Mooney M20R Ovation Systems Description

feet. The Mooney sales staff routinely flies Ovations in the mid- to high teens. Apparently many customers intend to use those altitudes, as well. About 30 per- cent of buyers opt for the $4,500 oxygen system. Unlike other Mooneys, the Ovation has no cowl flaps to mess with. While the airplane was flying around Kerrville, where surface temperatures were in the 70s and temps at altitude were about standard, the cylinder head tempera- ture gauge never climbed much above the middle of the green arc. In the cool- er Northeast, the Ovation needed its winterization kit installed. Oil tempera- tures never struggled into the green arc. After leveling off just northeast of Kerrville, the Ovation quickly accelerat- ed. At a 65-percent best-power setting of 20 inches of manifold pressure and 2,400 rpm, the airplane turned in 182 knots true airspeed on 14.3 gallons per Engine eniciencv extolled A perfect match of fuselage and powerplant To many in the general aviation com- munity, the words Mooney and effi- ciencyare synonymous. With a sleek fuselage and flush-riveted surfaces on much of the wing, Mooneys have always extruded more speed per gallon of avgas than any other production airplane. For years, Mooneys have used various 200- and 21O-horsepower engines to deliver speeds that leave many more powerful competitors in the prop wash. Therefore, it was not surprising that some Mooney aficiona- dos gasped when the company intro- duced the Ovation with its big-bore Continental engine. But its 280 hp notwithstanding, the Ovation's Continental IO-550-G engine brings with it a fuel efficiency that a Mooney lover can appreciate. The Continental-claimed fuel specific of 0.38 pounds per horsepower per hour comes in part from the tuned induc- tion system. The engine's induction-air intakes drape across the top of the engine like a tarantula sunning itself on a rock. By equaling the distance the air travels to each of the cylinders, the induction system assures a nearly bal- anced mixture of fuel and air in each cylinder. A more equal fuel/air distribu- tion means a smoother-running engine-which is noticeable in the Ovation-and the ability to lean th.e mixture more aggressively, since all cylinders should peak at about the same fuel flow. Other 10-550 models typically put out 300 to 310 horsepower while turn- ing at 2,700 rpm. Continental limits "''fllItIIIW /IlL LJ"tJ IUI"\';I I\V"''' ••••.•, ••••••••••••• , •••• ¥- ---.---- II the rpm to 2,500 in the -G vari- ant, derating the engine to 280 hp but upping the published TBO to 2,000 hours from 1,700 in other normally aspirated 10-550s. To the Ovation pilot, the de- rating means simplified engine operation. For takeoff, put all the levers forward. They can stay that way through about 5,000 feet ms!. Thereafter, in the climb, a flick of the mixture control every thousand feet or so will keep the exhaust gas temperatures in the blue arc on the EGT gauge. Upon leveling off, the pilot, if desired, can leave the throttle and prop full forward and lean normally. And without any cowl flaps to con- tend with, the Ovation comes about as close to a single-lever power control as you'll find in today's market. - TBH A comprehensive annunciator panel, a host 01redundant systems, a luel totalizer, and the latest in avionics demonstrate the Ovation's modern panel design. While other general aviation manufacturers have been in and out of bankruptcy, quit manufactur- ing light airplanes, or all but ignored their piston lines, Mooney Aircraft has soldiered on through the industry's IS-year doldrums. Three new models-the PFM, TLS, and Ova- tion-have rolled out of the Kerrville,Texas, factory over the last eight years. That's more new piston- powered models than any other manufacturer. Part of the company's sustaining grace is its ver- satile work force. Subcontracting for larger compa- nies now makes up about 25 percent of Mooney's annual revenue. The subcontract work helps the company weather general aviation's notoriously erratic sales cycles, says Jeff Dunbar, Mooney's newly appointed chief operating officer. Until last fall, Dunbar had served as vice pres- ident of sales. When company President Jacques Esculier hired on with AlliedSignallast Septem- ber, Dunbar got the nod from Mooney's French owners to take over the day-to-day aircraft busi- ness. Meanwhile, Bing T. Lantis, a retired entre- preneur, was hired as president and chief execu- tive officer. Lantis says his biggest challenge is expanding the subcontracting business and seeking new areas of growth for the airplane manufacturing. Currently, Mooney is involved in a subcontracting deal through E-Systems. E- Systems won a major contract to overhaul the U.S. Navy's aging Lockheed P-3 Orion fleet. Mooney's task as a subcontractor is to build parts for the 1'-3 's tail surfaces. The P-3's horizontal stabilizer is as large as a Mooney's wing, Dunbar notes. In addition, Mooney builds some 2,500 part numbers for Boeing, 500 parts for Lockheed F-16s, and additional parts for Bell Helicopter. Dunbar, 44, came to Mooney from his family's business in Ohio after spending six years in the Air Force as a ground radar operator. Dunbar regularly used general avi- ation aircraft in his work with the family's mobile-crane manufacturing business. In 1988, he joined Mooney as a regional sales manager in Ohio. He later handled sales in the New England region before going to the factory as v.P. of sales in 1992. Lantis, meanwhile, joined rvlooney management out of retirement. The 49-. year-old California native recently sold his interest in The Lantis Corporation, manufacturer of airline containers and pallet loaders. Since he earned his pilot certificate at age 22 he has owned a variety of aircraft that he used