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Mooney M20

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This is an old revision of this page, as edited by Omnedon (talk | contribs) at 23:21, 11 September 2017 (Moved M20F information). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

M20 family
Mooney M20J
Role Personal use civil aircraft
Manufacturer Mooney International Corporation
Designer Al Mooney
First flight 1953
Introduction 1955
Status In production (2016)
Produced 1955–2008, 2014–present[1]
Number built >11,000
Developed from Mooney M-18 Mite
Mooney M20s gathered at the 2002 Mooney Caravan to AirVenture, Oshkosh, Wisconsin

The Mooney M20 is a family of piston-powered, propeller-driven general aviation aircraft, all featuring low wings and tricycle gear, manufactured by the Mooney International Corporation.[2][3][4]

The M20 was the 20th design from Al Mooney, and his most successful. The series has been produced in many variations over the last 60 years, from the wooden-wing M20 and M20A models of 1955,[4] to the M20V Acclaim Ultra that debuted in 2016. Roughly 12,000 aircraft in total have been produced.

On November 5, 2008, the company announced that it was halting all production as a result of the late-2000s recession, but would still provide parts and support for the existing fleet.[1][5][6][7] With the injection of Chinese capital after the company's purchase, production of the M20 resumed in February 2014. Since then the company has released two more M20 models.[8]

Development

Al Mooney had been developing preliminary designs for the four-seater M20 for some time while the single-seat M-18 Mite was in production in the late 1940s and early 1950s. When in early 1953 the company moved from Wichita, Kansas, to Kerrville, Texas, and when it became clear that the Mite was nearing the end of its production, development of the M20 accelerated. The first M20 flight took place on September 3, 1953. Charles Yankey had been the primary financial backer since he helped Al establish the company in 1948, and when he visited Kerrville for a ride in the new airplane, he was pleased with the project and began to develop the financial plans necessary to put the plane into production.[9]

Before Yankey could transfer any funds from Wichita to Kerrville, he suffered a severe stroke, and he died in December 1953. His heirs had no interest in the aviation business, and although Yankey left his company stock to the Mooney brothers, it had little value without further financing. Al Mooney was on the point of declaring bankruptcy when Hal Rachal and Norm Hoffman of Midland, Texas, decided to invest in the company and save the project. The M20 was certified in September 1955. Al left the company shortly thereafter for unknown reasons and went to work for the Lockheed Aircraft Corporation in Marietta, Georgia. His brother Art joined him there, and the two brothers remained with Lockheed until retirement.[10]

During 1955, the company sold 10 of the M20 airplanes. Due to start-up costs, they lost about $3000 on each airplane. In 1956 they delivered 51 airplanes, and in 1957 the total was 105. The airplane gained attention because it was able to achieve speeds of up to 170 miles per hour (270 km/h) with a 150 hp (110 kW) Lycoming O-320 engine. The combination of speed and efficiency was noteworthy.[11] In 1958 the M20A joined the lineup with a larger 180 hp (130 kW) Lycoming O-360-A1A engine, and by 1959 this was the only model offered, with a total sales that year of 231 units. This was the first year the company made a profit. The M20A continued production into 1960, when 166 were delivered. These were the last of the Mooneys to have wooden structures in the wings and tail.[12] Early in the model's history, several incidents of wooden tails breaking up in flight occurred due to water damage and the resulting rot. Consequently, most tails have now been replaced with all-metal copies, as required by Mooney Service Bulletin M20-170A and the FAA Airworthiness Directive 86-19-10. Without the possibility of metal fatigue, the wooden wing has an indefinite life expectancy and is considered by some pilots to provide a smoother ride in turbulence.[13][14]

1960s

Since Al Mooney's departure, John W. Taylor had been the chief engineer. In January 1960, the Mooney company convinced Ralph Harmon to leave McDonnell Aircraft in St. Louis, Missouri, and take over management of the engineering efforts. He had previously worked for Beech Aircraft where he headed the design of the Beechcraft Model 35, and later for the Cessna Aircraft Company where he worked on the Cessna 620. When that project was canceled, he moved to McDonnell to work on the Model C119, but his interests lay with small aircraft, and he found the Mooney offer attractive. He insisted on replacing the wood in the M20 with aluminum, and the all-metal M20B was completed by the end of 1960, less than a year after Harmon's arrival. In 1961 the company sold 222 M20B airplanes. The following year the M20C was introduced and 336 were sold during 1961.[15] The M20C had several improvements over the M20B, including greater deflection on control surfaces, reduced the cowl flap opening for better engine cooling, improved exhaust scavenging with a Hanlon and Wilson exhaust system, new battery access door, more powerful landing light, lightweight floor, increased gross weight to 2575 pounds, lighter empty weight, new instrument panel layout, and a higher maximum flap angle of 33 degrees.[2][16]

