mooney m20c cruise speed

Mooney M20c Guide and Specs: Is It A Reliable Aircraft?

Table of Contents

Introduction

General aviation is still going strong in 2022, and the Mooney M20c is no exception. With exceptional capabilities in range and better engine cooling, the M20c model is one of the many Mooneys that are still being flown today. 

Taking a look at a guide and reviewing specs is important when it comes to considering the Mooney M20c. Since there are so many aircraft out on the market, comparing specs will ensure that you consider all of the information provided about certain aircraft.

As a general aviation fan favorite, the Mooney is a model of aircraft that is easy to find and reliable, all while being easy to maintain with access to parts and tools. The M20c is a short 4 seater aircraft that has fans boasting about its speed and reliability. 

1961/ Mooney/ M20c Specs

The Mooney M20c model was recently released after its predecessor, the M20b, with a range of improvements. These improvements were designed to aid the general aviation pilot and included better deflection of the controls, a new battery access door, a powerful landing light, and an upgraded floor. 

This allowed an increased gross weight to that of 2,575lbs. By having an increased gross weight, improvements were able to be made to the instrument panel, allowing more features that the pilot can utilize.  

These improvements also made the aircraft more efficient. With better instruments and improvements on the fuselage, the M20c is able to fly a further distance with less fuel burn. 

M20c/ Prices

Although there are many Mooney’s out in the world, many of their owners are so in love they are unlikely to part with them. As a result, an M20c tends to be more on the pricier side, and the inflation prices in 2021 do not help.

At the moment, you can purchase an older M20c for 40,000$-60,000$ USD, depending on the time on the airframe and engine. An airplane with more engine time will sell for less, but it will require an expensive overhaul sooner. 

It’s also often more beneficial to pay a bit more money for an aircraft that is in better condition. While some people have a hobby of rebuilding and restoring aircraft, it can be much more costly as the cost of maintenance must be included with the price of the parts. 

A younger model M20c will be even more costly and can cost up to 90,000$USD depending on the time on the airframe and the avionics systems that are installed. 

M20c/ Performance and Handling

Many Mooney owners choose this aircraft based on its capabilities. The M20c has a powerful Lycoming engine that can range from 180-200hp, which, combined with the shorter body, results in an exponential increase in speed, ranging from a cruise speed of 150 to 170 kts. 

This powerful amount of speed means the Mooney can travel long distances in a short amount of time. The M20c can travel up to 650 miles on its average fuel consumption and can push an additional 9 miles when being flown economically. 

The M20c will consume its fuel at a healthy pace. The short body and lightweight mean that the M20c won’t over consume gas and will average about 12.4 gallons of fuel burned per hour, allowing more range.

Mooney / M20c Maintenance Schedule

As general aviation aircraft that are flying privately only require an annual inspection, there are quite a few items or airworthiness directives on the Mooney M20c that would require your attention. 

Airworthiness directives are found on the FAA website and must be complied with by a certain date. These directives can be extremely costly or on the cheaper side, depending on the condition of the M20c. 

Most Mooneys are well maintained and are strong aircraft, with little issues when things break. Nonetheless, be prepared to complete the propeller, engine, magnetos, fuel pumps, and battery maintenance. Because they are not Mooney exclusive parts, they tend to go more quickly. 

Be sure to check spinners and props for cracks and scrapes. They are expensive to replace but, when caught early, can be a simple fix. Engine baffles are also common to break, so be sure to keep an eye on them as well.

M20c / Modifications and Upgrades

The M20c has many supplemental type certificates, also known as STCs. These STCs allow modifications to be made to the aircraft for better performance. 

Many flap modifications are available to the M20c. These modifications focus on streamlining the wings to approve airflow and improve speed and fuel consumption. Speed increases can range from 0.5 to 1.0 mph and can cost anywhere from 50$ to 500$.

Because the M20c has a dual windshield system, there is an upgrade for a single window. The upgrade improves soundproofing and visibility, improving the comfort of the pilot in the cockpit. 

Of course, many people enjoy more power in their aircraft. There is a modification where you can upgrade to a 200 hp Lycoming engine if your M20c is not already equipped with it. This conversion can be costly as it replaces the entire engine of the aircraft, but the benefits of having the additional power are significant. 

M20c/ Where to Find Replacement Parts

As Mooneys have grown in popularity over the years, their parts have become more widely available. You can purchase new, secondhand, or even salvaged parts from different websites or aircraft owners.

By checking the Mooney online forums and clubs, you will easily be able to find those who sell parts or those who can recommend a place to buy said parts. You can also purchase new from online service stores or through your mechanic.

It is important to keep in mind that while secondhand parts can be cheaper than buying new, these parts need to meet a certain level of airworthiness before they can be installed in the aircraft.

Parts also have a shelf life based on hours the aircraft has flown, so buying a used part may be cheaper but will have to be replaced sooner than if it were new even if it is in good condition. 

M20c/ Model Common Problems

Luckily the M20c is a design that doesn’t have any issues with itself other than your usual wear and tear. If there is an issue with a part, more often than not, it has been manufactured by another company. 

The M20c was designed for better cooling, but it is good to keep track of the engine temperatures. Due to its low wing and higher speeds, it’s also easy to overspeed the aircraft’s flaps or be taken by surprise by its quick handling. 

One issue that can be found in an M20c that was not well looked after is the possibility of fuel leaks in the wing tanks. Resealing the wing tanks solves this issue and should prevent any further leaks. 

M20c/ Insurance Options

Insurance is based on several factors, such as pilot experience and aircraft type. Liability coverage is the basic insurance covering only the pilot and is mandatory. Meanwhile, hull coverage, and not in motion hull coverage, are chosen by the one insuring. 

Hull coverage is about damage taken by the aircraft itself. Not in motion, hull coverage means hull coverage that is only applicable to when the aircraft is not in motion, like when it is parked. 

Because of their age and stability, an experienced pilot with many hours can become insured on an M20c for as little as 600$ on an annual premium, depending on the insurance company. 

A less experienced pilot who hasn’t owned an aircraft before can expect much more, sometimes with premiums of up to 1200$. 

M20c/ Model Resale Value

Luckily the Mooneys popularity does not decrease over time. Once reaching a certain age, aircraft maintain their value, so the M20c is guaranteed to give you a return of at least 30,000$ when you decide to sell.

By maintaining the aircraft and including upgrades, and having a low engine time by completing an overhaul, the M20c can sell for the same price that you bought it. This makes purchasing an aircraft like the M20c very appealing for building flight hours, as you will get back the money you’ve put into the aircraft. 

M20c/ Owner Reviews

Mooney is already a well-received name throughout the pilot community, and any of the M20 models are no exception. They are known for their speed and durability, and owners often talk about how they fell in love at first sight. 

The M20c also has an icon, and a Mooney can be recognized even by those who aren’t as interested in general aviation aircraft. Because of this, the M20 series has a very large fan following of both pilots and non-aviators. 

Although there are many M20cs still being flown today, they are becoming increasingly hard to come by as those who own them do not want to part with them. Their excellent stability and all-metal surface make them a favorite that many struggle to part with. 

M20c/ Similar Aircraft

If you are looking for an M20c and can’t find one, then there are a couple of options available to you in terms of other aircraft. 

Of course, you can stick with the name Mooney . The model M20e boasts all the same characteristics as the M20c. However, it comes already installed with the 200 hp Lycoming engine. It was known as the “Super 21” model and once again rose the popularity of Mooneys.

Another option would be the ever-well-known Beechcraft Bonanza. The earlier models of the Bonanza carry a similar amount of power and fuel burn as the M20c. Also falling in the same price range, or sometimes a little less, you can easily find one of the many Bonanzas around today at an affordable price point.  

M20c/ Clubs You can Join

Do not hesitate to join the largest Mooney club at www.mooneyspace.com , where you’ll find several forums and resources that will aid you in the Mooney ownership journey. Owners will share anything from checklists to maintenance advice and is a valuable resource for new Mooney proprietors.

There is also the Mooney Pilots Facebook group, a free club to join that provides a space for Mooney owners from all over the world to converse and share photos of their pride and joy.

FAQ: Frequently Asked Questions

Question: what is the mooney m20c service ceiling.

Answer: The service ceiling for the Mooney M20c is 17,200 feet. Of course, this attitude would not be what you used regularly. When flying over 10,000 feet, you need to have oxygen on board and wearing a mask that provides you a steady supply of oxygen throughout the time spent at that height.

Question: Why is the Mooney M20c so Fast?

Answer: The Mooney was designed with speed in mind. Because of this, great care is put into the M20cs aerodynamics, allowing the air to pass over the aircraft more easily. This lets the aircraft fly much quicker through the air and burn less fuel, increasing its speed and distance. The M20c is also made to be quite light, with a shorter cabin, and the lack of weight allows it to fly more quickly. 

Question: How Many Passengers Fit in the Mooney M20c?

Answer: The M20c can comfortably fit 4 people, including the pilot. Children under the age of 2 should be held for the duration of the flight for the most amount of safety. Weight restrictions might create a scenario where you can not take 4 people and baggage, so either a person or some bags will need to be left behind or taken on a different flight. 

Question: The M20c is an Older Airplane; is it Safe?

Answer: Aircraft go through regular maintenance; every part is inspected for damage and replaced when it expired. This way, older aircraft are well maintained and are still airworthy to this day. General aviation aircraft also have to go through an annual inspection. Every year the aircraft will be completely disassembled for this inspection as a certified mechanic examines every part of the aircraft.

Research Citations

https://www.aopa.org/go-fly/aircraft-and-ownership/aircraft-fact-sheets/mooney-m20

https://www.controller.com/listings/for-sale/mooney/m20c/aircraft

https://www.globalair.com/aircraft-for-sale/Specifications?specid=56

https://lasar.com/buyers-guide

https://www.flyingmag.com/aircraft/pistons/mooney-makeover-buying-airplane/

• Latest Posts

• Cessna 310r Guide and Specs - October 26, 2021
• Piper Meridian Guide and Specs - October 18, 2021
• Piper Lance Guide and Specs: Is The Piper PA-32R Worth It? - October 11, 2021

Leave a Comment Cancel Reply

Your email address will not be published. Required fields are marked *

Save my name, email, and website in this browser for the next time I comment.

Mooney M20 (Everything to Know on the Low Wing Speedster)

“Make it strong. Make it simple. Make it fast.”

To this day these are the Mooney Airplane Company’s words to live by as they design their legendary aircraft. The Mooney mentality has developed quite a following with Mooney aficionados - self-described as “Mooniacs.”

One of the Mooniacs’ aircraft of choice is the Mooney M20 because what pilot would say no to a plane that promises and actually delivers increased speed with a fuel-sipping appetite? This is the hallmark of Mooney’s well-loved low wing speedster which still had two variants in production more than 65 years after the original model debuted.

Thanks to modern technology and ceaseless innovation, Mooney Airplane Company remains devoted to its core values, making certain that each M20 model embodies robustness, straightforwardness, and tremendous speed.

Today we will look back at how the Mooney M20 got its beginning, what makes it so distinctive, and how you too can be the owner of one of the many M20 variants.

History of Mooney Airplane Company

Mooney in 1929

The Mooney Airplane Corporation was founded by brothers Albert and Arthur Mooney who had worked for another aircraft manufacturer and wanted to branch out on their own. Unfortunately, the company filed for bankruptcy a year later thanks to the Great Depression. The brothers went back to work for another aviation manufacturer until after World War II.

Mooney in 1948

The brothers restarted the company as Mooney Aircraft Incorporated. They started out with the single-place Mooney Mite M-18 before branching out to the four-place M20 which would generate multiple variant spinoffs.

The M22 Mustang was next up although it was unsuccessful. The subsequent MU-2 and Aircoupe production rights also failed to generate significant income, and the company went bankrupt in 1969. During the early 1970s, the Mooney line was continued through a series of sales to various other entities.

Mooney in 1976

The new M20J 201 and its turbocharged version, the M20K 231, were released and generated the financial success that Mooney had been hoping for. Then the recession of the early 1980s hit and sales fell again though the design team continued to improve the 201 and 231 aircraft. With the company in trouble again, it was sold to from buyer to buyer with the M20M TLS and 201AT trainer being produced in the late 1980s.

