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.