Rachal, Hoffman and Harmon were not experienced at running an aircraft factory, but they saw the need to expand the product line and add dealers, and pushed ahead. In 1963 they introduced the M20D, which was essentially an M20C with fixed landing gear and a fixed-pitch propeller. This had a slightly lower price than the M20C and was intended as a basic or trainer model which would have lower insurance costs and which would compete with the Piper Cherokee 180.[2][4] It could be upgraded with retractable landing gear, and in fact most of them were upgraded over the years. The M20D was produced from 1963 to 1966 with a total production of 161 units.[17] 1964 saw the introduction of the M20E Super 21, which was based on the M20C but with a more powerful 200 hp (150 kW) Lycoming fuel-injected engine. The company sold 366 M20E units that year.[18]

In 1965 a new feature was introduced to the M20. It was called "positive control" and was a single-axis autopilot produced by Brittain Industries. It maintained the wings of the airplane in a level position unless a button on the control wheel was depressed for turns and banks. It was a controversial feature, liked by some pilots and disliked by others.[19][20] Production and sales of the M20 continued to increase. In 1966 a total of 760 units were delivered, including 280 of the M20C Mark 21 planes and 473 of the M20E Super 21s. A new model, the M20F Executive 21, was released and offered more legroom due to a 10-inch (25 cm) increase in cabin length of 10 inches (250 mm) which also allowed for a third fuselage side window.[2][4][16] It had 64 US gallons (240 L) of fuel capacity compared to 52 US gallons (200 L) in earlier models, and grossed an additional 165 pounds (75 kg). This year the company exceeded $1,000,000 in profits.[21]

Despite strong sales, Mooney was short of cash. The development of the M22 Mustang took more resources than expected, and the plane was ultimately unsuccessful. A collaboration with Mitsubishi Motors to produce the MU-2 turboprop airplane came with substantial financial assistance but proved to be too much for the company to handle. The company went into chapter 7 bankruptcy in early 1969; American Electronics Laboratories quickly acquired Mooney in March of that year and invested $600,000 to keep the company operating. Sales that year were less than half of the previous year's figures, although a new model, the M20E Chapparal, was released with electrically-operated flaps and landing gear. AEL was unable to turn the company around and sold Mooney to Butler Aviation International in December 1969. AEL had owned Mooney for just over 9 months and lost nearly a million dollars during that time. Butler Aviation also acquired the troubled Aerostar company and combined it with Mooney in an attempt to save both. The Mooney name was dropped in 1970, as was the M20 designation; the planes were called Aerostars.[22]

1970s

Butler Aviation closed the Mooney plant in early 1971, and it remained closed for more than two years. In October 1973, Mooney was purchased by Republic Steel. Robert Cumming, a general manager at Republic Steel, had owned a Mooney M20F Executive for years and flew it frequently, and wished to put the Mooney M20 back into production. This began in January 1974 with the reintroduction of the M20F Executive. Roy LoPresti, formerly of Grumman American, had been hired as the vice president of engineering. Through the efforts of his engineering group, various improvements were made to the M20 with the goal of increasing its speed, and the M20J was introduced in July 1976. It was also known as the Mooney 201 because it was capable of 201 miles per hour (323 km/h) with its 200 horsepower (150 kW) engine. The 201 was a big seller, and a turbocharged version was developed later that year. The next year, 1977, three models were offered: the M20C Ranger, the M20F Executive, and the M20J 201. By 1979 the M20C had been dropped, ending production of the short-body M20.[23]

The same year, 1979, the company's first turbocharged M20 was released: the M20K 231, so designated because its top speed was 231 miles per hour (372 km/h). It was based on the earlier 201 with further improvements. It had a wider wingspan and a six-cylinder Continental engine, and the fuel capacity was increased to 80 US gallons (300 L; 67 imp gal). This year a total of 439 airplanes were delivered -- fewer than the top years of the 1960s, but these deliveries resulted in healthy profits. From this point through 1986, the M20J and the turbocharged M20K were the only two models offered.[24]

