four place.
246
$51,975
1980
M20J 201
24-0901 to 24-1037
Lycoming I0-360-A3B6D(200 HP). New 1978 configuration. Four place.
137
$58,500A
1980
M20K 231
25-0247 to 25-0446
Continental TSI0-360-GB(210 HP). Same configuration as 1979. Four place.
200
$63,500A
1981
M20J 201
24-1038 to 24-1213
Lycoming I0-360-A3B6D(200 HP). Sculpted wingtips added, 201 number now on tail fin. Four
place.
176
$63,500A
1981
M20K 231
25-0447 to 25-0612
Continental TS10-360-GB(210 HP). Soundproofing improved, 231 number on tail fin. Four
place.
166
$69,000A
1982
M20J 201
24-1214 to 24-1326
Lycoming I0-360-A3B6D(200 HP). Double plane door window, sound insulation added. Four
place.
Lycoming I0-360-A3B6D(200 HP). Only change to 1982 was paint design change. Model
numbers dropped from tail fin. Four place.
91
$76,000A
1983
M20K 231
25-0718 to 25-0780
Continental TSI0-360-GB(210 HP). Same paint design changes as made to 201. Four place.
63
$85,000A
1984
M20J 201
24-1418 to 24-1499
Lycoming I0-360-A3B6D(200 HP). Composite 1-piece belly, 2" power gauges, internally lit
instruments. Four place.
82
$123,795A
1984
M20K 231
25-0781 to 25-0841
Continental TSI0-360-LB1(210 HP). Same changes as 1984 201, plus new engine with
redsigned fuel distribution, nitrited cylinders, steel belted pistons, new rod design. Four
place.
61
$139,915A
1985
M20J 201
24-1500 to 24-1550
Lycoming I0-360-A3B6D(200 HP). First wing-mounted speed brakes (Precise Flight). Special
Edition introduces upgraded interiors. Four place.
51
$145,640A
1985
M20K 231
25-0842 to 25-0889
Continental TSI0-360-LB1(210 HP). Same changes as 1985 J models. Four place.
48
$169,925A
1986
M20J 201
24-1551 to 24-1588
Lycoming I0-360-A3B6D(200 HP). Lean Machine and Special Edition marketed. Four place.
38
$145,640
1986
M20K 252
25-1000 to 25-1066
Continental TSI0-360-MB(1) (210 HP). Replaces 231 with intercooled engine, Garrett
variable wastegate. First model with curved side window. Also, enclosed landing gear; 28V
electrical. Four place.
67
$123,400 - $154,000A
1987
M20J 205
24-3000 to 24-3056
Lycoming I0-360-A3B6D(200 HP). Features from 252 added to 201: enclosed landing gear;
28V electrical and rounded side windows. Four place.
57
$149,440A
1987
M20J 201 (LM)
24-1589 to 24-1641
Lycoming I0-360-A3B6D(200 HP). Unchanged from 1986. Four place.
53
$
1987
M20K 252
25-1067 to 25-1157
Continental TSIO-360-MB(1) (210HP). Same as 1986. Four place.
91
$177,500A
1988
M20J 205
24-3057 to 24-3078
Lycoming I0-360-A3B6D(200 HP). Uses Special Edition interior of 252 -- new seats, center
armrests. Four place
22
$134,330A
1988
M20J 201
24-1642 to 24-1685
Lycoming I0-360-A3B6D(200 HP). Last of square-cornered windows. Four place.
44
$102,970A
1988
M20K 252
25-1158 T0 25-1198
Continental TSI0-360-MB(1) (210 HP). FlightSafety training offered. Four place.
41
$179,845A
1988
M20L PFM
26-0001 to 26-0040
Porsche PFM 3200 N03 (217 HP). Porsche 911 derivative engine. Fuselage length adds 20"
and cabin 12". First of long body aircraft -- that becomes standard body in 1999.
40
$142,900
1989
M20J 201
24-3079 to 24-3143
Lycoming I0-360-A3B6D(200 HP). Curved window corners; 28V electrical, new interior. Four
place. Gordon Cowles' 201
exterior and panel,
stock with a KLN89 and Strike finder added.
65
$129,735A
1989
M20K 252
25-1199 to 25-1220
Continental TSI0-360-MB(1) (210 HP). Same as 1988 model. Four place.
22
$185,825A
1989
M20J 201AT
24-1686
Lycoming I0-360-A3B6D(200 HP). Trainer with dual brakes; aux power plug; stanby vac;
more durable interior. 14V electrical. Four place.
1
$119,900
1989
M2OL PFM
26-0041
Porsche PFM 3200 N03 (217 HP). Last ad for PFM ran in March, 1990. Extra long body.
