Mooney M20R Ovation Weight & Balance

low on the center console, well out of the normal instrument scan. At least the large annunciator panel at the top of the primary radio stack will help you notice system faults quickly. A sec- ond annunciator panel comes with any IFR-ap- proved GPS that you speci- fy; the demonstrator that we flew had a Bendix/King KLN89B. Electrically driven speed brakes are a factory option on the MSE. Deployed from a push button on the left horn of the pilot's yoke, the brakes allow a swift descent at cruise power without any gain in airspeed. They are not, however, as critical an item as on the faster (or turbocharged) models. The MSE doesn't cruise so close to VMO (beginning of the yellow arc) that descents are impossible without gaining an unacceptable amount of airspeed or yanking the power back abruptly. Radio daze Mooney equipped NI080P with an extensive avionics suite, including Ben- dix/King dual nav/coms, IFR GPS, ADF, DME, transponder, and a Terra blind encoder. A KCS55A horizontal situation indicator (HSI) works with the KAP 150 two-axis autopilot and integrates with the GPS for George-flown approaches AOPA PILOT' 50 . SEPTEMBER 1996 - NIOBOP -- ..'IDIIf1.i7 •.••.•.• and smooth, satellite-steered naviga- tion. A BFGoodrich WX900 Stormscope, upgraded Shadin fuel-flow computer (which interfaces with the GPS to pro- vide miles per gallon and fuel at destina- tion, among other things), ORE Sym- phony 468 intercom, and Bose headset round out the package. This forms an amazingly complete assembly of useful boxes, with even the most gadget-loving pilots asking for little additional hard- ware. About all that's missing is a multi- probe engine monitor. Even more amaz- ing is that all these goodies fit into the MSE panel without a hint of crowding or compromise. Other manufacturers could take lessons from the creative types at Mooney about panel packaging. While the thick avionics list marks the gotta-haves, these options really jack up the MSE's bottom line. All told, the avionics bill, added to the MSE's base price of $184,375, accounts for a big chunk of this airplane's $264,735 out-the-door price. Incidentally, since we last looked at the MSE (a 1992 model), the base price has climbed nearly $60,000, in part because of a greater array of standard equipment. A well-endowed avionics rack and snazzy new interior bits have added to the MSE in another way: weight. At 1,968 pounds empty, this MSE is about 200 pounds heavier than earlier 201/MSEs. At least the airplane, thanks to a maximum-gross weight increase to 2,900 pounds (given to the MSE in 1992), still has decent payload. With the twin wing tanks full (for a total of 64 gal- lons usable), there's still enough room in the weight-and-balance envelope for three 170-pound adults and some bag- gage. Moreover, the 548 pounds of full- fuel payload can be distributed about the cabin without great regard for bal- ance; you could load a pair of 200- pounders in the back seat with a light- weight pilot up front and still be within the center-of-gravity limits, if only bare- ly. Finally, given the airplane's typical AOPA PILOT· S I.SEPTEMBER 1996 cruise fuel consumption of 10 gph, you can off-load enough fuel to carry four adults and still have 42 gallons aboard, or about 3.2 hours with an hour's reserve. Sociable climber A 200-hp engine lugging around 2,900 pounds of airplane sounds like the recipe for a lackluster climber, but the MSE comports itself reasonably well. Book values specify a sea-level climb of about 800 fpm at maximum gross weight, tapering to 350 fpm by 8,000 feet; absolute ceiling is around 14,500 feet at this weight. At a more typical loading- two adults and their baggage-the air- plane will ascend at about 925 fpm from sea level and 500 fpm at 8,000 feet. Where the MSE really shines is in the cruise department. With a listed max- cruise speed of 166 knots true at 8,000 feet (on 75 percent power), the MSE does more with 200 hp than anything in the class. Unfortunately, getting this power setting at this altitude calls for wringing the Lycoming 10-360 at maxi- mum speed, 2,700 rpm, where it is noisy and rife with vibration. Most 20l/MSE pilots elect