1980s

General aviation manufacturing experienced a significant downturn starting in 1982. Mooney was affected along with other manufacturers and was forced to downsize through temporary layoffs. Despite the recession, development work continued. The 201 and 231 received more improvements, including significant reductions in cabin noise levels. The newly-developed six-place 301 had its first flight in the spring of 1982. That year deliveries fell to 218 units, and in 1983 only 154 aircraft were produced; but enthusiasm for the new 301 kept expectations high, and another opportunity arose. The United States Air Force announced a competition to develop a replacement for the Cessna T-41 trainer, and Mooney immediately began to develop a military trainer based on the 231.[25]

While the company was dealing with the recession, Republic Steel was acquired by the Ling-Temco-Vought corporation, and Republic was soon directed to drop Mooney, partly due to the aviation recession. There were several interested parties, and ultimately Mooney ended up in the hands of Armand Rivard of Lake Aircraft and Alexandre Couvelair, a Mooney dealer from Paris. The 301 was put on hold in 1985 and was never resumed, and the focus was once again on the M20 line. Sales continued to fall, totaling 143 in 1984 and 99 in 1985.[26]

The next new model, the M20K or "252", appeared in early 1986 with a top speed of 252 miles per hour (406 km/h). It replaced the 231 and achieved its higher speed with the same 210 horsepower (160 kW) engine. It featured a new 28-volt electrical system to power additional equipment and to improve cold-weather starting. The various improvements were copied to the 201 airframe, and the new 205 model was released in 1987. This was followed in 1988 by the M20L, powered by a Porsche PFM 3200 engine. One new feature on this airplane was the replacement of the throttle, mixture and propeller controls with a single power control; mixture and propeller RPM were automatically adjusted based on the setting of this single control. The Mooney PFM did not last, with a total of 41 units having been manufactured in 1988 and 1989.[27]

Mooney opened a new facility in San Antonio, Texas, in 1989. In February of that year, the next M20 model was released: the M20M TLS (Turbocharged Lycoming Sabre). It was powered, as the name hinted, by a turbocharged Lycoming six-cylinder engine that produced 270 horsepower (200 kW) at 2,575 RPM, and it had a three-bladed propeller. It was capable of cruising at 230 miles per hour (370 km/h), had a range of 1,060 miles (1,710 km) and a maximum climb rate of 2,380 feet (730 m) per minute. The first year, the TLS accounted for 30 of the 143 aircraft delivered, and in 1990 this increased to 61 units.[28] Also in 1989, Mooney released a trainer model based on the M20J. Beech, Cessna and Piper had all stopped production of trainers throughout the 1980s, and the 201AT was designed to fill this gap. From 1989 to 1992, 20 units were delivered.[29]

1990s

The next Mooney M20 model was the M20J 201, also designated the MSE, released in 1990 (although few were actually delivered prior to 1991). This was a 200 horsepower (150 kW) non-turbocharged model that incorporated many features from the TLS. In early 1991 Mooney decided to offer its Enhanced Flight Screener Trainer model to the general public, given that the Air Force was slow to make a decision on its trainer. It was to have a 260 horsepower (190 kW) Lycoming O-540 engine and would be rated for aerobatics. However, it generated little public interest. The TLS continued production through 1995, and the MSE continued too, until it was replaced by the M20R Ovation in 1994. Once again Mooney was offering two models: one offering high speed (the TLS) and the other offering high efficiency.[30]

The competition for the Enhanced Flight Screener program was finally held in 1992, and the Slingsby T67 Firefly was chosen instead of the Mooney EFS. Sales continued to drop, only reaching 64 units in 1993. The San Antonio location was sold and all operations returned to Kerrville. Development of the M20 continued, however, and the M20R Ovation was released in 1994. It was designed to fill a gap between the normally-aspirated MSE and the turbocharged TLS, and it was powered by a 280 horsepower (210 kW) Continental IO-550 engine. Of the 91 Mooney aircraft manufactured in 1995, 54 were Ovations.[31]

