Mooney Acclaim Type S

system comes standard (top). The Gl000 makes a clean, professional-looking panel. Vernier-type engine" controls make for precise inputs (above). Of course, no new airplane would be complete without cup holders. AOPA PILOT· 59· SEPTEM!!ER 2008 SPECSHEET Mooney Acclaim Type 5 Base price: $599,500 Price as tested: $602,400 Specifications Powerplant TCM TSI0-550-G Recommended TBO 2,000 hr Propellers 3·blade Hartzell Length 26 ft 8 in Height 8 ft 6 in Wingspan 36 ft 6 in Wing loading 19.26 Ib/sq ft Power loading 12.03 Ib/hp Seats .4 Cabin length 125 in Cabin width .43.5 in Cabin height .43 in Empty weight... 2,319 Ib Empty weight, as tested 2,330 Ib Max gross weight 3,368 Ib Max landing weight 3,200 Ib Useful load 1,049 Ib Useful load, as tested 1,038 Ib Payload w/full fuel. 479 Ib Payload w/full fuel, as tested 468 Ib Fuel capacity, std ..95 gal (89 gal usable) 570 Ib (534 Ib usable) Fuel capacity, w/opt tanks . ...................... 130 gal (128 gal usable) 780 Ib (768 Ib usable) Oil capacity 8 qt Baggage capacity 120 Ib, 22.6 cu ft Performance 'Takeoff distance, ground roll 1,400 ft Takeoff distance over 50-ft obstacle . ................................ : 2,125 ft Max demonstrated crosswind component. ...................................................... 18 kt Rate of climb 1,350 fpm Max level speed, sea level 186 kt Max level speed, 25,000 f1.. 242 kt AOPA PILOT' 60 . SEPTEMBER 2008 Cruise speed/endurance w/45-min rsv, std fuel (fuel consumption) @ 75% power, best economy, 25,000 f1.. .................... 236 kt/3.72 hr (18.3 gph) Max operating altitude 25,000 ft Service ceiling 25,000 ft Landing distance over 50-ft obstacle ... _... ........................ : _.2,600 ft Landi!lg distance, ground roll 1,920 ft Limiting and Recommended Airspeeds v, (best angle of climb) 85 KIAS Vy (best rate of climb) : 104 KIAS VA (design maneuvering, max gross) . ....................................... _ 127 KIAS V'E (max flap extended) 110 KIAS VlE (max gear extended) 164 KIAS VLO (max gear operating) . Extend : 140 KIAS Retract 106 KIAS VNO (max structural cruising) _.173 KIAS VNE (never exceed) 194 KIAS V. (rotation) 77 KIAS VS1 (stall, clean) 67 KIAS Vso(stall, in landing configuration) . .................................................. 61 KIAS For·more information, contact Mooney Airplane Company, 165 AI Mooney Road North, Kerrville, Texas 78028; 830-896- 6000; www.mooney.com. All specifications are based on manu- facturer's calculations. All performance figures are based on standard day. stan- dard atmosphere, sea level. gross weight conditions unless otherwise noted. Stepping into the cockpit, one can't help but consider the popular notion that Mooneys are small and cramped inside. Here's a newsflash: this one isn't. The cabin is 43.5 inches wide, an inch- and-a-half wider than the Beechcraft Bonanza G36. Although it is five-and- a-half inches narrower than the Cirrus SR22-GTS G3 and six-and-a-half inches narrower than the Cessna 400. Regard- less, the cabin feels plenty wide enough for the average pilot. Head and legroom are also ample. Sitting in the Type S feels like sitting in a Corvette or other sports car. The seating position is reclined with your legs well out in front. It's no wonder that Porsche found Mooney to be the right choice to enter the aircraft market . There's a nice-looking center pedestal that goes to the floor and finishes with two well-positioned cup holders. With the G1000, the panel is clean and well laid out. There are two large screens-a primary flight display and a multifunction display-circuit break- ers, three backup instruments, the boost pump, the master switch, rudder trim, and a few other switches. Leather- wrapped yokes further refine the look. Anyone familiar with the G1000 will have no problem with the Type S panel. There are engine parameters, weather, and map views on the MFD, and full re- visionary capability. Start-up is a simple prime and fire. The big Connie comes on smoothly and with an authoritative deep throaty sig- nature. Vernier controls allow for pre- . cise movements. There's nothing un- . usual about taxiing the Type S, except for the anticipation of all that power. The wonderful part is that the airplane is smooth. The throttle response is in- Overhead switches give the feel of a larger airplane (right). The BMW Designworks interior includes the Mooney symbol stitched into the headrests (above). Amsafe seatbelt airbags are standard