Mooney in the 90’s & Early 2000’s

The ‘90s were another slow decade for Mooney with not much traction although the M201J 201, M20R Ovation, M20M Bravo, and M20K Encore were all in production. Mooney went through bankruptcy yet another time in 2001 and its assets were again shuffled through a series of buyers. Eventually in 2004, Mooney became a publicly traded company and Gretchen L. Jahn became Mooney’s CEO – the first female CEO of a United States aircraft manufacturer. The new M20TN Acclaim, the Ovation2 GX and Bravo GX were all released between 2004 and 2006 with the M20TN Acclaim Type S following in late 2007.

The 2008 recession called for extreme cuts and layoffs. By April of 2010, Mooney had gone 18 months without producing a single aircraft thanks to a backlog of unsold planes. Throughout the next decade, Mooney continued to be in a state of flux. It was sold several more times and produced limited aircraft during this period although it did release the new M20V Acclaim Ultra and M20U Ovation Ultra. As of January 2020, Mooney’s future is again uncertain, and it is said to be seeking investors.

The company itself may have experienced plenty of ups and downs, but despite that, many of its aircraft, especially from the M20 line have excelled. To date, Mooney Aircraft Company has been awarded 21 type certificates, has produced 12,000 aircraft, and holds 130 world speed and altitude records.

(source: wikipedia.org   )

Designing the mooney m20.

The 20 th Al Mooney aircraft design was appropriately christened the Mooney M20. It became his most successful design and included many variants spanning over 65 years.

The Mooney M20 got its start as an expansion of the M-18 Mite – a single place low-wing monoplane with retractable tricycle landing gear. The M-18 was marketed as a personal airplane for World War II fighter pilots following the war. Those pilots may have appreciated flying the Mite, but the single seat nature of the aircraft inherently limited the market. The Baby Boom was on, and these pilots were having families. If they wanted to take their wife and kids on an airborne adventure with them, they would need a bigger plane. Production of the M18 Mite wrapped in 1954, and the new M20 made its first flight the following year in 1955.

The premise of the M20 was to provide a four-place private plane capable of fast speeds with limited fuel consumption. The original M20 and the first variant, the M20A, both included wooden construction in the wings and tail. Following multiple in-flight breakups of water damaged wood tails, Mooney issued Mooney Service Bulletin M20-170A which corresponded to FAA Airworthiness Directive 86-19.10. All existing M20s would have their wooden components replaced with metal, and going forward, future M20 aircraft would utilize an all-metal construction.

Distinctive Design Features of the Mooney M20

The Mooney M20 line is known for including features that optimize speed and fuel efficiency. Here is what to look for in the latest Mooney designs.

Laminar Wings

The laminar wings of the M20 are inspired by the P-51 Mustang fighter planes. They are engineered for decreased drag and optimum fuel efficiency.

Carry-Through Wing Spar

Both the structural stability and the ride quality get a lift with the M20’s unique to its class carry-through wing spar. A single spar runs from wingtip to wingtip offering strength and a smooth ride.

Steel-Tube Cabin Frame

Safety is another tenant of Mooney construction and it is apparent in the 4130 Chromoly high-strength steel cage that encloses the cockpit of current M20 models.

Lowest Flat Plate Drag Area

One of the keys to Mooney’s fuel efficiency is maximizing the aerodynamics of the aircraft. The M20 has this down to a science with the current models’ flat plate drag area being roughly the equivalent to a typical computer screen.

All-Trimming Tail

From the start, the M20 has had a rather unique tail for its class. The all-trimming tail, Mooney notes, is a “strong and efficient design [that] is usually found only on turbine aircraft.” This tail configuration maximizes aircraft controllability in high angle of attack situations while eliminating trim tab drag.

Flying the Mooney M20

In real life operations, pilots have overall been very pleased with the performance of their Mooney M20s. Pilot Don Lojek owns a 1965 M20C which he has logged over 1,950 hours in. Don estimates that his M20C burns an average of just 8.1 gallons per hour. Don notes that the low seats in the M20 make you “really feel like you are a part of the airplane or vice versa.” Don’s longest non-stop flight was a 690-mile jaunt from Burbank to Boise which he made in 4.5 hours. Maintenance has been minimal, and Don continues to enjoy his M20. The only caveats he notes is that the CG loading “is a little tricky.”

Other pilots have commented that the M20 tends to float down the runway on landing and that without large flaps, the M20 is not really designed for short-field operations. The low seat can take some getting used to, especially for shorter pilots.

Variants of the Mooney M20

The original M20 was produced from 1955 until 1958 when the first variant was released. Since then, the M20 series has given rise to seventeen different variants. The M20 series has come in three fuselage lengths throughout its production run. The short body and medium body models are no longer being made, but two long body models were still in production through 2019.

The first M20 variant, released in 1958 and produced through 1960, upgraded the original 150 horsepower engine to a more powerful 180 horsepower model.

Marking the shift away from wooden components, the M20B was an all-metal aluminum construction released in 1960.

The M20C (also called the Mark 21 or Ranger) debuted in 1962 and was produced until 1978. The M20C included multiple significant improvements over previous M20s, and it became the most produced variant in the M20 series of aircraft, accounting for over a third of the pre-M20J model aircraft.

The M20C modified the existing control surfaces to allow for greater deflection control. The maximum flap angle was increased to 33 degrees. The M20C’s engine cooled more efficiently than previous variants thanks to reduced cowl flap openings. Other highlights of the M20C included a lighter empty weight paired with an increased gross weight thanks to a lightweight floor design.  

The M20D was a modified M20C designed to be marketed as a trainer plane capable of competing with the Piper Cherokee 180. The M20D, released in 1963, featured a fixed-pitch propeller and fixed landing gear, though it could be upgraded with retractable gear. Production on the M20D lasted until 1966.

The M21E or Super 21 was modeled after the M20C but housed an upgraded 200-horsepower Lycoming engine when it made its 1964 debut.

The Executive 21, as the 1966 new model M21F was called, marked the first increase in fuselage length. That additional 1 foot of length was used to add 10 inches of legroom plus a third window to the cabin. The extra length called for 12 additional gallons of fuel capacity and corresponded to a 165-pound increase in gross weight.

The M20G Statesman extended the length of the M20C and included a carbureted 180 hp engine. A year after its 1968 release, Mooney started making electric landing gear and flaps standard for all planes. The M20G was produced until 1970.

1977 saw the release of the M20J also known as the Mooney 201 to denote its top speed of 201 mph. The M20J featured an improved aerodynamic shape and a 200 hp engine that earned it second place in the M20 series popularity contest, coming in right behind the M20C. The M20C was produced until 1998 and is sometimes also referred to as the Mooney 205.

The M20K, also known as the Mooney 231, was produced from 1979 until 1998. This turbocharged model housed a Continental TSI0-360-GB engine. The substitution of an intercooled engine in 1986 fixed temperature problems inherent to the original M20K and allowed the aircraft to achieve a 252-mph top speed. This sub-variant was called the Mooney 252.

The first long-body M20 arrived in 1998 with the M20L. This variant housed a unique Porsche PFM 3200 N03 217 horsepower engine. The Mooney PFM was produced through 1990.

The M20M, also called the M20M TLS (Turbocharged Lycoming Sabre) was produced from 1989 until 2006 had a 270-horsepower turbocharged engine and 3-blade propeller.

The 1994 M20R was awarded the distinction of being named Flying Magazine’s single-engine plane of the year upon its debut. The Ovation houses a 280-horsepower normally aspirated Continental IO-550-G engine in a long body fuselage.

The Eagle, as the M20S was called, was introduced in 1999 with a 244-horsepower Continental IO-550-G engine. Its partner, the Eagle 2 arrived in 2001 with a 3-blade prop and 100-pound increase to gross weight.

The Predator was a canopy-equipped single prototype plane built in 1991 for the USAF Enhanced Flight Screener competition. This variant was never developed or certified for production.

The Acclaim was released in 2006 with a turbonormalized Continental TSI0-550-G engine as a replacement for the retiring M20M.

The Ovation Ultra debuted in 2016 and is a spin-off of the M20R. It has a pilot-side door and the forward fuselage is made of a composite shell rather than the aluminum skin that has traditionally been used. Soft motor mounts dampen the engine vibration for a more comfortable ride.

The Acclaim Ultra has many of the same new features as the M20U, but it was developed from the M20TN. When it was certified, the Acclaim Ultra officially became the fastest piston single in the world .

Purchasing a Mooney M20

Mooney owners are a proud and dedicated group who enjoy getting together with other “Mooniacs.” They network through a members-only Mooney Aircraft Pilots Association . Of the over 11,000 Mooney M20s produced, more than 6,700 are still FAA-registered. A few hundred M20s have migrated to other countries like the United Kingdom and Canada.

There are plenty of online listings for available used Mooney M20s, with the M20C being the most prevalent due in part to its higher production numbers. Expect to find an M20C for $30k - $50k.

The latest models – the Ovation Ultra M20U and the Acclaim Ultra M20V – were available new directly through Mooney until they suspended operations in January 2020. The Ovation Ultra was retailing for $689,000 and the Acclaim Ultra was listed at $769,000.

Since the current models both went into production in 2016, there are a limited number of used planes on the market with prices just slightly below original retail.

Mooney M20C Specifications

• Engine: Lycoming O-360-A1D
• Horsepower: 180 hp
• Propeller: Hartzell 2-blade constant speed
• Length: 23 feet 2 inches
• Height: 8 feet 4 inches
• Wingspan: 35 feet
• Wing Area: 174 square feet
• Empty Weight: 1,526 pounds
• Gross Weight: 2,575 pounds
• Maximum Takeoff Weight: 2,575 pounds
• Maximum Landing Weight: 2,575 pounds
• Useful Load (with full fuel): 750 pounds
• Maximum Useful Load: 1,050 pounds
• Baggage Capacity: 120 pounds
• Fuel Capacity: 52 gallons

Mooney M20C Performance

• Takeoff Distance Ground Roll: 815 feet
• Takeoff Over 50 ft. Obstacle: 1,250 feet
• Rate of Climb, Sea Level: 800 feet per minute
• Top Speed: 174 kts
• Cruise Speed: 158 kts
• Stall Speed: 50 kts
• Fuel Consumption: 8.5 gallons per hour at 75% power
• Max Range: 659 nautical miles
• Service Ceiling: 17,200 feet
• Landing Ground Roll: 595 feet
• Landing Over 50 ft. Obstacle: 1,550 feet

Mooney M20U Ovation Ultra Specifications

• Engine: Continental IO-550-G
• Horsepower: 310 hp Normally Aspirated
• Propeller: Hartzell Scimitar 3-blade
• Length: 26 feet 8 inches
• Wingspan: 36 feet 6 inches
• Maximum Ramp Weight: 3,380 pounds
• Maximum Takeoff Weight: 3,368 pounds
• Useful Load: 1,026 pounds
• Fuel Capacity: 100 gallons

Mooney M20U Ovation Ultra Performance

• Takeoff Over 50 ft. Obstacle: 1,600 feet
• Rate of Climb, Sea Level: 1,300 feet per minute
• Top Speed: 197 kts
• Cruise Speed: 197 kts
• Max Range: 1,450 nautical miles
• Service Ceiling: 20,000 feet
• Landing Over 50 ft. Obstacle: 2,500 feet

Mooney M20V Acclaim Ultra Specifications

• Engine: Continental TSIO-550-G
• Horsepower: 280 hp Intercooled twin-turbo
• Wingspan: 36 feet, 6 inches
• Empty Weight: 2,380 pounds
• Maximum Gross Weight: 3,368 pounds
• Useful Load: 975 pounds

Mooney M20V Acclaim Ultra Performance

• Takeoff Over 50 ft. Obstacle: 2,100 feet
• Rate of Climb, Sea Level: 1,375 feet per minute
• Top Speed: 242 kts
• Cruise Speed: 175 kts
• Stall Speed: 56 kts
• Fuel Consumption: 20.3 gallons per hour
• Max Range: 1,275 nautical miles
• Service Ceiling: 25,000
• Landing Over 50 ft. Obstacle: 2,650 feet

Thinking about buying a plane? Check out our  Flight Training Material: Maintenance & Ownership   collection.

Are any mooneys mite have adjustable rudder pedals,,had to ask ??

Daniel Wall

@ Bruce, that is a typo but funny thing… many sites have that listed.