The following year, 1996, saw an upgraded model of the TLS with a more powerful Lycoming TIO-540-AF1B engine, designated the M20M but also referred to as the "Bravo" due to the new B engine. This upgrade was offered to owners of earlier TLS models that had the TIO-540-AF1A engine. Soon after the release of the Bravo, the TKS ice protection system was offered for the Bravo and Ovation models. The M20K Encore was released in 1997, an M20K with more horsepower and a higher gross weight, giving it performance similar to the original M20K. It also had an improved interior and reduced cabin noise levels.[32]

2000s

In July 2008, Mooney signed a memorandum of understanding with Rolls-Royce to develop a version of the M20 that was to have been powered by the Rolls-Royce RR500 TP turboprop powerplant. The project was announced as being a joint "marketing investigation" and "exploration project", but does not appear to have come to fruition.[33]

Design

With the exception of the earliest models which had wings and tails with wooden frames, M20s are entirely constructed of metal. All are low-wing aircraft, and the wing skin is aluminum. Slotted flaps cover 70% of the trailing edge. Earlier models use a hydraulic hand pump to extend the flaps, while later models have electrically operated flaps. The forward fuselage has a steel tube cabin structure covered in aluminum skin; the aft portion of the fuselage is of semi-monocoque design. In many places on the skin of the airplane, flush-mounted rivets are used to reduce drag.[34]

The landing gear legs on the Mooney M20 are made of heat-treated chrome-molybdenum steel. The main gear legs are attached to the main wing spar, while the nose gear is mounted onto the steel cabin frame. Stacks of rubber discs around the legs act as shock absorbers. All models, with the exception of the M20D Master, came with retractable landing gear; on these models, the nosewheel retracts rearwards and the main wheels retract inwards. Early models use a hand-operated lever system to raise and lower the gear.[34] Starting in 1969, electrically operated landing gear became standard.[35]

The Mooney M20 has medium aspect-ratio tapered wings with 1.5 degrees of washout and 5.5 degrees of dihedral. Later models were equipped with stall strips to improve the stall characteristics.[34]

The empennage of the Mooney M20 is easily recognizable by its unique tail fin with a vertical leading edge. (The tail fin looks as though it is "leaning forward", but it is approximately vertical in level flight, depending on trim setting.) The horizontal tailplane, which consists of fixed stabilizers and trailing elevators, has no trim tabs. The entire tail assembly pivots at the rear of the fuselage to provide pitch trim.[36]

All M20s store fuel in two separate "wet wing" tanks, which are located in the inboard sections of each wing. Fuel is driven from the tank to the injectors or carburetor by an engine-driven pump, backed up with an electric boost pump.[36]

For increased power many M20s also have a ram-air induction system, called the Mooney "Power Boost". For normal operations, the intake air is filtered before it enters the induction system. When ram air is selected, partially unfiltered air will enter the induction system with a higher pressure and consequently the manifold pressure will increase about a full inch of mercury flying at 7500 feet above mean sea level, giving a greater power output.[36] The turbocharged variants omit this feature, as the turbocharger provides a far greater increase in manifold pressure.

The Mooney M20 series has been produced in three fuselage lengths: the "short-body" (M20 through M20E), "medium-body" (M20F through M20K), and "long-body" (M20L through M20V). Although all M20s have four seats, the fuselage length increase provided more rear passenger legroom, but with a slight performance decrease: for a similar engine and vintage, a long-body plane will be 4 to 6 knots slower than the short-body plane.[37]

Operational history

In August 2017, a total of 6,748 Mooney M20 aircraft were registered in the United States with the Federal Aviation Administration, 342 with Transport Canada and 33 in the United Kingdom with the Civil Aviation Authority.[38][39][40]