1
$193,375
1989
M20M TLS
27-0001to 27-0035
Lycoming Tl0-540-AFIA (270 HP). 26'4" body, rear seats 4" aft (extra long body
introduced in PFM mode).
35
$177,500
1990
M20J 201AT
24-1687 to 24-1706
Lycoming I0-360-A3B6D(200 HP). Advanced trainer, unchanged from 1989. Four place.
20
$119,900A
1990
M20J 201
24-3144 to 24-3207
Lycoming I0-360-A3B6D(200 HP). Sold as MSE. New paint design. Four place.
64
$138,000A
1990
M20K 252
25-1221 to 25-1230
Continental TSI0-360-MB(1) (210 HP). Unchanged from 1989. Four place.
10
$203,165A
1990
M20L PFM
26-0042
Porsche PFM 3200N03 (217 HP). Extra long body. Four place.
1
$
1990
M20M TLS
27-0036 to 27-0084
LycomingTI0-540-AFIA (270 HP). Extra long body. Mid-year paint change. Four place.
49
$251,650A
1991
M20J 201
24-3208 to 24-3245
Lycoming I0-360-A3B6D(200 HP). Sold as MSE and MSE Limited. Four place.
38
$173,460A
1991
M20M TLS
27-0085 to27-0125
Lycoming Tl0-540-AFIA (270 HP). Paint scheme adds 1 extra pinstripe. Extra long body.
Four place.
41
$261,720A
1992
M20J MSE
24-3246 to 24-3286
Lycoming IO-360-A3B6D (200 HP). MSE, MSE Limited and AT (Advanced Trainer).
41
$185,000A
1992
M20M TLS
27-0126 to 27-00146
Lycoming TIO-540-AFIA (270 HP). Unchanged from 1991. Extra long cabin
21
$302,090A
1993
M20J MSE
24-3287 to 24-3320
Lycoming IO-360-A3B6D (200 HP). Unchanged from 1992, though AT model disappears.
34
$196,750A
1993
M20M TLS
27-0147 to 27-0173
Lycoming TIO-540-AFIA (270 HP). Same as 1992. Extra long cabin.
27
$241,000 - $334,420
1994
M20J MSE
24-3321 to 24-3354
Lycoming IO-360-A3B6D (200 HP). Same as 1993.
34
$208,915A
1994
M20M TLS
27-0174 to 27-0193
Lycoming TIO540-AFIA (opt. AFIB) -- (270 HP). Unchanged from 1993.
19
$340,345A
1994
M20R Ovation
29-0001 to 29-0021
TCM IO-550-G (280 HP). Normally aspirated with large 6-cylinder engine. Flying
Magazine's single-engine plane of the year for 1994. Extra long body.
21
$205,750
1995
M20J MSE
24-3355 to 24-3373
Lycoming IO-360-A3B6D (200 HP). Unchanged from 1994.
19
$211,295
1995
M20M TLS
27-0194 to 27-0208
Lycoming TIO-540-AFIA (opt. AFIB) -- (270 HP). Unchanged from 1994. Extra long body.
15
$297,970A
1995
M20R Ovation
29-0022 to 29-0075
TCM IO-550-G (280 HP). Unchanged from 1994. Extra long body. A photo of Norm Clemmer's
N995K flaring and his factory
panel.
54
$297,970A
1996
M20J MSE
24-3374 to 24-3393
Lycoming IO-360-A3B6D (200 HP). Unchanged from 1995.
20
$245,705A
1996
M20M TLS
27-0209 to 27-0220
Lycoming TIO-540-AFIB (AFIA for s/n 209, 210). TKS option available. TLS Bravo added.
Extra long body.
12
$395,155A
1996
M20R Ovation
29-0076 to 29-0095
TCM IO-550-G (280 HP). TKS also becomes available. Extra long body.
Upgrades in 2001 include 3-bladed prop (and 100 lb. gross weight increase); single
Garmin GNS430 GPS/Nav/Com; leather interior; rudder trim, ground power plug. Still uses
TCM-IO-550-G (244 HP).
6
$360,000B
Mooney Aircraft Corporation's entering Chapter 11 on
July 27, 2001 halted production of aircraft that year at 29. The company remained in bankruptcy
proceedings until 2004, but AASI purchased the company in April 2002, then renamed itself Mooney
Aerospace.
Production resumed during 2004 of the Ovation 2 DX and the high performance
Bravo DX models. In late 2004 GX models of both the Ovation 2 and Bravo were type-approved
became the first glass cockpit Mooney models, using the Garmin GX1000 integrated avionics. These
were first delivered in 2005.