This is from another site:

Operating Weights Max T/O Weight: 2575 Lb Max Landing Weight: 2575 Lb Operating Weight: 1800 Lb Fuel Capacity: 312 lbs Lb Payload W/Full Fuel: 463 Lb Max Payload: 775 Lb

Bruce Ponder

M20C specifications: Empty Weight: 1,526 pounds Gross Weight: 2,575 pounds Maximum Takeoff Weight: 2,575 pounds Maximum Landing Weight: 1,525 pounds Is the Maximum Landing Weight really 1 pound less than the empty weight?

Leave a comment

All comments are moderated before being published

Featured products

ENTHUSIASTS & PILOTS - JOIN & SAVE!

100% free, Unsubscribe any time!

Latest Blog Posts

How to Master Airport Traffic Patterns for Student Pilots

Reinventing Experimental Aircraft with Veloce Planes

As a private pilot, it's likely that one of your main motivations was to avoid the long lines at the airport and have the freedom to fly anywhere you desire. But did you know that you can also construct your very own aircraft?

Homebuilt aircraft are becoming more and more popular these days with several different experimental aircraft kits on the market.

I had the opportunity to interview the Owner of Veloce, Dr. Jamie Fettig on how he's revolutionizing the market by creating a twin-engine DIY plane kit!

Intrigued? Read on for more!

Getting Your Drone License: An Easy Step-by-Step Guide

Did you know that if you intend to use your drone for commercial-related work you need a remote pilot certificate? Did you know that even recreational flyers need to pass a safety test? Many don't! You're required to pass a part 107 test in order to become an FAA-certified drone pilot.

But how exactly is this accomplished? We'll share with you all the steps you need whether you're interested in drones recreationally or want to get your drone license to build a lucrative career as a remote pilot!

• Opens in a new window.

• Manufacturers
• MOONEY M20C Mark 21

What feature of our site is most important to you?

• Aircraft for sale
• Operating Costs
• Performance Specs
• Used Aircraft Values
• Aircraft Sales and Accident History

1962 - 1968 MOONEY M20C Mark 21

Log in to compare." data-placement="left" data-activity="click on '+ add to compare mooney m20c mark 21'" > view comparison.

Single engine piston aircraft with retractable landing gear. The M20C Mark 21 seats up to 3 passengers plus 1 pilot.

View 192 MOONEY M20 For Sale

PAPI™ Price Estimate

Market stats.

Performance specifications

Horsepower:

Best Cruise Speed:

Best Range (i):

Fuel Burn @ 75%:

Stall Speed:

Rate of climb:

Takeoff distance:

Landing distance:

Takeoff distance over 50ft obstacle:

Landing distance over 50ft obstacle:

Gross Weight:

Empty Weight:

Fuel capacity:

Ownership Costs 1962

Total cost of ownership:.

Total Fixed Cost:

Total Variable Cost:

Total Fixed Cost

Annual inspection cost:

Weather service:

Refurbishing and modernization:

Depreciation:

Total Variable Cost ( 101.3 Hrs ) Cost Per Hour = $89.92 Cost Per Mile = $0.57

Fuel cost per hour: (10.0 gallons/hr @ $5.40/gal)

Oil cost per hour:

Overhaul reserves:

Hourly maintenance:

Misc: landing, parking, supplies, catering, etc

Engine (x1)

Manufacturer:

Overhaul (HT):

Years before overhaul:

Also Consider

Mooney m20g statesman (1968 - 1970).

Typical Price: $70,511.00 Total Cost of Ownership: $15,476.27 Best Cruise: 147 KIAS ( 11 ) Best Range: 627 NM ( 32 ) Fuelburn: 10.0 GPH ( 0.0 )

Adjust ownership costs parameters

• Cost Per Mile
• Cost Per Hour

Leave Us Feedback PlanePhD is only as good as its community. Everyone wins if you share.

Please tell us: - Features that would be useful to you. - Aircraft data that you believe is inaccurate or have specific experiences. - Aircraft specific reviews and articles. Please send us your experiences on your aircraft. - Send us pictures of your plane. - Use this form or email to reach out to us: [email protected]

Thank you for contacting us!

One of our Planephd Experts will be in touch with you shortly.

Piper PA-18 Super Cub

Mooney m20: more speed, less fuel.

By Crista Worthy with Don Lojek

Mooney aficionados tend to come from that portion of the pilot population that values speed over nearly all else. A friend of mine (who also drove a Dodge Viper for a while) bought an Ovation so he could get to the Sun Valley ski slopes as quickly as possible from his base in Los Angeles. But these newer Mooneys cost a bundle so let’s focus on some classic Mooneys that still deliver good speed without stripping your wallet.

For decades, “Mooniacs,” as some Mooney fans call themselves, have favored the brand that promised and delivered speed while sipping fuel. For the budget-minded pilot who’s tired of bumbling along in an old 172 at 110 knots, the idea of cruising at 140 in a sleek Mooney M20 series, while burning only a gallon or so extra per hour can be mighty appealing. Early ones can be had for as little as $35,000–$40,000; the trick is finding one that’s been well-maintained, with a low-time engine, popular mods, and ADs complied with. Few aircraft, if any, can match such a Mooney’s value for the serious cross-country pilot.

Mooney Aircaft History

In the 1940s, Al Mooney designed the “Wee Scotsman,” the Mooney Mite M-18 , as a simple, fast, and efficient aircraft. The single-seat, low-wing speedster came with a manually-retractable gear cushioned by rubber “donuts” (or biscuits, as some call them). Along with the donut cushions and “Johnson bar” for operating the gear, which would remain a Mooney M20 model feature until 1969, the Mite sported the now-familiar “backwards” vertical stabilizer that supposedly improved spin recovery and remains the Mooney’s trademark.

Launched as a four-seat version of the Mite, the first M20, the four-seat Mark 20, had wooden wings and tail and was built from 1955–1958. Powered by a 150-HP Lycoming O-320 with a constant speed prop, it was followed by the metal-tailed M20A, powered by a 180-HP Lycoming O-360 A1A. It still had the wooden wing. Of note is that these two models had the worst in-flight break-up record of any small airplane. ADs require inspections of the wing and tail for rot.

The B-model Mark 21, made only in 1961, got rid of the wood and boosted the standard fuel capacity from 35 to 52 gallons. And its metal wing design remained nearly unchanged for decades. The most numerous of all Mooney M20 models, the C, emerged in 1962. It was designed to allow more rudder travel, increased flap deflection, and had a hand-pumped hydraulic flap actuator instead of a mechanical linkage. The engine was now the O-360-A1D, and useful load was increased by 25 pounds. The C remained in production until 1977. More than a third of the 6,200 pre-J M20s were C models.

In 1965, Mooney  introduced a wing-leveler as a standard feature that remained on all models until the 201 came along. Mooney calling it “Positive Control” because it was always on unless the pilot pressed a release button on the yoke. The M20 fuselage was stretched a foot with the Model F Executive in 1966. In 1969, all models got one-piece windshields, a popular mod now for earlier models.

The J-model or 201 appeared in 1977 and evolved most directly from the F-model. The number 201 comes from its claimed top cruising speed in MPH. The 201 design improvements are largely the work of the late (and now legendary) LeRoy LoPresti . The name LoPresti has become synonymous with increasing airspeed via aerodynamic cleanups. LoPresti worked on the Grumman Tiger and Apollo lunar program . Starting with the M20F model, LoPresti and the Mooney team designed a sloping windshield, improved landing gear, and other changes, and slapped on a 200-HP Lycoming IO-360, which all together boosted cruise speeds about 10 to 15 knots.

Mooney M20 Tendencies/Myths

Most older M20s are equipped with the aforementioned 180-HP Lycoming engine; some come with the 200-HP fuel-injected Lycoming. As an example of claimed performance, the pre-1977 Model-C Ranger cruises at around 150 knots, with a sea level rate of climb of 860 FPM. Takeoff over a 50-foot obstacle is listed as about 1,400 feet and landing over one requires 1,550 feet.

How does the Mooney achieve that cruise speed on just 180 HP? First, they’re designed to minimize drag. This is readily apparent, as a Mooney appears vastly different than a Cessna 172 when viewed on the ramp. This outside shape translates to big differences inside a Mooney. There’s a sports-car feel and the pilot sits low with his legs stretched under the panel. This can be a problem for short pilots, who might feel like they are in a recliner with the back lowered. Those used to sitting up high and having a good view out will find the sight profile takes some getting used to, especially on takeoff and landing.

Speaking of landings, the Mooney has a reputation for floating endlessly instead of landing. The cure is the simple discipline of proper speed control on the part of the pilot. Stay ahead of the plane, because you can’t come in at more than 70–75 knots. And if you get sloppy and over-control or drop it, you might induce a bounce and possibly hit the nose or even strike the prop. Speed brakes are a popular mod but beware of sinking in the pattern and having to drag it in on final.

Mooneys also get a bad rap in crosswinds, but again, it’s usually pilot technique that’s lacking, especially in C and later models, which have more rudder travel than the early M20s.

Short-field operations are not the Mooney’s forte. You don’t get the big flaps like in the Cessna . Many Mooniacs swear by the manual landing gear but you can’t rely on it as a speed brake, because you’ve already got to be slowed way down before you deploy it. And don’t wait too long after takeoff to bring it up or the slippery Mooney will be going so fast that you’ll have to struggle with it.

The Mooney isn’t the roomiest plane, but it’s not bad. The useful load of a completely stock Mark 21 Model C is 1,050 pounds. After filling the tanks that leaves a little over 700 pounds, so if you put four people in, they better be smaller rather than larger and not have bags. But for two people and baggage, the Mooney can be a perfect cross-country flyer.

Buying a Mooney M20

The last pre-J Mooney M20 dates to 1978 and the biggest numbers were produced in the 1960s, before one of Mooney’s bankruptcies, which has been a worry for owners. The earliest had wooden wings. Some of the rest had corrosion problems and fuel tanks with sealant trouble. A bladder mod has an AD. On the other hand, the 3,700-plus 1977 J and later models, from the 201 onward, keep the price down on the earlier M20s, even the ones with great mods and panel improvements. 1962–1968 M20Cs tend to go for around $35,000, while 1969–1978 M20C Rangers generally cost about $10,000 more—no production plane near these prices compares to a Mooney for speed and efficiency.

Go over the logbooks carefully and find a pre-buy aviation mechanic who is especially familiar with Pre-J Mooneys. There are a number of older ADs, but very few recently. Watch for corrosion in the fuselage. Beware of nose gear damage caused by FBOs that fail to observe the turning limits during towing.

Mooney M20 Mods and Owner Groups

Many of the mods for the 20C aircraft are designed to make them appear and perform like the J and 201 series Mooneys. Speed mods, wingtips, one-piece windshields, fuel bladders, and new engines are a few. Precise Flight also carries popular speed brakes.

A 201 windshield and 201-style wingtips can be had through Lake Aero . O&N Aircraft Modifications sells six interconnected fuel bladders to replace the tanks. New cowlings, gap seals and more are available from LoPresti Aviation .

Coy Jacob’s Mooney Mart is like a supermarket of Mooney mods. Florida, which seems to be a hotspot for Mooney mods, is also the home of Wetwingologists , the folks who specialize in resealing Mooney fuel tanks.

The Mooney Owners of America (MOA) publishes Mooney Pilot magazine. There’s also the Mooney Aircraft Pilots Association , partly sponsored by Mooney and Falcon Insurance Company .

Owning & Flying the Mooney M20C

I am the proud owner of a 1965 Mark 21 Ranger M20C. In 1984, I was not a pilot but my law practice took me frequently around the Pacific Northwest . One of my Boise neighbors was an IA working for the U.S. Forest Service and asked me if I would like to partner in an aircraft which he had seen sitting on the ramp in Stockton, unused for many months. When I said, “Sure, but I don’t know how to fly,” my neighbor responded, “If you owned one-half of an airplane , that would be a good incentive to learn , wouldn’t it?” The airplane was purchased for $8,500 (less than the cost of my used Bronco) with total time of 1,400 hours and about 600 hours left on the 180-HP engine.