Variants

M20
The original M20 received its type certificate on August 24, 1955 and production lasted until 1958 with a total production run of 200 units.[41] Both the M20 and M20A have wings and empennage made of wood covered with cloth, but are otherwise similar to later all-metal models.[4][16][41]
M20A
The M20A followed on February 13, 1958 with the only change being powered by the more powerful 180hp Lycoming O-360. Production ran from 1958 to 1960 with a total output of 499 airframes.
M20B
The M20B was type-certified on December 14, 1960 and powered with the 180 hp (130 kW) O-360-A1A or A1D engine.[41]
M20C Ranger
The M20C was type-certified on October 20, 1961, with the 180-hp O-360-A1A or A1D engine, with a final production run of 2,422 units ending in 1978.[41]
M20D Master
The M20D was type-certified on 15 October 1962, with the 180-hp O-360-A1D or A2D engine.[41] Many M20Ds have been converted to the M20C model, and may appear in registration records as M20D/C. A total of 161 units made from 1963 to 1966.[42]
M20E Chaparral
The first truly high-performance Mooney, the M20E, was produced from 1964 to 1975 and marketed as the Chaparral and Super 21.[2][16]
The M20E was essentially an M20C with a more powerful 200 hp (150 kW) fuel-injected engine.[4] It was type-certified on September 4, 1963, with production beginning in 1964 and ending in 1975 with a total production run of 1,478 airframes. It was powered by the 200hp Lycoming IO-360-A1A engine and is the fastest of all the short-body designs.[41]
Turbonormalizing, which maintains engine performance at higher altitudes, was available as an aftermarket option for the M20E, F, and J. It was offered as a kit by M-20 Turbos of Boca Raton, Florida, but is no longer available.[43]
M20F Executive
Mooney M20F Executive
The The M20F was type-certified on July 25, 1965, with the 200 hp (150 kW) Lycoming IO-360-A1A engine. It was produced from 1966 to 1977, with a total production run of 1,112 airframes.[2][4][16]
M20G Statesman
The M20G was the same extended fuselage of the M20F, but with the less-powerful 180hp O-360-A1D engine from the M20C fitted. With the larger airframe and less-powerful engine, the M20G was the slowest of all models Mooney has produced (with exception of the fixed-gear M20D Master variants) and as such, was only produced for three years, from 1968 to 1970, with a total production run of 189 airframes.[44]
M20J 201
Mooney M20J 201
Mooney hired Roy LoPresti to undertake an aerodynamic cleanup of the M20F, resulting in the 1977 model year debut of the M20J. The M20J was marketed under the name Mooney 201 because of its 201 mph (323 km/h) top speed in level flight. The M20J first flew in September 1976, and was type-certified on September 27, 1976. It is equipped with the 200-hp IO-360-A1B6D, -A3B6D or -A3B6 engine.[2][4][16][41]
M20K
Up through the M20J, all Mooney M20s had four-cylinder Lycoming engines. After designing the M20J, Mooney modified the basic design to include a variety of more powerful six-cylinder engines, including some models with turbocharged engines. The first such design was the turbocharged M20K, which was produced between 1979 and 1998.[4][16]
The M20K was marketed as the Mooney 231. This model's Continental TSI0-360-GB engine required specific pilot training and modified takeoff and climb procedures to operate at acceptable engine temperatures in hot weather, so by 1986, it was replaced with an intercooled TSIO-360-MB engine, reducing the temperature problems and achieving a top speed of 252 mph (406 km/h) in level flight (at FL 280). This subvariant of the M20K was marketed as the Mooney 252.[2][16]
The M20K was type-certified on November 16, 1978. It is equipped with the Continental TSIO-360-GB1 -GB3, -GB4, -LB1, -MB1, -MB2 or -SB engines. All produce 210 hp (160 kW), except the SB used in the M20K Encore, which produces 220 hp (160 kW).[41]
M20L
In 1988 Mooney, went to even greater lengths, partnering with Porsche to include their geared single-lever Porsche PFM 3200 N03 engine, derived from the 911 Carerra engine of 217 hp (162 kW) and stretching the fuselage for the last time to produce the first long-body M20. The maximum speed with this configuration was 161 kn (298 km/h).[45] Most M20Ls no longer use this unique engine, as factory support ceased in 2005.[46] M20L production ended in 1990. This model was marketed as the Mooney PFM.[16]
The M20L achieved type certification on February 25, 1988.[41]
Mooney M20L with the Porsche PFM 3200 N03 engine derived from an automotive engine design
M20M Bravo
The M20M (1989–2006) boosted output initially to 270 hp (200 kW) and was also turbocharged. The M20R (1994–) started at 280 hp (210 kW) and was normally aspirated. With minor changes in engine output (e.g. the M20S "Eagle") and various performance tweaks, these two basic models (both high power, both with long bodies, one with turbocharging) are known as the "Bravo" and "Ovation".[16]
The M20M was type-certified on 28 June 1989, and is equipped with the 270-hp Lycoming TIO-540-AF1A or -AF1B.[41]
M20R Ovation
1996 M20R Ovation
Introduced in 1994, the M20R Ovation mated a long-body fuselage to a Continental IO-550-G normally aspirated powerplant of 280 hp (210 kW). This model was named Flying Magazine's single-engine plane of the year in 1994.[16]
The M20R was type certified on June 30, 1994, and is equipped with the 280 hp (210 kW) Continental IO-550-G(5), -G(6) or -G(7) engine.[41]
M20S Eagle
The M20S introduced in 1999 was powered by a Continental IO-550-G engine of 244 hp (182 kW). In 2001, the Eagle 2 was introduced. This model included such refinements as a three-bladed propeller, a 100 lb (45 kg) gross weight increase and a standard leather interior.[16]
The M20S was type-certified on February 7, 1999, and is equipped with the 244 hp (182 kW) IO-550-G(6) engine.[41]
M20T Predator
Mooney M20T Predator prototype, N20XT, on display at Sun 'n Fun 2006
The M20T Predator, a canopy-equipped version of the basic M20 design powered by a Lycoming AEIO-540 engine, was Mooney's entrant in the USAF Enhanced Flight Screener competition. The prototype, built in 1991, displayed in a tiger-stripe paint scheme. The contract was won by the ill-fated Slingsby T-67 Firefly, and the M20T was not developed or certified. The sole prototype, registered N20XT, was flown in the Experimental - Market Survey category and was still owned by Mooney Aircraft in 2013, although its registration had expired November 30, 2013.[41][47][48]
M20TN Acclaim
The M20TN Acclaim is the latest version of the M20 design produced, and is powered by a turbonormalized Continental TSI0-550-G powerplant with twin turbochargers and dual intercoolers. The Acclaim replaced the Mooney M20M Bravo in the company product line.[41][49]
The M20TN was type-certified on October 15, 2006. and is equipped with the 280-hp TSIO-550-G(1), -G(2), -G(3) or -G(4) engine.[41]
Mooney Acclaim Ultra
M20U Ovation Ultra
The M20U Ovation is a development of the M20R Ovation that first flew on the 4 June 2016, with a pilot side access door and a composite shell forward fuselage, replacing aluminum skin. The model achieved FAA certification in March 2017.[50][51]
M20V Acclaim Ultra
The M20V Acclaim Ultra is a development of the M20TN Acclaim introduced in February 2016, with a pilot side access door and a composite shell forward fuselage, replacing aluminum skin. The model achieved FAA certification in March 2017.[50][51]