in the front. Oxygen controls nestle on the front of the pilot's armrest. stantaneous and without protest. This airplane is not going to belch or lug around the ramp. Once lined up on the runway and ready to go, it's time to get serious. Power is applied smoothly up to the point when the twin turbos kick in. Then it's a slight hesitation before pushing to the stop. By this time if you're not holding the brakes you are off like a rock from a slingshot. On this flight we decided to get a clearance and climb up high to stretch the airplane's legs first, followed by some airwork and landings. We leveled out briefly at 15,000 feet to wait for a clearance and found 213 knots true while burning 21.6 gallons per hour at 70-percent power. That was two knots better than the book said we should have done. Passing FL200, we were still climbing at 900 feet per minute, which we held until leveling off at FL250. This was astounding, given that it was in a piston aircraft at gross weight on a day that was anywhere from 12 to 8 degrees Celsius above standard. While McGee leaned the engine, 1 took some time to look around. It was beautiful. The weather was well below us. Playing in the cold, clear air made me feel as though we were in a personal jet. • The thought of flying that high, that fast, was inspiring. My attention turned back inside as we got close to best power. This was the moment of truth. Would it do the advertised 242 knots? Not today. The book said we should have gotten 240 factoring in the weight and temperature, but we managed an impressive 239. That was on 21.7 gallons per hour. Going lean of peak is where the range really starts to jump. At 16.5 gallons per hour we were still cruising along at 232 knots. That's a bladder-busting 1,100 miles when you factor in climb fuel. To put the speed and range in perspective, a twin-engine turboprop Beechcraft King Air C90GTi is certified to a maximum cruising speed of270 knots true, and a maximum range of 1,321 nautical miles. It's no wonder McGee said he's passed King Airs before in the Type S. For the descent, we deployed the speed brakes and came down at 2,000 feet per minute while staying comfort- ably at the top of the green arc on the airspeed indicator. While speed brakes may be a luxury on other Mooneys, they are a necessity on the Type S. At 11,500 feet we flew some steep turns (nice response, easy to manage), and slow flight, probably the most surpris- ing part of the entire flight. For such a high-performance airplane, you may expect it to be unstable as the speed drops. But the Type S is like a rock in slow flight. Instead of being mushy, the airplane flies crisply and confidently. After airwork it was time to debunk another Mooney myth-that they are difficult to land. Sure, the Type S is not as easy to land as a Cessna 172. But it also has almost double the horsepower and can cruise twice as fast. Speed on final is around 85 knots indicated. The thing to remember is that you have to hit the 85, lest you float the entire way down the runway. With its short, rubber puck gear, the airplane also doesn't like to be forced to the ground. McGee cau- tioned on the speed before we got in the pattern, and said that so long as I held the airplane off until a time of its choos- ing, we would be fine. But, he said, "The first porpoise is trouble, the second go around, and the third will be a prop strike." His advice was to apply up trim almost continuously in the roundout and flare until it almost reached the stop, hopefully at touchdown. It worked like a charm and we landed gently on the mains. Two more passes and I felt completely comfortable with the airplane's landing behavior. With speed brakes, it's possible to have the Type S down and stopped in 2,000 feet, although that's not for beginners. While it's not as forgiving as say, a Bonanza, the airplane lands well when you have the mechanics down correctly. Mooney's new Acclaim Type S is a joy to fly.It's comfortable, efficient, respon- sive, stable, and of course, fast. Mooney may have· not done itself any favors by focusing on speed. In doing so, it has ig- nored other, very favorable aspects of a highly capable airplane. So while Type S may be for speed, it's also for stable, smooth, serene, and sexy. /CSlA E-mail the author ian.twombly@aopa. org. INTERACTIVE ~ AOPA PILOT ONLINE ~ Fly along with Ian Twombly as he takes the Acclaim Type S through its paces on AOPA Pilot Online. www.aopa.org/pilot/mooneyride