A friend flew the aircraft to Boise from Stockton (since neither of the new owners could fly it) and several weekends were spent stripping the paint down to the non-corroded aluminum. A paint scheme was applied so that across the ramp it could fool almost anyone into thinking it was a new Mooney M20, fresh from Kerrville. I aced the ground school testing and after some time in a C-150 got checked out in the M20C with the tail displaying its new call sign, N101T, which we chose after verifying with the FAA that it was available. Three years later, my friend/partner was transferred to Washington, D.C. and said, “We will have to sell the Mooney.” My response was: “What do you mean we?” I have been the sole owner ever since.

An AOPA Legal Plan lawyer, I have utilized this aircraft for approximately thirty years in my law practice and have accumulated 1,950 hours of virtually trouble-free flying in this M20C. The Lycoming 180-HP engine burns 8.1 gallons per hour due in large part to the laminar-flow wings with full wraparound skins and flush riveting. The longest non-stop flight to date has been from Burbank airport in Los Angeles direct to Boise, a distance of 690 miles in 4.5 hours. (This was the trip where I discovered I possessed a one-quart bottle and a two-quart bladder.) The last half of the flight was IFR over a dark northern Nevada desert with an overcast. The lights of Boise were a welcome sight. Airports in Oakland, Seattle , Portland, Spokane, Salt Lake City and anywhere in Idaho are within easy reach.

The book useful load is 1,050 lbs. That was verified when I picked up my daughter, who had finished a semester in college at her friend’s home in Loveland, Colorado . My daughter stated she had a “few” things she was bringing home for the summer and pointed to a huge pile in the corner of her friend’s garage. After some careful work with a bathroom scale, everything was loaded, including a mountain bike, the front wheel of which lay on top of the books, clothing and other gear where it poked the pilot in the back of the neck. Nevertheless, N101T cleared the 13,000-foot Front Range with 500 feet to spare. One of the highlights of the trip occurred upon approaching the Wasatch Range at 12,500 MSL. My daughter announced that she really, really had to use a bathroom. Since the Mooney did not have one, a stop was made at an FBO in Salt Lake City where thirsty bizjets were being filled with hundreds of gallons of fuel. The weather was a little warmer by then and given the density altitude and the load, I parked between a Gulfstream and a Lear, smiled bravely and ordered three gallons of 100LL while my daughter ran for the restroom.

Some speed modifications were made over the years as well as upgrades to the avionics. A one-piece windshield, flap gap shields, Mooney 201 wingtips and an air intake baffle reduced drag and added about seven knots, allowing the 4-cylinder Lycoming to power a cruise speed of 143 knots. At sea level, the climb rate is a modest 600 FPM. Crosswinds lower than 30 MPH have not been a problem on landing although this aircraft tends to float a little if air speed at the threshold is in excess of 70 knots. Stall speed with gear down and full flaps is 49 knots. To clear a 50-foot obstacle is dependent on load and temperature factors, but 1,075 total feet at sea level is a safe bet.

The landing gear was designed by Al Mooney in approximately 1929 and other than “improving” the cycling of the gear electrically, there is nothing to improve except for the shock “biscuits” which were replaced on a one-time basis. N101T’s manual landing gear is operated by a “Johnson Bar” which takes some aggressive muscle to cycle after takeoff. Still, I prefer the manual gear: it’s well-engineered, trustworthy, and the design requires less maintenance. I’ve heard too many electric-gear landing failure stories .

CG loading is a little tricky. The baggage compartment is rated for only 110 lbs. and the small shelf behind the baggage compartment is rated at a mere 10 lbs. Compared to a Bonanza or a C-182 , the cabin seems a little cramped, but after a few hours, it is like a second skin and is remarkably comfortable. You really feel like you are a part of the airplane or vice versa. Two adults and two children or three adults are easily accommodated. The back seat adult will experience a fairly tight fit with ingress and egress that requires some contortion and wiggling.

In the Mountain West, I generally fly well above 7,000 feet MSL and, after talking with a Lycoming engineer at Oshkosh , I now usually have the throttle full-forward at or above that cruising altitude for best performance and without any noticeable increased fuel burn. I can generally fly 7 or 8 hours before I need to add any oil , and I change the oil myself at 25 or 30 hours.

The aircraft has not shown any signs of corrosion. For the first 15 years of ownership, N101T was parked on the Boise ramp without shelter or shade. Since then, the aircraft has been hangared, again repainted, and a new interior installed. The right wing fuel tank developed some very minor leaks about ten years ago. A very patient AP scraped the inside of the tank and re-sealed it with good results. There is presently no fuel leakage of any kind. Maintenance runs approximately $1,500 per year and, fortunately, no major repairs have ever been required on this sturdy little bird except for an engine rebuild at the Lycoming factory. TBO for the O-360-A1D is 1,800 hours but other Mooney M20 owners claim more service time with careful maintenance .

A three-blade McCauley constant speed propeller was installed when the two-blade Hartzell prop was no longer certifiable. This improved the climb rate and smoothed the engine vibration after some careful balancing was accomplished. The propeller has little ground clearance which makes the aircraft a poor candidate for backcountry flying or badly maintained airstrips. Grass and gravel strips, if smooth, have presented no difficulties. N101T has seen Mexico , Canada, around 21 states and a trip to Alaska is planned for the summer. This Mooney M20C is an economical, efficient aircraft with many more years of life to come.

Featured Image: Tommy Wiklind

Cessna 150: More Than the World’s Premiere Trainer

The Piper Comanche: The First Modern Piper

The Heinkel He 162 Volksjager: Germany’s WW2 Jet Fighter for a Young Army

The Douglas DC-3: 81 Years and Going Strong

• Shop Back Issues
• Aircraft For Sale
• Destinations
• Learn To Fly

Flying Brands

• The Ultimate FLYING Giveaway
• I.L.A.F.F.T. Podcast
• Modern Flying
• Helicopters
• The New Owner
• Avionics and Apps
• Instrument/accessories
• Retrofit avionics
• Oem avionics
• Portable/handhelds
• Aviation Gear
• Pilot supplies
• Aviation apps
• Flight School Guide
• Learn to Fly
• NIFA/SAFECON
• What A CFI Wants You To Know
• Flight planning
• I.L.A.F.F.T.

Air Compare: Grumman AA-5 vs. Mooney M20 Series

Moving four seats from point a to point b as quickly and efficiently as possible..

[Credit: Jim Stevenson]

During the 1960s and 1970s, general aviation was bustling. Fuel was inexpensive, disposable income was relatively plentiful, and airplanes were selling well. Bolstered by various wartime production surges, manufacturers were well-equipped to satisfy the market’s demand, and competition among general aviation aircraft manufacturers was intense.

This Article First Appeared in FLYING Magazine

Customers in every segment were welcomed with an array of options. A shopper interested in a two-seat trainer would have a variety of choices ranging from fabric taildraggers to brand-spanking-new concepts like the Piper Tomahawk and Beechcraft Skipper. Similarly, a shopper looking for four seats and good cross-country capability had a fascinating variety of models from which to choose.

This four-place cross-country category was particularly competitive. With offerings from Cessna, Beechcraft, Piper, Ryan, Aero Commander, Bellanca, Mooney, Grumman, and others, manufacturers found novel ways to provide solutions to a common mission—moving four seats from point A to point B as quickly and as efficiently as possible.

While many utilized similar designs from similar playbooks, a few took their own paths. Among the more interesting alternatives were Mooney with their M20 series, and Grumman with their AA-5 models. These two families of aircraft utilized completely different airframe construction techniques, vastly different cabin designs, and even differed with regard to fixed vs. retractable landing gear. Yet their missions were essentially the same. Here we explore why one might choose a Grumman AA-5 over a Mooney M20 and vice versa. 

Design and Evolution

Looking at the Grumman AA-5 and the four-cylinder Mooney M20 models, one might infer that the chief designers from each company agreed on very little.The low-slung M20 is equipped with retractable gear, while all AA-5 models utilize fixed gear. The Mooney sported the characteristic forward-swept tail that pivots in its entirety to provide pitch trim. Conversely, Grumman’s tail is traditional in both function and appearance. Even access to the cabins is vastly different, with Mooney utilizing a single right-side door while Grumman opted for a large canopy that slides back on rails to provide access from both sides.

Despite the differences, there are some fundamental similarities. The low-wing configuration, for example, four seats, and four-cylinder engines that produce from 150 to 220 horsepower.

To dig down into specifics and conduct a true apples-to-apples comparison with the AA-5, the wide array of Mooney M20 models offered over the years must be narrowed down. Produced from 1955 into the 2000s, more than 11,000 examples have been delivered, and the wide range of subtypes can be divided into groups based on cabin length.

The M20, M20A, M20B, M20C, M20D, and M20E are the “short-body” Mooneys. The M20F, M20G, M20J, and M20K had an additional foot of fuselage length added ahead of the back seats and are thus known as the “medium-body” Mooneys. “Long-body” Mooney production began in 1988. As the long bodies utilize larger, six-cylinder engines, they are less comparable to the Grumman AA-5 series, and we’ll exclude them from this review.

Short- and medium-body Mooney production took place from 1955 through 1998. With a handful of exceptions, the vast majority utilized the Lycoming O-360 and IO-360 engines, ranging from 180 to 200 horsepower. The M20K was the only turbocharged variant among the short and medium bodies and offered 210 to 220 horsepower.

The relative consistency among short- and medium-body Mooneys makes the shopping process fairly straightforward. Many shoppers exclude the M20and M20A from contention, as these early subtypes incorporated wood construction in the wing and tail. The criteria among the remaining models mostly come down to engines, which typically becomes a choice between 180 and 200 horsepower. Besides cabin length and the presence of an additional cabin window in the medium-body airplanes, other differences include manual vs. powered flaps and landing gear, and throttle quadrants vs. push/pull knobs.

One notable development was the M20D Master, which came from the factory with fixed, non-retractable landing gear. It was marketed as “convertible” and one could upgrade it to retractable gear. Virtually all have been converted, and only a few remain in their original fixed-gear configuration. While the fixed gear reportedly reduces cruise speed by approximately 25 knots, it would also presumably reduce insurance premiums appreciably.

The Grumman AA-5 Traveler has had a considerably less complex array of subtypes, but was produced under a variety of manufacturer names as ownership of the company changed over the years. Production began in 1971 with the 150 hp AA-5 Traveler. This initial type was produced by American Aviation and later, by Grumman Aviation.

The AA-5A Cheetah was introduced as a 1976 model. Produced by Grumman American and then Gulfstream American, it had the same horsepower but was faster, thanks to drag reduction modifications. Along with all subsequent AA-5 subtypes, it incorporated a larger horizontal stabilizer that expanded the CG range, and fuel capacity increased from 37 to 52 gallons.

For the 1975 model year, the 180 hp Grumman American/Gulfstream American AA-5B Tiger was introduced. In addition to the greater speed and power provided by the more powerful engine, it also introduced a slightly thicker wing spar and a 200-pound gross-weight increase.

Production of all AA-5 subtypes ended in 1979, but between 1990 and 1993, a newly-formed company, American General Aviation Corporation, resumed production of the Tiger as the AG-5B. AGAC modified it with various minor aerodynamic and systems improvements, and built a total of 181. The Tiger was resurrected yet again when Tiger Aircraft produced an additional 51 AG-5Bs between 2001 and 2006.

Market Snapshot

A recent survey of M20 and AA-5 variants listed for sale on six of the most popular online classified sites at the time of this writing provides a breakdown of the median asking prices.

One of the most notable takeaways is the consistency in asking prices of the two types. For all of their differences, they still utilize nearly-identical engines to move four seats a similar distance at a similar economy. The market appears to place similar values on this level of functionality.

Predictably, newer models command higher prices and vice-versa. And not surprisingly, the older airplanes generally have a higher number of airframe hours than the newer ones. One anomaly is apparent in the median price of the newer Tigers, although the limited sample size likely plays a role. Also apparent is the massive increase in asking prices post-pandemic. While we did not conduct a comprehensive pricing survey of the M20 family prior to or in the early days of the pandemic, a FLYING evaluation of the AA-5 in mid-2020 revealed a median asking price of $48,500 across all subtypes. Today, that figure has increased to $122,500—a 153 percent increase.

The number of active listings for each type reflects production numbers and fleet sizes. With such a lengthy production run, just over 9,000 short- and medium-body M20s have been produced to date. In contrast, only 3,282 AA-5s have been produced in total.