Modifications

Mooneys derive their performance from a clean airframe with drag reduced by refinements over the years. Many of these refinements are supplemental type certificate (STC) modifications to the airframe developed by aftermarket businesses. Some of these modifications have been incorporated into the factory production models.

Rocket 305

In 1990, Rocket Engineering Corp. of Spokane, Washington, modified an M20K 231 model by replacing the standard turbocharged 210 hp (160 kW) Continental TSIO-360 engine and two-blade propeller with a turbocharged 305 hp (227 kW) Continental TSIO-520-NB and a McCauley three-blade propeller. This engine and propeller combination had previously been proven on the twin-engined Cessna 340 and Cessna 414. Marketed as the Rocket 305, this variant delivered a 228-knot speed and 1,600 feet/minute rate of climb.[52] This significantly increased performance, but at the expense of higher fuel consumption.

The 305 Rocket STC represented a 2+1⁄2 year certification effort, including 1,000 flight test hours. The plane passed all FAA flight test requirements, including spin, flutter, load, cooling, and noise tests. The STC covered both the 231 and 252 M20K variants. While the 231 and 252 had a maximum certified altitude of 24,000 ft (7,300 m) and 28,000 ft (8,500 m), respectively, the engineering goal of the Rocket 305 was certification for a maximum altitude of 31,000 ft (9,500 m). Extending the altitude in the STC was abandoned due to cost/benefit considerations versus the difficulty of demonstrating compliance with the FAA requirements, plus required changes to the supplemental oxygen systems in this non-pressurized aircraft. The aircraft will, however, climb at nearly 1,000 ft/min above 24,000 ft (7,300 m). The Rocket conversion was discontinued by Rocket Engineering.[53] The production-version Mooney Acclaim now delivers faster speeds. As Rockets are available in the used market for about one-third the cost of a new Acclaim, it maintains its popularity among a small market niche.