to cruise at 2,500 rpm, which will give 65 percent power at 8,000 feet for 156 KTAS on about 10 gph. If you don't mind the din at 2,600 rpm, the engine will maintain 65 percent power to 10,000 feet, where the MSE will true 160 knots. AOi'A PILOT' 52. SEPTEMBER 1996 Is this the view pilots of most other airplanes get;J Moonev pilots think so. Recanting the rumors Mooneys, in addition to carrying your passengers and you along at a good clip, haul an unusual load of hangar mytholo- gy. They're hard to land, trucklike on the controls, and ready to start a landing-roll porpoise with little baiting. It's true that Mooneys are different-their push rod controls, small ailerons, and generally clean aerodynamic profile make them something of a larger step from lower-rung airplanes than for, say, a Piper Arrow or Cessna Skylane. Spend some time with the marque, however, and what seems like insurmountable quirks turns into merely elements of character. Fly the landing approach at the cor- rect speed and a Mooney will not float for a Texas mile, despite the pilot lounge lore. Yes, the ailerons are heavy at descent velocities, and the roll rate won't make you think "Pitts," but in its favor, the MSE is a capable instrument plat- form with good stability and docile manners at speed. In many ways, the lighter MSE is the nicest-handling of the Mooney clan. Without the added power or weight of the TLS or Ovation, the MSE gets by without a downspring in the ele- vator control; and because it's not as nose-heavy, the MSE is a bit easier to squeak on than the upmarket brethren. Until this year, the MSE had begun to look like the poor sister in the Mooney lineup, overshadowed by the slick Ova- . tion and cloud-topping TLS. But with . new interior amenities, overall excellent build quality, and quiet, persistent development, the MSE has no more excuses to make. As the 201 always has Powerplant Oil capacity Baggage capacity Recommended TBO Propeller 132 KIAS 107 KIAS 174 KIAS 196 KIAS 63 KIAS 56 KIAS 'S {. 'f r a u 'e .d y ~f In been, the MSE is fast, efficient, and the ideal personal transport for those not needing flight-level performance (or the cost associated with the hardware that goes with it). Now the airplane has inte- rior appointments commensurate with more expensive models. 0 Mooney MSE Base price: $184.875 Price as tested: $264.735 Specifications Lycoming IO-360-A3B6D. 200 hp @ 2.700 rpm 2.000 hr McCauley two-blade. constant-speed. 74-inch diameter Length 24 ft 8 in Height 8 ft 4 in Wingspan 36 ft I in Wing area 175 sq ft Wing loading 16.6Ib/sq ft Power loading 14.5 Ib/hp Seats 4 Cabin length 9 ft 6 in Cabin width 43.5 in Cabin height 44.5 in Empty weight. as tested 1.9681b Maximum gross weight 2.9001b Useful load, as tested 932 Ib Payload w/full fuel. as tested 5481b Fuel capacity. std 66.5 gal (64 gal usable) 3991b (384 Ib usable) 8qt 120 lb. 33 cu ft Performance Takeoff distance, ground roll 1,600 ft 'nlkeoff distance over 50-ft obslacle 2,450 ft Max demonstrated crosswind component II kt Rate of climb, sea level 780 fpm Max level speed 168 kt Cruise speed/endurance w/45-min rsv, std fuel (fuel consumption) @ 75% power, best economy 166 kt/5.2 hr 8.000 ft (64.8 pphll0.8 gph) @ 65% power, best economy 160 kt/5.9 hr 10,000 ft (57.6 pph/9.6 gph) @ 55% power, best economy 147 kt17.0 hr 14,000 ft (49.8 pph/8.3 gph) Max operating altitude 18,600 ft Landing distance over 50-ft obstacle 2,100 ft Landing distance. ground roll 640 ft Limiting and Recommended Airspeeds Vx (best angle of climb) 66 KIAS Vy (best rate of climb) 86 KIAS VA (design maneuvering) 118 KIAS VFE (max lIap extended) 112 KIAS VLE (max gear extended) 132 KIAS VLO (max gear operating) Extend Betract V1\0 (rnax structural cruising) Vro:E (never exceed) VS1 (slall, clean) V50 (stall. in landing configuration) For more information, contact Mooney Aircraft. Corporation, Louis Schreiner Field. Kerrl'ille, Texas 78028: telephone 800/456-3033; fax 2/0/896-8/80. All specifications are lJased on manufacturer's calClllations. All performance figures are lJased Oil standard day. standard atlllosphere, sea lel'el. gross weight conditions unless otherwise noted. AOPA PILOT' 54 . 5ErTE~lBER 1996