Today, 5,231 short- and medium-body M20s remain active on the FAA registry, compared to 1,839 Grumman AA-5s. This reflects 58 and 56 percent of the original fleet sizes, respectively. This illustrates the greater selection that prospective Mooney owners have compared with those shopping for a Grumman.

Flight Characteristics

The different design philosophies between the Grumman and the Mooney become evident the moment one steps onto the wing to board. Like many low-wing aircraft, admittance to the Mooney is provided via a single door on the right side of the fuselage. Comparatively, the Grumman incorporates a canopy that slides back on rails, allowing occupants to board from either side. When it comes to ease of access, Grumman has the advantage here. If there’s a downside, it’s that opening the canopy in the rain will expose far more of the cabin to the elements.

Once settled inside, the expansive windows that make up the Grumman’s canopy and low sill height provide a spacious feel with a panoramic view. But while the Grumman has an inch and a half more headroom than the Mooney, the Mooney is approximately 1 to 3 inches wider, depending on the specific model and which interior door and wall panels are installed.

The Mooney’s slight lack of headroom can create a marginally more restrictive feeling. Similarly, the Mooney’s panel and window sills are higher than the Grumman’s, adding to the closed-in effect. Talk to Mooney owners, though, and even those on the taller side report having sufficient space to stretch their legs and get comfortable.

The back seats differ more than the front. Grummans provide backseat occupants with a more roomy environment, and Grumman owners love how easy it is to fold the back seats forward to create a spacious cargo area. With the removal of their front wheels, two full-sized adult bicycles can easily be carried in the back.

The rear seating area in short-body Mooneys is notoriously cramped. Anyone planning to invite an adult to ride there with any regularity would be well-advised to opt for a medium-body Mooney, as the additional foot of fuselage length is placed between the front and rear seats. Mooney owners report no perceptible difference in front-seat comfort between short- and medium-body models.

Another difference arises while taxiing. While the Mooney’s rudder pedals are linked directly to nosewheel steering in the traditional manner, the Grumman utilizes a free-castering nosewheel and, thus, requires differential braking to steer and maintain directional control. Critics of this design are quick to mention the increased brake wear that comes from frequent steering inputs and brake applications, but fans counter by touting the ability to deftly pivot into and out of tight parking spaces with little effort.

Takeoff, climb, and cruise performance vary substantially based on specific subtypes. Grumman owners report that the 180-hp Tiger, despite having only 30 more horsepower than the Traveler and Cheetah, exhibits vastly better takeoff and climb performance than the lower-powered versions. Similarly, the performance difference between a 180 hp Mooney with no aerodynamic mods and a 200-plus horsepower Mooney with those mods is substantial.

A Lot of Speed in an Economical Package

FLYING has flown the Mooney M20s and Grumman AA-5s since each model was born. And since that time, we’ve remarked on how they deliver honest cross- country speed at a price that was relatively easy to accept.

In a March 1997 used airplane report on the M20 series, Richard L. Collins wrote, “In 1963, Mooney tweaked the M20C Mark 21 and added the M20D to the line. Dubbed the Master, it is a fixed-gear airplane with the option to convert it to a retractable. The Master’s standard price new was $13,995, and when you got tired of cruising at 140 mph, Mooney would convert the airplane to a retractable for $1,600. Most have been converted…Mooney was selling a lot of airplanes in those days simply because they delivered a lot of speed in an economical package.”

The same words echoed in FLYING’s report on the new Tiger in February 1975. Collins wrote, “If the next era is to be one of efficient simplicity, Grumman American is right on target. The four GA lightplanes…are as basic as they come…[and the Tiger’s] 139-knot cruising speed, healthy rate of climb, and good useful load make it a contender in the marketplace…”

We can, however, make a direct comparison by reviewing the published performance data of a 180 hp Tiger and a 180 hp M20C. At maximum takeoff weight and similar environmental conditions, some differences become apparent. The Mooney, for example, provides better takeoff performance, with a ground roll of 815 feet, and 1,395 feet required to clear a 50-foot obstacle. This compares to 909 feet and 1,628 feet for the Grumman, respectively.

Once in the air, the two airplanes return nearly identical rates of climb at sea level—800 fpm for the Mooney and 808 fpm for the Grumman. In cruise, the Mooney’s retractable gear provides an advantage in cruise speed, but not as large as one might expect. At 7,000 to 7,500 feet, 32 to 34 degrees Fahrenheit, and 2,700 rpm, the Mooney will reach 146 knots—only slightly faster than the 139-knot Grumman.

In real-world conditions with decades-old airplanes, M20C owners report 140- to 145-knot cruise speeds, and Tiger owners report a range of 125 to 135 knots. Cheetahs are typically about 10 knots slower. On the other end of the spectrum, one M20E owner reports his 200-hp machine with extensive speed mods reaches 155 to 160 knots while burning 10 gallons per hour.

In terms of knots per gallon, both airplanes perform admirably, especially compared to competing types. At the commonly-reported figures of roughly 135 knots and 9 gallons per hour, the Grumman Tiger boasts 15 knots per gallon of fuel burn. At an additional 10 knots with the same fuel burn, many M20C owners see that figure rise to 16.

While a new owner of either airplane would be wise to obtain flight instruction from an instructor intimately familiar with the type, Mooney owners are quicker to warn newcomers to the peculiarities of the M20, emphasizing precise airspeed control on final.The airplane is particularly unforgiving of being forced onto the runway before the wing is finished flying. In an attempt to avoid pilot-induced oscillations, one Mooney training curriculum strongly warns against attempting to salvage a bounced landing, and recommends initiating a go-around on the first bounce.

The Mooney requires more runway distance for landing than the Grumman, with a 595-foot ground roll and a 1,550-foot distance over a 50-foot obstacle listed in the book. This compares with 415 feet and 1,135 feet for the Grumman. This may be partially because of the Mooney’s 69-knot approach speed, which is 6 knots faster than the Grumman.

Valuable as raw numbers may be, Grumman fans tout some of the less-quantifiable characteristics and features of their beloved airplanes. All AA-5s, for example, can be flown with the canopy slightly open. On the ground, it may be opened up completely for a refreshing blast of cool air on hot summer days.

Grumman owners also rave about their airplane’s handling characteristics. Control forces are notably light, requiring only slight fingertip pressures to maneuver as desired. The M20 series provides accurate, predictable handling as well but is noticeably heavier on the controls. This may appeal to instrument pilots with a preference for hand flying. Both airplanes utilize torque tubes and push/pull rods, providing a more precise connection to the ailerons than traditional cables.

According to the books, the M20C has a useful load of 1,050 pounds, slightly more than the Tiger’s.

A thorough pre-purchase inspection by an experienced A&P is critical for both the AA-5 and M20 series. In addition to the usual threat of corrosion in aging aircraft, attention is prudent in areas unique to these types.

Although the Mooney is traditional in many respects, there are a few concerns. Mooney service bulletin M20-208B, for example, recommends a thorough annual inspection of the steel frame surrounding the cabin to determine whether any corrosion is present. As this check is not mandated, some owners might not perform it annually as recommended.

The nose gear is another critical check for the Mooney. The structure has strict tow limits, and if an unaware line worker attempts to turn the nose gear too sharply in either direction while towing, structural damage can occur that requires a rebuild to the tune of several thousand dollars. A careful visual inspection determines whether this damage is present.

Mooney fuel tanks are known to develop leaks. While they can be resealed, fuel bladders are a popular modification providing a more permanent solution. And although the Mooney’s landing gear lacks more complex air shocks or oil damping, the manufacturer does recommend replacement of the rubber shock absorber pucks every 8 to 10 years at a current cost of approximately $2,000 for the pucks themselves, before labor.

The Grumman has its unique pre-purchase and ongoing maintenance considerations. Early AA-5s developed problems with airframe bonding failing and resulting in delamination. Fortunately, most that have experienced the problem are thought to have been identified and permanently fixed. It remains important to have this confirmed by an A&P familiar with the issue.

Simple as the Grumman’s landing gear is, particularly compared to a retract, it has unique maintenance needs. The nose gear utilizes a design that should be thoroughly inspected prior to purchase and then at every annual. Grumman maintainers report that this item may be skipped or completed in an insufficient manner, resulting in pricey repairs down the road.

AA-5 wing spars are life-limited to 12,000 to 12,500 hours. Few AA-5s are approaching this amount of use, and the median airframe hours among the examples listed for sale at the time of this writing were less than 3,000. Anyone considering a particularly high-time AA-5 would be wise to take it into consideration.

The Grumman is otherwise a straight forward airframe design. Unlike most comparable aircraft, there are no moving parts inside an AA-5’s wing—all flap and aileron actuation is achieved via easily accessible torque tubes, upon which each control surface pivots. One maintainer points out there are fewer moving parts in an AA-5 than in a Cessna 150, and another enjoys how all flight control cables are neatly located in the center of the aircraft and are rather short.

Otherwise, no airworthiness directives (ADs) make ownership burdensome for either airplane. All tend to be one-time or recurring ADs that are straightforward to address. The Mooney owners we surveyed report uneventful annuals at $2,500 to $3,000. Grumman owners report a range of $1,500 to $2,500.

Insurance cost is one element of ownership in which the two types differ substantially. To compare the two types, we asked an insurance broker to create quotes for a 40-year-old private pilot with no instrument rating, 250 hours total time, and 5 hours in type. For a 1977 Grumman Tiger valued at $110,000 and liability limits of $1,000,000/$100,000, this theoretical pilot could expect to pay roughly $1,900 per year. For a 1969 Mooney M20C with the same hull value and liability limits, they could expect to pay roughly $6,000 per year.

If this pilot obtained an instrument rating and 1,500 hours total time with 25 hours in type, they could expect to pay roughly $1,500 per year for the Grumman and $4,000 per year for the Mooney. That makes the Mooney nearly three times as expensive to insure—an added $208 to $341 per month over a year in this case. Both models are well supported by active and bustling owners’ groups. The Grumman Owners and Pilots Association is the original type club for the Grumman. It holds regular events including an annual convention, and offers a pilot familiarization program for new Grumman pilots.

The Mooney Aircraft Pilots Association , or MAPA, is a valuable resource for Mooney ownership information. Additionally, Mooneyspace.com is an active forum, and Mooneysafety.com offers training resources and proficiency programs.

In aviation, speed costs money, and diminishing returns approach quickly. When operating with a modest budget, the M20 and AA-5 series provide what might be the greatest-knot-per-dollar among four-place certified aircraft. Other types might offer more speed, but at the cost of six-cylinder fuel burn. Others might be less expensive to purchase and operate but will likely fall short in cross-country traveling ability.

Both the Mooney and Grumman seem to provide a nice balance of speed, operating economy, and ease of ownership. Without any overly difficult-to-source airframe parts, massive ADs, or orphaned engines in the equation, both types offer a compelling solution for longer-distance travel without an overly-burdensome ownership experience. 

Perhaps best of all, both types are enthusiastically supported by vibrant owners’ groups. For a nominal annual fee, a new owner can unlock a level of support, expertise, and camaraderie that owners of less-common types can only dream of. Whether a buyer opts for the M20 or the AA-5, it’s a safe bet they’ll enjoy their purchase for many years.

This article was originally published in the April 2023, Issue 936 of  FLYING .

More From Aircraft

This 1947 luscombe 8e is a rugged, mid-century ‘aircraftforsale’ top pick, boeing ready to buy 7.5 million gallons of saf, cessna 407: full steam ahead, right up until the end, caribbean charter set to be tecnam p2012 stol launch customer, this 1994 socata tb-21 trinidad tc is a rare, stylish ‘aircraftforsale’ top pick, this 1977 beechcraft baron 58p is a significantly upgraded ‘aircraftforsale’ top pick, new to flying, already have an account.

• Search forums

Follow along with the video below to see how to install our site as a web app on your home screen.

Note: This feature may not be available in some browsers.