Aircraft on display

Mooney M20 preserved near Jandakot Airport as part of a memorial to Robin Miller

The Mooney Super M20E is the aircraft most closely associated with Robin Miller, an Australian female pilot known as the "Sugar Bird Lady" for her work in distributing the polio vaccine across Australia.[54][55]

Specifications

These are the specifications for the 2016 M20 Acclaim Ultra.

Data from Mooney website[56]

General characteristics

  • Crew: one pilot
  • Capacity: three passengers

Performance

See also

Aircraft of comparable role, configuration, and era

References

  1. ^ a b Niles, Russ (November 2008). "Mooney Temporarily Halts Production". Retrieved November 6, 2008.
  2. ^ a b c d e f g h Munson, Kenneth & Michael Taylor: Jane's Pocket Book of light Aircraft, page 143. Janes Publishing, 1982. ISBN 0710601956
  3. ^ Montgomery, M.R & Gerald Foster: A Field Guide to Airplanes, Second Edition, page 38-39. Houghton Mifflin Company, 1992. ISBN 0-395-62888-1
  4. ^ a b c d e f g h i Plane and Pilot: 1978 Aircraft Directory, pages 54-55. Werner & Werner Corp, Santa Monica CA, 1977. ISBN 0-918312-00-0
  5. ^ Pew, Glenn (November 2010). "Mooney Shrinks To Skeleton Crew, Seeks Investor Support". AvWeb. Retrieved November 22, 2010.
  6. ^ Mooney Aviation Company (November 2010). "Mooney Aviation Company Announcement". Retrieved November 22, 2010.
  7. ^ Mooney Airplane Company (April 2011). "Sun 'n Fun 2011". Retrieved April 12, 2011.
  8. ^ Niles, Russ (February 8, 2014). "Mooney Resumes Production Feb. 26". AVweb. Retrieved February 10, 2014.
  9. ^ Ball 1998, pp. 49–52.
  10. ^ Ball 1998, pp. 52–53.
  11. ^ Ball 1998, pp. 57–58.
  12. ^ Ball 1998, pp. 58–59.
  13. ^ Kromer, Bob (n.d.). "Wood Wing Mooneys - Are They Safe?". Retrieved August 6, 2008.{{cite web}}: CS1 maint: year (link)
  14. ^ Federal Aviation Administration (October 1986). "Airworthiness Directive 86-19-10". Retrieved August 6, 2008.
  15. ^ Ball 1998, pp. 60–63.
  16. ^ a b c d e f g h i j k l Czernek, A. (September 2006). "Mooney Model Chronology (1948-2006)". Retrieved July 4, 2008.
  17. ^ Ball 1998, pp. 65–66.
  18. ^ Ball 1998, p. 66.
  19. ^ Ball 1998, pp. 67–73.
  20. ^ "Mooney "PC" Positive Control System". Brittain Industries, Inc. Retrieved August 9, 2017.
  21. ^ Ball 1998, pp. 86–87.
  22. ^ Ball 1998, pp. 103–112.
  23. ^ Ball 1998, pp. 127–134.
  24. ^ Ball 1998, pp. 141–144.
  25. ^ Ball 1998, pp. 145–153.
  26. ^ Ball 1998, pp. 154–160.
  27. ^ Ball 1998, pp. 160–170.
  28. ^ Ball 1998, pp. 175–182.
  29. ^ Ball 1998, pp. 182–185.
  30. ^ Ball 1998, pp. 185–189.
  31. ^ Ball 1998, pp. 190-199.
  32. ^ Ball 1998, pp. 202-205.
  33. ^ Burnside, Jeb (August 2008). "Mooney, Rolls Royce Look At Turbine Single". AVweb. Retrieved October 18, 2011.
  34. ^ a b c "Mooney M20". How It Flies. Retrieved July 24, 2017.
  35. ^ Ball 1998, p. 225.
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  • AOPA Air Safety Foundation, Mooney Aircraft Safety Review, AOPA, U.S.A., 1991
  • Ball, Larry A. (1998). Those Remarkable Mooneys. Indianapolis: Ball Publications. ISBN 0-9641514-9-9.
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