for personal and business flying. But prior to accepting his new position, he had never flown a Mooney nor been to the Mooney factory. His current airplane is a Beech B36TC Bonanza. "That's for sale," he assures. He now has eyes only for a TLS. - TBH hour, as reported by the Shadin fuel computer. At that consumption rate, the airplane could remain aloft for almost six hours, enough time to cover about 1,100 miles. On an earlier flight at a heavier weight down at 9,500 feet msl, the Ovation turned in 185 KTASon 15.5 gph-a 75-percent power setting. I spent the time over Texas, Loui- siana, and Mississippi learning the Ova- tion's sophisticated avionics panel and marveling at how the company has been able to improve on the airplane's design over the years. I've flown a mid- 1960s Mooney a few times. It's efficient and simple, but a bit austere. The day before I visited Kerrville, Bob Overmyer, AOPA Pilot's new columnist. allowed me to fly his 1978 Mooney 201 in the Houston area. His is a nice airplane that meets his needs well. However, in the 18 years since Overmyer's 201 was built, Mooney has done a remarkable job of improving the comfort and equip- ment in its airplanes. No longer do you sit low in the airplane with legs stretched horizontally. In modern Mooneys, the pilot sits more upright, with knees bent. Mooney de-buted a new style of interior with the Ovation, one that has subse- quently been adapted for the TLS and, just this year, for the MSE. The leather interior with its smooth, cloth-covered overhead panels gives the airplane a more spacious, airy feel. as do the larger windows. Additional soundproofing re- duces interior noise. An overhead panel for lighting switches helps to declutter the instrument panel and gives the inte- rior an airliner look. Getting down Like other sleek, high-performance air- planes, the Ovation will go down or slow down, but it won't go down and slow down without dramatically decreasing power or deploying speed brakes. Fortu- nately, Mooney provides speed brakes as standard equipment on the Ovation. The electrically actuated speed brakes deploy from the top of the wing with the push of a button on the pilot's yoke. They can be deployed at any speed up to VNE' Anticipating the usual slam-dunk visual approach from Washington- Dulles Approach Control, I began slow- ing the Ovation 20 miles from Frederick. Ten miles out, with the airport in sight and still at 4,000 feet, I canceled IFR with Dulles, deployed the speed brakes, and managed a 1,500-fpm descent without any increase in airspeed or further reduction in power, all the while keeping the CHTs well into the green arc. AOPA PILOT' 46· FEIIHUARY 1996 By the time I crossed the last of the Catoctin Mountains west of Frederick, it was about 10 p.m. local time. The strong westerly winds that had given me groundspeeds of more than 200 knots during the last leg demanded a landing on Frederick's Runway 30. Down low, the wind kicked up turbulence that the Mooney, with its high wing loading, tol- erated well. Even in the gusts, I man- The new faces of Moonev Aircran New airplanes still the charge aged a respectable landing, disproving the myth that Mooneys can be a chal- lenge to land. Nail the proper approach speed and you can put it down on the numbers every time. Come in too fast and you'll float-true of any airplane. The trip showcased the Ovation's capabilities. Conduct a day's business and then fly home across half a conti- nent in time to catch the late news. The Mooney COO Jeff Dunbar Mooney President and CEO Bing T. Lantis .J Powerplant Oil capacity Baggage capacity Length Height Wingspan Wing area Wing loading Power loading Seats Cabin length Cabin width Cabin height Empty weight Empty weight, as tested Max gross weight Useful load Useful load. as tested Payload w/full fuel Payload w/full fuel, as tested Max takeoff weight Max landing weight Fuel capacity. std airplane's sophisticated avionics and autopilot ease pilot workload; the redundant systems provide peace of mind. All this on your own schedule and with the satisfaction of having done it yourself. Not a bad way to go. D Mooney M20R Ovation Base price: $225,750 Price as tested: $318,120 Specifications ContinentaIIO-550-G, 280 hp @ 2,500 rpm Recommended TBO 2.000 hr Propeller McCauley three-blade, constant- speed, n-inch diameter 26 ft 9 in 8ft 4 in 36 ft I in 175sqft 19.3Ib/sq ft 12.0Ib/hp 4 10 ft 6 in 3 ft 8 in 3 ft9 in 2,225 Ih 2,3381h 3,368 Ib 1,1431b 1,0301b 6091b 500lb 3,368 Ib 3,200 Ib 95 gal (89 gal usable) 570 Ib (534 Ib usable) B qt 120 Ib, 20.9 cu ft Performance Takeoff distance, ground roll 'Ii!keoff distance over 50-ft obstacle Rate of climb, sea level Max cruise speed, 9,000 ft Cruise speed/endurance w/45-min rsv (fuel consumption) @ 75% power, 9,000 ft, best power IB4 kt/4.9 hr (94.2 pph/ 15.7 gph) @65% power, 14,000 ft, best power IBI kt/5.6 hr (B4pph!l4 gph) 20,000 ft 1,600 ft 1,000 ft Service ceiling Landing distance over 50-ft obstacle Landing distance, ground roll 900ft 700 ft 1,200 fpm 190 kt VNO (max structural cruising) VNE (never exceed) VS1 (stall, clean) Vso (stall, in landing configuration) Limiting and Recommended Airspeeds Vx (best angle of climb) B5 KIAS Vy (best rate of climb) 105 KIAS VA (design maneuvering) 127 KIAS VFE (max flap extended) 110 KIAS VI.E (max gear extended) 165 KIAS VI.O (max gear operating) Extend 140 KIAS Hetract 106 KIAS 174 KIAS 196 KIAS 66 KIAS 59 KIAS For more information, contact Mooney Aircraft, Louis Schreiner Field, Kerrville, Texas 78U28; tele- phone 800/456-3U33, fax 210/896-8180. All specifications are hosed onmanufaclllrer~, calculations. All performance figures are hosed on standard day, standard atmosphere, sea level, gross weight conditions unless otherwise noted. Aom PILOT· 49 . HBHUAHY 1996