• Controlled Airspace
• Flight Following

Real world cruise speed differences - M20E and C182

• Thread starter G-Man
• Start date Aug 29, 2017
• Tags 182 cruise speeds m20e

Cleared for Takeoff

• Aug 29, 2017

Anyone have good info on real-world planning KTAS speeds for Cessna 182 and Mooney M20E? Lots of other differences in the two aircraft, but I'm trying to determine cruise speeds. For example, an 856nm flight - KBJC KSAF KABQ KALM KBJC - gives me the following times for 865nm: 120 kts 7:13 125 kts 6:57 130 kts 6:41 135 kts 6:24 140 kts 6:11 145 kts 5:58 (Does not include taxi, climb, descend, pattern, etc. - just straight miles and averages speed.) Will the C182 cruise 125 KTAS? Will the Mooney do 135 KTAS? Too high? Too low? Thanks...  

Final Approach

135 knots TAS is doable in most ANY M20 variant. If it won't there is something wrong with it.  

SoonerAviator

I'd think a 182 of any variant (maybe not floats) would do 130kts maybe 135kts+ if truly cleaned up/rigged.  

Pattern Altitude

130knots at fairly economical settings is easy in most 182s.  

Taxi to Parking

My M20c cruises at 140 knots all day. I've heard E owners claim 150 knots, and I believe it. Of course, the other thing to think about is fuel flow. The Mooney will burn 9, maybe 10 gallons an hour depending on how hard you flog it. A Skylane will burn way more than that. Skylane carries more gas, so you may not require the fuel stop. Where the Skylane shines is in short strips and unimproved ones. Mooneys are short, they don't always work that well on unimproved surfaces, always worried about the prop strike. Skylanes don't have that limitation by much. they can power their way out of just about anything. The other big advantage to a Skylane is you can put four adults in it and their crap, fill the tanks and fly. I don't know another aircraft that will do that. Oh, you can fill the seats and fly the Mooney, but the back seat passengers are either going to be children, midgets, or dogs.  

I get 140-145 in my 182. Carried 3 big guys and luggage up to Oshkosh (570nm) without stopping and we had a little over 2 hours of gas left.  

AggieMike88

Touchdown greaser.

Bonchie said: 130knots at fairly economical settings is easy in most 182s. Click to expand...

ktup-flyer said: I get 140-145 in my 182. Carried 3 big guys and luggage up to Oshkosh (570nm) without stopping and we had a little over 2 hours of gas left. Click to expand...

SoonerAviator said: Right, but you've also got 300HP hanging off of the nose, correct? Click to expand...

ktup-flyer said: 230. R model with wheel pants. The guy I flew it back with said it was the fastest stock 182 he had ever seen. Click to expand...

SoonerAviator said: Ah gotcha. For some reason I thought you had picked up a 300HP variant when you were shopping. Click to expand...

steingar said: My M20c cruises at 140 knots all day. I've heard E owners claim 150 knots, and I believe it. Of course, the other thing to think about is fuel flow. The Mooney will burn 9, maybe 10 gallons an hour depending on how hard you flog it. A Skylane will burn way more than that. Skylane carries more gas, so you may not require the fuel stop. Where the Skylane shines is in short strips and unimproved ones. Mooneys are short, they don't always work that well on unimproved surfaces, always worried about the prop strike. Skylanes don't have that limitation by much. they can power their way out of just about anything. The other big advantage to a Skylane is you can put four adults in it and their crap, fill the tanks and fly. I don't know another aircraft that will do that. Oh, you can fill the seats and fly the Mooney, but the back seat passengers are either going to be children, midgets, or dogs. Click to expand...

GRG55 said: Note, this is a late model 182, and they seem quite heavy (empty weight) compared to the older ones, which should perform better one would expect. This one only has a useful load of about 1065 lbs, which seems a bit low imo for a 230 hp plane. Click to expand...

Administrator

I plan for 130 in the 182. M20E should be at least 150?  

Yep, my 1962 C-182 will do 125 kts at 65% power. Mine is a little out of rig too.  

Just make sure you always fly with a tailwind. Then it doesn't matter  

Pre-takeoff checklist

saddletramp

Line up and wait.

My 182A is a 125 knot airplane. I'm amazed at what some pilots claim their airplane will do for TAS. It doesn't matter if it's a Mooney, 182, or Bonanza...everyone gets way more airspeed than I've ever seen. The same is true on MPG on every truck, car, & motorcycle I've owned. I must be a crappy driver & pilot.  

saddletramp said: My 182A is a 125 knot airplane. I'm amazed at what some pilots claim their airplane will do for TAS. It doesn't matter if it's a Mooney, 182, or Bonanza...everyone gets way more airspeed than I've ever seen. The same is true on MPG on every truck, car, & motorcycle I've owned. I must be a crappy driver & pilot. Click to expand...

steingar said: The other big advantage to a Skylane is you can put four adults in it and their crap, fill the tanks and fly. I don't know another aircraft that will do that. Oh, you can fill the seats and fly the Mooney, but the back seat passengers are either going to be children, midgets, or dogs. Click to expand...

ytodd said: Spot on with my 182P and I burn 12-12.5 GPH Click to expand...

hindsight2020

saddletramp said: My 182A is a 125 knot airplane. I'm amazed at what some pilots claim their airplane will do for TAS. It doesn't matter if it's a Mooney, 182, or Bonanza...everyone gets way more airspeed than I've ever seen. Click to expand...

• Aug 30, 2017

Here's one of my track logs. Didn't get any help. https://flightaware.com/live/flight/N9802H/history/20170730/1330Z/KDLL/KTUP/tracklog  

Ghery said: A wonderful story about the 182, but not true if you want to keep it in the allowable W&B range. Our club's 182P (with the Q engine) and long range tanks is limited to around 654 pounds payload with full tanks. Your seats had better be filled with people who weigh a lot less than me. Click to expand...

In an older Skylane with 1200+ lb useful load that's doable - 4 x 190 = 760, plus 65 gallons fuel = 1150 payload plus a bit for baggage. But the loaded up new ones are short on useful load and seem to be 3 adult or 2 + 2 airplane's now. This point was made years ago when I was comparing the 980 lb useful load in my 1963 Cherokee 160 against one of our flying club's much newer Warriors. The Warrior had the semi-tapered wing and a 200 lb higher gross weight, but the empty weight had ballooned leaving it with almost 200 lb less useful load than mine.  

The funniest thing is the new Mooneys with the big Continentals out front don't carry any more than my 55 year old C with a Lycosoar 360.  

The loss of useful load as planes have gotten newer is frustrating. Understandable as people seem to always want more stuff standard, be it on their car/ truck/van or airplane. Take a look at a later model 172. Useful load of only 800 lbs is shameful in a 4 seat airplane. A newer Archer with A/C is just as bad.  

GRG55 said: In an older Skylane with 1200+ lb useful load that's doable - 4 x 190 = 760, plus 65 gallons fuel = 1150 payload plus a bit for baggage. But the loaded up new ones are short on useful load and seem to be 3 adult or 2 + 2 airplane's now. Click to expand...

ktup-flyer said: Are the restart 182s still 92 gallons? I'm right at 760lbs useful with full tanks. Click to expand...

One more data point on the 182P. While we were breaking in the top end we cruised at close to 140kts TAS. Wow, did it drink low lead. Each flight was over 14gph and I think a couple were closer to 15gph. For those fuel burns there must be several other options that would also haul that much...and faster. A Centurion (mid 70's) seems like a great, fast load hauler and miles/gallon might be on par with a 182 given how damn fast it can fly.  

My M20-C walks away from every 182 I've flown near enough to tell. An M20-E will walk away from me a little faster. The few times I've messed with the back screens of the G430W, it reports TAS ~147 knots. In the sweet spot of 8000-10,000 msl, I indicate ~145 mph. Fuel burn is pretty steady at 9 gph; I've flown 4:40 twice, and put in 41-42 gal, backing up the Performance Charts that show ~5:00 endurance plus IFR reserves. Flown LOP, the E will match or slightly exceed my speed on ~1gph less. Both planes have the same original fuel capacity. My full fuel useful is 669 lb. Happy shopping!  

Thanks everyone. I appreciate all the info you shared and the consistently helpful, positive tone.  

StevieTimes

G-Man said: Thanks everyone. I appreciate all the info you shared and the consistently helpful, positive tone. Click to expand...

G-Man said: ... and the consistently helpful, positive tone. Click to expand...

Jeff Oslick

I flight plan for 135 ktas in our '77 182Q.  

• Vintage Mooneys (pre-J models)

• Remember me Not recommended on shared computers

Forgot your password?

M20F cruise speed

By Mleahy August 22, 2016 in Vintage Mooneys (pre-J models)

• Reply to this topic
• Start new topic

Recommended Posts

What cruise speed should I expect in my 67 F model?

I have had the plane 7 years it has the 201 windshield and Hartzell scimitar top prop two blade. I run at 24" and 2450 rpm. I only get 140 knots. Does that sound right? Reman engine has 500hrs. Again it's a 67F fuel burn 11 gph. Usually fly 5-7000 ft

Link to comment

Share on other sites.

• Created 7 yr
• Last Reply 4 yr

Top Posters In This Topic

Popular Days

Marauder 8 posts

Hank 5 posts

M20F-1968 5 posts

MyNameIsNobody 5 posts

Aug 22 2016

Aug 23 2016

Aug 11 2018

Aug 25 2016

Popular Posts

August 22, 2016

I have that, too. My 201 windshield is offset by the Hartzell 3-blade. Reading all of this makes me rethink the F as just a C with extra backseat legroom, hauled around by the hard-to-hot-start I

August 23, 2016

I swear my C does 185 knots on 7.5 gph.  I flight plan for 145 knots and 10gph, though, just to be on the safe side.

MyNameIsNobody

I hate these threads because posters rarely discuss their altitude/power settings and fuel burn.  My question is why don't you include this for reference?  It takes the "magic out".

Posted Images

Depends on mods. My 75F with mods (201 windshield, gap seals, cowl enclosure, etc.) will do 150 KTAS all day.

Sent from my iPad using Tapatalk

I usually see 150 kts (170ish mph) but I plan 140

My F has most if not all speed mods and I plan for 145kts ground speed and it usually works out pretty close there and back on average.

Ron McBride

My 69F has many speed mods, looks like 148 knots TAS.   1500 hrs on engine, old style prop.

I forgot to add when I have Dave's mod installed, I will gain 39 KTAS, right Matt?!

Bob_Belville

Just now, Marauder said: I forgot to add when I have Dave's mod installed, I will gain 39 KTAS, right Matt?! Sent from my iPad using Tapatalk

Still peddling that TAS pic of the Aspen? The one that also shows climb of -700 fpm?

I followed a friend in an F model once for almost an hour. Had him in sight until he descended near pattern altitude, lost him in ground clutter--it's a pretty small target from behind . . .

My C is pretty much a 140-knot machine.

I hate these threads because posters rarely discuss their altitude/power settings and fuel burn.  My question is why don't you include this for reference?  It takes the "magic out".

20 minutes ago, Marauder said: I forgot to add when I have Dave's mod installed, I will gain 39 KTAS, right Matt?! Sent from my iPad using Tapatalk

Would that be the kerosine type

i run my 67F usually at 23" 2300rpm down low (~65%) 25LOP and I get 138ktas when loaded up heavy, but 147ktas if its just me and half fuel.   up high, I'll increase rpm to compensate for lost MAP.  

Fuel burn ends up being about 7.5gph in cruise either way.  some people run them harder, but I'm going for longevity.  That extra 5ktas seems to demand so much more from the engine. 

I don't have any speed mods.. oem windshield, etc.

Edit; forgot to mention I have a clean top prop that I continually keep clean.  Also, condition of paint, wax, and cleanliness of the plane will probably have a greater effect than speed mods imo 

N201MKTurbo

My old F only had one speed mod which was a Laser cowl closure. It almost hit book values. At 6500 2500 RPM and full throttle it would do 152 KTS. If I shoved all the knobs in it would do 167 KTS.

I attribute that speed to messing with the rigging for a couple of years.

4 hours ago, Mleahy said: What cruise speed should I expect in my 67 F model? I have had the plane 7 years it has the 201 windshield and Hartzell scimitar top prop two blade. I run at 24" and 2450 rpm. I only get 140 knots. Does that sound right? Reman engine has 500hrs. Again it's a 67F fuel burn 11 gph. Usually fly 5-7000 ft Edited just now by Mleahy These numbers sound low to me.   I fly a mostly stock 75 F,  it has a few seals and a three blade prop.  I plan for 139 knots at 8.8 gal/hr at 10,000 feet running 2500 rpm.  At western altitudes (9 to 13 K) I don't look at manifold pressure.      