A: average retail price, including popular options
B: base price
Special thanks to:
* Mooney Airplane Co. and Roger Munt for confirming recent shipment numbers
* Shipments for 2005 taken from
GAMA
data.
* Richard Zephro, Coast to Coast Aircraft Sales, for assistance with historical pricing,
www.mooneyland.com
* Keith Vasey, Pacific-Mooney and salesmen par excellence, for confirming 1999 production.
* Larry Ball, author of Those Remarkable Mooneys, for
adding valuable model-by-model detail. Selected information reprinted by permission of Ball
Publications.
Model List per Mooney Aircraft Corporation
Recent
query: (answers
to Bruce's questions in dark caps)
Rich, Let me first start out by telling you
that since I started flying 1968, I have, at most, two hours in a Mooney of any vintage. I
probably don't even have a hangar-flyer's knowledge of the ins and outs of the Mooney product
line. The retract time I have as pilot in command is about 25 hours, 20 in Cherokee Arrows, and
the balance in Bellanca Vikings and a Bonanza. I've ridden in a Ranger. I found it to be a
delight to fly, but no faster than a 180hp Arrow. I had heard that the rigging on 68-69 Rangers
was spotty from the factory, so I could attribute the lower than advertised cruise speeds.
So, with
that in mind, the questions I have for you are:
Is an
older Ranger capable of cruising near it's advertised cruise speed?
DIFFERING SPEEDS ARE ADVERTISED. REAL WORLD CRUISE SPEED ON AVERAGE IS 147 KTS AT 75% POWER AND
ABOUT 9GPH DEPENDING ON ALTITUDE
Do they respond well to mods?
TOUGHIE! SOME DO, SOME DON’T! MODS CERTAINLY ADD TO THE LOOKS AND MODERNIZING BUT I TELL THOSE
WHO WANT TO MOD THEIR BIRDS, DO IT FOR ESTHETICS AND IF YOU GET SPEED INCREASES, ALL THE BETTER.
ALL MOONEYS ARE HAND MADE AND SEEM TO RESPOND DIFFERENTLY. I SOLD ONE OF SOUTHWEST TEXAS
AVIATION’S C MODEL DEMONSTRATORS SOME YEARS BACK AND IT HAD ALL THE MODS. I THINK WE GOT ABOUT
155 KTS OUT OF HER, ABOUT LIKE THE STOCK E MODEL. ON THE OTHER HAND, I JUST SOLD A MODIFIED E
THAT ZOOMED AT 165 KTS FROM THE 155 KTS NORMAL. ON THE OTHER HAND, MY FIRST MOONEY WAS A STOCK
‘65E AND IT KEPT UP WITH SWTA’S MODIFIED E THEY HAD AT THE TIME, SO GO FIGURE. MEANWHILE, YOU
DON’T WANT AN EARLIER MOONEY THAN 1965. TOO MANY IMPROVEMENTS MADE BY THEN AND PRICES AREN’T
THAT MUCH HIGHER FOR ’65 AND NEWER. STAY AWAY FROM 1961 IN ANY CASE, THE B MODEL. TEST PILOT HAD
TO BAIL OUT DUE TO UNRECOVERABLE FLAT SPIN. THAT WAS THE ONLY YEAR OF THE REAR CG PROBLEM.
What company's mods do you recommend?
MOONEYLAND! Duh! :o) (Check out our “ride pimping section”).
Can a 54 year old guy who's flying
experience is mostly C-172s and Piper Archers fly a Ranger safely? Or am I too old?
HELL YES! I’M 59 SONNY! DON’T LET YOURSELF GET OR FEEL OLD NO MATTER WHAT! OUR GENERATION IS
NOT GOING OUT QUIETLY AND THAT’S A FACT! HEY, WE STARTED
ROCK AND ROLL, MICKEY MOUSE CLUB, MUSCLE CARS, MODERN PLANES, JET AIRLINERS, FLOWER CHILDREN,
THE PILL, PROTESTING, BIMBO’S AND HOOLA-HOOPS FOR
HEAVEN’S SAKE! Get rid of that “am I too old” attitude!
Thanks, Rich. Love the
website!
Best regards,
Bruce S
YOU’RE WELCOME. I may put your questions on my website, but I’ll keep your last name private)
Good questions!
RICH
Al Mooney and His Wonderful Flying Machines
Mooneyland
highly recommends Tom "TJ" Johnson for any and all AVIATION INSURANCE
NEEDS.
Or call Tom Johnson "TJ"
direct at: 602 628-2701. Tell TJ to give you the great and personal
service he has given so many of our Mooneyland customers. zef said so!
CLICK HERE
for more information and testimony about TJ.
You need THIS and
THIS and
THIS
Thanks!
zef
Hey now, who's got your back?
You know dats right!