2 hours ago, Hank said: I followed a friend in an F model once for almost an hour. Had him in sight until he descended near pattern altitude, lost him in ground clutter--it's a pretty small target from behind . . . My C is pretty much a 140-knot machine.

Mine will also do 140kts though I plan for 130kts. I have the cowl enclosure mod as well, which helps.

2 hours ago, LevelWing said: Mine will also do 140kts though I plan for 130kts. I have the cowl enclosure mod as well, which helps.

I have that, too. My 201 windshield is offset by the Hartzell 3-blade.

Reading all of this makes me rethink the F as just a C with extra backseat legroom, hauled around by the hard-to-hot-start IO engine . . .

My C would do about 152 KTAS at 8000' WOT and 2400 rpm.  That is the speed I computed reading the indicated air speed and correcting for temperature & altitude.  

Funny thing, tho,  the GPS always showed about 140-142 KTAS in 3-way speed checks under those conditions.

I assume the ASI, uncalibrated since 1965, might be off a tad.   Or maybe GPS is lying.  

PS   I thought my "E" (based on 8 years of ownership) was horrid to start hot.  I'd rather have a root canal done, almost, than try a restart 30 minutes after shut down.  Just sayin.   

3 minutes ago, bluehighwayflyer said: You have posted this many times, Hank, and I have been meaning to ask you about it.  What has it been about your experience with IO-360s to leads you to believe that they are universally hard to start hot?  Just curious. Jim

I think he has IO envy.

1 minute ago, N201MKTurbo said: I think he has IO envy.

No, he remembers how hard it is to start hot.  As do I.  

If the hot start procedure in my E worked first time, great!  Otherwise, I found it  best to just get out and go have another cup of coffee. 

I tried everyone's pet hot start technique.  Sorry, none guaranteed anything but random outcome.   I finally fixed the problem -- I sold the plane.  

Once  it was running, tho, that IO-360-A1A was a great little engine.  

Just now, Jerry 5TJ said: No, he remembers how hard it is to start hot.  As do I.   If the hot start procedure in my E worked first time, great!  Otherwise, I found it  best to just get out and go have another cup of coffee.  I tried everyone's pet hot start technique.  Sorry, none guaranteed anything but random outcome.   I finally fixed the problem -- I sold the plane.   Once  it was running, tho, that IO-360-A1A was a great little engine.        

Huh, I have owned a Mooney with an IO-360 for 32 years. I could start both of them any time any place.

1 hour ago, Hank said: I have that, too. My 201 windshield is offset by the Hartzell 3-blade. Reading all of this makes me rethink the F as just a C with extra backseat legroom, hauled around by the hard-to-hot-start IO engine . . .

I'm with Turbo on this one. It is only hard to start until you learn how to start it hot. I will admit I surrendered a few times in my first year of ownership until I was taught how to start it hot. I had been using that hot start technique for years until I saw Maxwell's YouTube video. His technique works as well.

Ok, I understand.

But my E was a beast to start hot. If I still had it Ivwould let you guys try your hand.

If the shower of sparks is weak it will be difficult to start. Replacing the points and condenser in it as well as adjusting it to the mag made all the difference in the world.  I suspect many of these have never been looked at. I don't think mine had until a few years ago. 

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.

×   Pasted as rich text.    Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.    Display as a link instead

×   Your previous content has been restored.    Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

• Insert image from URL
• Submit Reply

Members Online

• Steve Dietrich
• glenn reynolds
• Utah20Gflyer
• Existing user? Sign In
• Online Users
• All Activity
• My Activity Streams
• Unread Content
• Content I Started
• Leaderboard
• Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings , otherwise we'll assume you're okay to continue.

Mooney M20 Acclaim Ultra - Price, Speed, Fuel Burn & Specs

March 8, 2023

This article may contain affiliate links where we earn a commission from qualifying purchases.

‍ Key Takeaways

• The Mooney M20 Acclaim Ultra is a four seat, general aviation aircraft, and the most recent member of the Mooney M20 family to roll off the production line.
• Still in production, a brand new Mooney M20 Acclaim Ultra costs between $760,000 and $900,000 depending on the options chosen
• By contrast, a used Acclaim Ultra costs between $700,000 and $800,000 depending on age, condition and other factors
• The Mooney M20 Acclaim Ultra has a top speed of 242 knots, a cruise speed of 175 knots and has a maximum range of 1275 nmi
• Its single Continental TSIO-550-G engine burns approximately 18 gph on average

‍ The Mooney M20V Acclaim Ultra is the fastest single-engine four-seater plane on the planet. This guide looks at its features for prospective buyers.

The Acclaim Ultra rolled out in 2016 and currently costs between $780,000 and $900,000 new or $700,000 to $800,000 used. It has a max speed of 242 kn, a cruise speed of 175 kn and a maximum range of 1275 nmi. It is powered by a single Continental TSIO-550-G that burns 18 gallons of fuel per hour.

As an experienced flight instructor who teaches in single and multi-engine airplanes and a corporate pilot, I frequently fly various members of the Mooney M20 family, including the Acclaim Ultra,in addition to other GA and corporate aircraft.

Table of contents

‍ mooney m20 acclaim ultra background.

It is easy to mistake the fastest single-engine four-seater Mooney M20 Acclaim Ultra as just the latest iteration of the M20 line that began in 1960. But it's not. Mooney Aircraft, the manufacturer of the Acclaim Ultra, changed enough of the structural design and the production process that it had to undergo recertification with the FAA.

The Acclaim Ultra, which rolled out in 2016 and remains in production, has been redesigned to be aerodynamically refined, structurally robust, and ergonomically superior. The changes resulted in production cost savings, reduced weight, and better performance.

The final result is a plane that is quicker to build and flies further faster while carrying more.

Based on the long body airframe of the M20 lineage, the Acclaim Ultra uses a welded steel tube cage combined with a semi-monocoque rear fuselage to deliver added strength and reduced weight. Aside from aerodynamic considerations that drive the new design, ergonomics of egress and ingress changed how structural designers reimagined the fuselage and cabin.

With two doors now, one for each front-row occupant, the steel tubing in the previous fuselage had to be redesigned to transfer stresses and force distribution around the brand new second door. The significantly larger doors meant that the force-carrying members of the fuselage had to be repositioned and strengthened to handle the torsion and bending moments of the airplane that is meant to go faster and carry more.

The steel structure is covered with a single-piece composite shell that was clipped to it, resulting in a smooth, aerodynamic outer layer that allows the Mooney to slip through the air with a lower drag coefficient. This is further enhanced by the practice of flush riveting in areas where they still use sheet aluminum.

The result of the new doors and the extra rear windows, combined with the new version of previously-popular paint schemes, resurrected the race-bred aesthetics of Mooney’s heyday.  But all the structural and aerodynamic changes do affect how the plane feels in your hands.

The Mooney M20V Acclaim Ultra is fast, no doubt, but it's also not as agile as its predecessors. To keep the CG within range, the engine was hung a little farther forward, changing the feel of the airplane, especially noticeable when pulling back the yoke on rotation. Compared to the older M20 variations, the M20V Acclaim Ultra needs a positive yank to unstick it from the ground.

This is by no means a bad thing. The older Mooney’s tended to leap into the air before they were fully ready. That didn’t matter so much on cold days, but on high-density-altitude days, it used to be a problem. Setting the trim for take-off helps considerably.

Roll sensitivity remains solid. With enough practice, course corrections just require you to think it for the plane to bank one way or the other. That’s how sensitive they can be. And up at altitude doing 240 knots, that’s how you want it if you are hand-flying the speedster. Don’t be ham-fisted with this plane.

Pitching up for a 120-knot cruise climb can get the deck angle pretty high, but it will result in an over-1000 fpm climb rate. It is possible to get up to 1,800 fpm depending on how cold it is outside and how light you are.

Even being one of the heavier of the variants, the M20V still manages to be the fastest, and that’s because of its streamlined lines and clean surfaces. You have to fly this aircraft by the numbers, otherwise, it will get ahead of you.

What most forget is that they have two things working against them on the way down. Unlike a normally aspirated piston engine that is aerodynamically dirty, the Acclaim Ultra takes a long time to bleed off its speed. That’s made worse on the descent phase of the flight. The first problem is that you can’t just pull the power back to idle. It will shock cool the turbos and the engine.

The second problem, as with all M20 variants, the Acclaim Ultra is as slippery, if not more so, than other Mooneys. This is where the speed brakes come in handy. They have no limitations and you can deploy them at any time, even with your cruise power still engaged. Just don't engage them too close to the ground if you haven't already stabilized the plane.

A good practice for the descent is to pull back the MAP by an inch and let the nose drop at the top-of-descent, then deploy the speed brakes. Keep reducing the throttle by an inch every thousand feet and the temperature will drop gently. The speed brakes that come with the Ultra are a good way to save your engine and bleed the excess energy to set yourself up for a stable final approach.

The larger cabin now features increased leg and shoulder room for all four passengers while converting the once-steam gauge-driven dash into a glass cockpit with full avionics and coupled autopilot.

The Mooney M20V, like its predecessors, is not pressurized but has the capacity to effortlessly climb to its ceiling of 25,000 feet. This is because of Continental’s turbo-supercharged engine that delivers 280 horsepower for much of the climb phase.

Both the M20V and the M20U Ovation Ultra that was released at the same time have had a somewhat tumultuous production history. First put into production in 2017, production of the types ceased in 2019 due the company having financial troubles, though production restarted before the year was over. Since then, Mooney has struggled to gain new orders of both types, even if deliveries continue to be made to willing customers.

What Are The Specifications of Mooney M20 Acclaim Ultra?

How much does the mooney m20 acclaim ultra cost.

There are three price categories for the Mooney M20V Acclaim Ultra. The first two are ascribed to brand-new airplanes, priced by the factory. The low end of the price range is $760,000. For this price, you still get the full glass cockpit and the autopilot.

The upper end of the price range gets you the factory's full spec version which runs close to $900,000. This includes factory air conditioning, long-range tanks, long-range oxygen systems that will allow you to stay up at 12,500 feet or higher for longer, and de-ice systems that will get you FIKI-certified.

The de-icing system that does raise the factory price considerably allows you to fly up to three hours in known icing conditions. Its unique design, not following the typical bleed air heating or the inflatable boots, glycol that is pumped out to the prop, the wings, and the empennage through tiny holes and spread across the surface. This prevents ice from forming.

The third price category is for a used Mooney M20 Acclaim Ultra. It’s not always easy to find between $700,000 and $850,000. There are two reasons for the high price in the secondary market. The first is that there just aren't many of them on the market, but that could change as the lower serial numbers begin to show up in the secondary market as their tenth anniversary rolls around.

Operating Cost

To calculate the costs to operate the Mooney M20V Acclaim Ultra, we will assume that the average fuel burn is 18 gallons per hour and that the price of 100LL is $6.50.

Direct operating Costs, DOC, for the Acclaim Ultra include hourly fuel and oil burn. Hourly fuel costs are (18 GPH x $6.50) $117.00 per hour.

Most Acclaim owners reckon that they burn oil at a rate of about a quart every five hours. At $10 per quart, the hourly cost for oil is $2.

Consider oil changes every 25 hours to keep your engine in good shape. With an 8-quart sump, a new oil filter at each oil change, and workmanship, it will cost $250 every 25 hours, or $25 per hour.

With these three items, the Mooney M20V Acclaim Ultra’s Direct Operating Cost is $144.00 per hour.

In addition to DOCs, you will also have fixed costs that accrue regardless of the number of hours of flight time you place on the aircraft.

The largest fixed cost item you will face is the insurance premium. Assuming you purchase the Acclaim for $900,000 and you are a qualified pilot, as far as the insurers are concerned, then your premium for hull and liability will be $22,500. It could go up as high as $30,000 if you are less than fully qualified.

Assuming you flew the Acclaim Ultra 500 hours a year, your insurance cost breaks down to $54 per hour.

Hangaring the airplane will add another $7200 for a typical T-hangar or maybe a shared spot in the main hangar on your field. That adds up to $14.4 per hour.

In addition to the direct and fixed costs that you will incur when you own the Acclaim Ultra, you will also have to create a kitty for the maintenance and work that will have to be conducted over the course of usage.

The biggest line item to think about is the engine. The engine on the Acclaim Ultra has a recommended TBO of 2,200 hours. Across a wide range of aircraft owners, the Continental  TSIO-550-G costs $48,000 to overhaul and $68,000 to replace.

The first two TBOs can expect a simple overhaul while you should expect to replace the engine at the third. That’s a horizon of 6.600 hours that will see two overhauls and one new engine. This will result in a total cost of $164,000 over 6600 hours of use. That’s $25 per hour.

The prop will also need to be overhauled every two years or 2,000 hours. The Hartzell scimitar prop costs $9,000 for a brand new one, and $3,000 to overhaul. Assume having to change out a new prop every 4,000 hours while overhauling it every 2000 hours. As such, over 4,000 hours you will purchase one new prop and overhaul it once.

However, since you will fly only 500 hours a year, while the prop needs to be overhauled once every two years, you would have only flown 1000 hours before timing out. As such, figure overhauling the prop three times and replacing it once every four years. This costs a total of $18,000 for 2,000 hours or $9 per hour.

Whether you rent the aircraft out, you should consider getting a mechanic to do a 100-hour inspection as well. It will be a good time to have the oil changed and look around and take care of anything that comes up.

A typical hundred-hour for a Mooney M20V Acclaim Ultra will cost $600, including the oil change. That’s $6 per hour.

While we are talking about maintenance, set aside $1,500 for unscheduled maintenance every year. That’s $3 per hour.

To keep the aircraft airworthy, Annual Inspections are required and it has to be signed off by an IA. Annual Inspections which will include any Service Bulletins or Airworthiness Directives can cost up to $2500 a year. That’s $5 per hour.

Also, put aside $500 for subscriptions and charts. That’s $1 per hour.

Consider painting your airplane once every five years. This is approximately $15,000 and works out to be $10 per hour of flight time.

In total, your hourly cost to operate the Mooney M20V Acclaim Ultra is $271.40 (this includes DOC, Fixed Costs, and maintenance reserves.)

How Fast is The Mooney M20 Acclaim Ultra?

The Mooney M20V Acclaim Ultra is the fastest plane in the Mooney lineup, and the fastest piston engine aircraft on the planet flying at a max speed of an impressive 242 knots and a cruise speed of an impressive 175 knots. The Mooney relies on its powerful Continental TSIO-550-G engine to develop the most power it can while using the three-bladed scimitar prop to convert much of the 280 horsepower to thrust.

In slower single-engine airplanes that use the same six-cylinder engine, much of the speed loss results from the poor conversion of power to thrust that uses a two-bladed conventional prop. This is in addition to the aerodynamic efficiencies that have already been mentioned.

The power of the twin-turbo with double intercoolers provides 35 inches of manifold pressure at sea level when the throttles are fully advanced, so be careful not to over-boost. There are no wastegates on the Mooney so you could damage the internals if you make it a habit of over-boosting.

Instead, advance the RPM to full forward, hold the brakes, and advance the throttle to 30.5 inches of MAP before releasing the brakes for the take-off roll. When it gets to FL250, it can still maintain 30.5 inches of manifold pressure, allowing for its max speed of 242 knots or cruise speed of 175 knots in standard conditions.

For the climb segment, with the power at 30.5 inches and the RPM at 2500, the Acclaim Ultra will climb at 1200 fpm if you pitch for 120 knots. With that kind of performance, it is hard to think of the Mooney M20V Acclaim Ultra in the same way you think of most GA aircraft.

It takes about 10 minutes to get to 12,000 feet and, with a fuel flow of 22 gallons per hour, achieve 210 knots (true). If you just want to go fast and are not willing to go through the trouble of hooking up the oxygen, then you can still tap into the speed, but you will have to accept the high fuel burn at lower altitudes. For economy and speed, the Mooney demands that you fly it at FL250.

At the ceiling, you can bring the fuel flow back to 15 gallons per hour at 50 degrees lean of peak and still get 218 knots. You can take it up to 240 knots at FL250 if you set it to 2500 RPM and 30 inches MAP and lean it out to 18 gph.

How Much Fuel Does The Mooney M20 Acclaim Ultra Burn?

The M20V Acclaim Ultra comes with tanks that you can top off to 100 gallons. There are long-range tanks that you can opt for that will extend the legs of an already respectable maximum range of 1,200-plus nautical miles.

However, the Acclaim Ultra is already a little thin as far as being able to load all of its four plush leather seats. With full fuel taking up 600 pounds from its 3,280-lb MTOW, that leaves 2,680 pounds of aircraft, passengers, and baggage.

The Mooney Acclaim Ultra weighs 2,225 empty. It’s a little heavy compared to its predecessors due to its factory air, the de-ice tanks, the added steel tubing to accommodate the pilot’s-side door, and so on. As such, what’s left is just 435 pounds that you can use for people and bags. This is not enough to take four people on a twelve-hundred-mile trip.

With two average-size adults, weighing a total of 380 pounds, that gives you 55 pounds for luggage if you decide to carry full fuel.

With 100 gallons of fuel, only 92 gallons are usable. This is where the Mooney’s high ceiling comes in handy. The take-off and climb phase that gets you to 12,000 feet has a typical fuel burn of 12 gallons. For this, you will have to be running the mixture at full rich with manifold pressure at 30.5 inches and RPMs at 2500. When you level off at 12,000 feet, setting the MAP to 30.5 inches, you will get a fuel burn of 22 GPH.

Figure that the descent and landing phase will take up about 8 gallons of fuel. That’s 20 gallons out of 92. Assume also that 16 gallons will be your IFR reserve, and that’s what you should have, at the very least, when you land. That leaves you with 54 gallons of fuel for your en route phase. Flying at 12,000 feet and burning 22 gallons per hour giving you 2.45 hours of endurance with IFR reserves.

At 210 knots (true) you will only be able to get 515 nautical miles, assuming still air conditions.

The endurance and maximum range picture is significantly different, however, if you fly the Acclaim Ultra at FL250. It gets you to 241 knots for the same payload while the fuel burn can be leaned back to 18 GPH.

Taking into account the extra 6 gallons it would take to get you to FL250 and the slightly longer descent time on the back end, you would have 50 gallons for cruise, giving you an endurance of 2.8 hours at a fuel burn of 18 GPH. This will result in about 588 nautical miles in still conditions.

When Do Doors Close On An Airplane Before Flight?

What Is A Very Light Jet?

Does Cessna Make Jets?

How Much Does A Plane Cost?

About THE AUTHOR

Joe Haygood

Obsessed with Planes and Flying

Trending Now

How High Can A Piper Fly?

The Best Small Planes You Can Buy Right Now

How Much Does A Boeing Plane Cost?

How Much Does It Really Cost To Paint A Plane?

Learn all about planes and pilots, and even how to fly, with SkyTough. We'll explore the ins and outs of the sky and how to travel through it. Read more about us, here .

©2024 SkyTough. All rights reserved.

We can be reached at [email protected]

SkyTough.com is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon. This site also participates in other affiliate programs including but not limited to ShareASale, CJ, and ClickBank, and is compensated for referring traffic and business to these companies.

• Brands/Models
• Buyer’s Guide
• Glass Cockpits
• Auto-Pilots
• Legacy Instruments
• Instruments
• Safety Systems
• Portable Electronics
• Modifications
• Maintenance
• Partnerships
• Pilot Courses
• Plane & Pilot 2024 Photo Contest
• Past Contests
• Aviation Education Training
• Proficiency
• Free Newsletter

MOONEY MARK 20/21 SERIES

1955’€“Present

By Plane and Pilot Updated November 20, 2017 Save Article

Like the B.D. Maule’s M-4 design, Al Mooney’s M20 airframe has evolved as the basis for virtually the entire line. In 1955, Mooney introduced the Mark 20 as a low-wing aircraft with retractable landing gear. This early version was powered by a 150-hp Lycoming. Its wings were constructed of wood and fabric, while its tail unit was a plywood structure with steel-tube framed control surfaces. The Mark 20A entered production in 1958 offering a 180-hp Lycoming engine as an option. These two aircraft continued in production until 1960, when the Mark 20 was discontinued, and 1961, when the Mark 20A was replaced by the Mark 21.

The Mark 21 was the first Mooney to feature allmetal construction but was otherwise the same airplane. In 1963, the Master was offered as a non-retractable version of the Mark 21, and in 1964, the Super 21 entered production with its fuel-injected 200-hp Lycoming. The Ranger replaced the Mark 21 and Master in 1967. It differed from earlier models by the addition of a one-piece windshield and the elimination of the dorsal fin. That same year the Statesman was added to the line with its longer fuselage and extra passenger windows; the Executive 21 was also introduced, utilizing the Statesman’s fuselage with a 200-hp fuel-injected engine.

Production of all aircraft ceased for a while in 1972, but resumed in 1974. The airframe was put through an extensive aerodynamic clean-up program by aerodynamicist Roy Lopresti. The previously uncovered gear wells were fitted with complete doors. A McCauley paddle-blade prop yielded increased efficiency at the blade extremities. A super-slick engine cowling shape provided minimum drag at cruise, while new cowl flaps were reworked to open wide during climb to keep down engine temperatures. The windshield was streamlined. The use of flush riveting was expanded to the leading 60% of the wing chord, and fiberglass fairings were used on all hinges. The result was the Mooney 201, the first aircraft in history to fly 200mph with 200hp.

The addition of turbocharging might seem a rather meager justification for calling an airplane “new,” but in the case of the Mooney 231, turbocharging was a big deal. When the 201 was first introduced in 1976, there was little question that a turbo version would follow. Like Rajay’s Piper Lance system, the Mooney installation is a sea-level unit designed to deliver 30 inches of manifold pressure right up to the critical altitude. Maximum operation altitude for the 231 was established at 23,000 feet. It flies at approximately 207 mph at 75% power. Of special note is the fact that 1980 was the first year Mooney surpassed Piper Arrow in sales since the single-engine retractable-gear Piper took the number one sales position away from Mooney.

For 1981, the Model 201 featured sculptured wing tips with integral navigation and strobe lights. First introduced on the 231, the new tips reduce parasite drag and help provide better roll response. They’re made of tough and resilient fiberglass. Improvement to range and payload for the Turbo 231 results from redesign of the fuel tanks. Eight gallons of unusable fuel have been reduced to three gallons; this and other changes result in a 35-pound increase in payload. Total usable fuel is up from 72 to 75.6 gallons.

In 1986, the 231 morphed into the Mooney 252TSE. The model added such exotics as speed brakes and an intercooler, but couldn’t survive the sour economy of the early 1990s, nor Mooney’s off again/on again financial woes. Production on the 252 ended in 1990.

The pre-201 Mooney M20s are some of the best deals on the used market. Check out some of the other Cheapest Planes In The Sky .

Related stories, boeing 737 200–900.

What‘s Going On with Cessna Denali Turboprop?

Daher TBM 940 Achieves Milestone

Stay in touch with Plane & Pilot

America’s owner-flown aircraft enthusiasts and active-pilot resource, delivered to your inbox!

Save Your Favorites

Already have an account? Sign in

Save This Article

Contact | RisingUp Home

• Aircraft Specs
• Aviation Message Board
• FAA Regulations
• Aircraft Pictures
• Avation Links
• Practice FAA Tests
• Manufacturer List
• Mooney Aircraft
• Advanced Search

Aircraft Performance Data

Mooney m-20-c mark 21 - performance data.

Related Specs:

• M-20F Executive 21 (1974 and later)
• M-20-E Chaparral (1974 and later)
• M-20-G Statesman
• M-20C Ranger ('77-'78)
• M-20-C Ranger(1974 thru 1976)
• M-20-E Super 21 Chaparral
• M-20-B Mark 21
• M-20-A Mark 20A
• M-20-Mark 20
• M-20-D Master
• M-20F Executive 21 (prior to 74)
• M-20-E Chaparral (prior to 1974)
• M-20-C Ranger(prior to 1974)

Manufacturer Aeronca Aerostar American Champion American General Beechcraft Bellanca Cessna Commander EADS Socata Lake Luscombe Aircraft Maule Mooney Piper PZL Aircraft Model Search for aircraft meeting your performance criteria!

Copyright © 1998-2011 RisingUp Aviation . All rights reserved.