mooney acclaim type s cruise speed

Mooney Acclaim Type S

Isabel goyer.

Mooney Acclaim Type S Robert Goyer

There are many things to love about the turbocharged Mooney Acclaim, more than 230 of those things, in fact, and the Type S follow-on has a few more to add to the mix, bringing the total, according to Mooney's accounting, to 242 ... knots, that is.

The Continental TSIO-550-equipped Acclaim has been around for a couple of years now, and it's been a great seller for Mooney. It was the successor to the Bravo, which was powered by a turbocharged 270 hp Lycoming TIO-540. I've had a chance to fly the Bravo, and it's a nice airplane, a near 220-knot cruiser at 25,000 feet that can do around 200 knots in the mid-teens, where most pilots wind up operating these airplanes.

The Acclaim, let me say right off the bat, is a lot faster than that, and the Acclaim Type S, which features some aerodynamic improvements to the original, is faster still.

Moreover, the Acclaim has been the beneficiary of a number of notable quality of life improvements, thanks to updates on the G1000 avionics suite that is standard on all Mooneys today. (The last models of the Bravo had the first iteration of G1000.) The latest Acclaim, I just learned today, is now available with Garmin's terrific Synthetic Vision Technology (SVT). Unfortunately, you'll have to read about that in a future story.

On the Acclaim Type S, Mooney asks the Continental engine to deliver just 280 hp, this from an engine type that cranks out 310 horses in at least one other current airplane. Given the Mooney's sleek lines, 280 horses is plenty. The airplane is very fast, as fast as some turboprop twins, in fact.

It's interesting to note that while the Acclaim competes with new designs in the form of the Cirrus SR22 G3 Turbo and the Cessna 400, the Mooney does almost everything in a very different way from those models. With the Acclaim you get a relatively compact, all-metal, retractable-gear airplane that appeals to people who are looking for truly personal transportation. Many writers and owners before me have compared the airplane to a sports car, and the comparison is certainly apt. You sit low in an Acclaim, as you do in a Lotus. Rather than "sitting in" the airplane, it's more like you're wearing it. Some passengers will love it. Others won't. Like just about everything else with the Mooney, it's a very subjective thing.

When Mooney introduced its Type S Acclaim last fall, it said that it indisputably had the fastest piston single in the world, with a top cruise speed of up to 242 knots, an improvement of nearly 10 knots over the original Acclaim. It had achieved this kind of speed increase by working into the design a number of aerodynamic enhancements, though it declined, like a Nascar team working under cover of night, to go into detail about it. For the record, the competition is the Cessna 400, which is just about as fast, though I haven't heard Cessna arguing that its airplane is faster than the Type S. Some 400s are probably a knot or two faster than some Acclaims.

These days Mooney is talking more freely about the aerodynamic mods, and though they aren't the stuff of great genius, they have the unusual effect, unlike many such mods, of actually doing what the company claims they will.

What are they? The most noteworthy (and if I had to put money on it, the most effective) is the addition of a new three-bladed Hartzell prop. There's a new, smaller but still very effective air inlet, flap gap seals, and cleaned-up gear doors and flap hinges. If you'd asked me before the fact if these changes would have made a 7-knot difference in speed, I'd have bet against it. But I'd have been wrong.

Nope, the result of the cleanup is an airplane that is noticeably faster than its predecessor by a good margin. I never saw the 242 knots that Mooney claims, but I'm sure some examples can do it. During the week I was flying the airplane, it was still pretty hot out, and even at 25,000 feet, it was considerably warmer than standard. On the day that I donned the mask and climbed the Acclaim up that high, I was able to wring 236 knots out of it at the best power setting, whereas the book said that I should have been able to get 240 knots true at the warmer than standard temperature.

It seems absurd, I should add, to apologize for 236 knots, so let me point out that 236 knots made me very happy indeed. And at 50 degrees lean of peak, I was still seeing 230 knots at 21 gph.

Now, if I were to operate an Acclaim on a regular basis I doubt I'd fly it up at 25,000 feet very often, except perhaps to take advantage of great tailwinds. I'm not alone in this and I have the same reasons as other pilots of turbocharged airplanes: I hate wearing a mask and, despite the airplane's excellent climb performance (800-plus fpm all the way up), it does take a while to climb to FL 250, especially when ATC steps you up along the way, as they are sure to do in many parts of the country. But that said, once you're up there, seeing 230-anything, and on a good day 240-plus, on the true-airspeed readout on the G1000 is a sweet thing to behold. And it's no mirage. I would, in fact, flight plan for something in the neighborhood of 232 knots were I going that high. This is one smoking airplane. With a respectable tailwind, you're looking at 270 knots or better.

But the biggest reason I'd stay down in the mid-teens is because the Acclaim does exceptionally well there. Heading from Midland, Texas, back home to Austin on one flight, I was at 17,500 (yes, VFR and almost completely alone in my airspace there). At that altitude on that day I was seeing 222 knots true on the display with, again, right around 21 gph fuel flow at 50 degrees lean of peak. And you can do much better in terms of fuel consumption, if you're willing to slow down a bit. At 16,500 on the way out to West Texas, I pulled the power back to 26 inches and 2400 rpm and got right around 205 knots at 18 gph with a total range of better than 1,000 nm and a fuel efficiency of better than 12 nm per gallon. Try that in a Suburban. And if I'd settled for even less speed and wanted to stretch the leg out, I could have easily flown from Central Texas to Southern California nonstop with the standard 100-gallon tanks, no less. The airplane is available with 130 gallons of fuel, though it's an option that not many customers opt for.

A feature that comes on every Acclaim are speed brakes, and they make flying the airplane a lot easier in a few different ways. Coupled with the three big speed brakes on the belly of the airplane (often referred to as landing gear), Acclaim pilots have some great tools to help in getting the airplane heading down when it's time to descend. And they allow you to do it without building up too big a head of steam, while still letting you keep the power reductions incremental and gradual. If you fly the airplane at the flight levels, you'll need the help. Few controllers seem to understand the difference between a pressurized airplane and a non-pressurized one. The difference, of course, is about 1,000 fpm in the rate of descent. The key in the Mooney is to think ahead, to beg for lower early, to use the speed brakes right off the bat and to reduce power judiciously as you descend to keep the speed from building too high. Even when I was given unrealistic sounding crossing altitudes on a couple of occasions, I was able to make them without having to descend at much more than 1,000 fpm. But you've got to plan ahead.

Mooney at Heart

The speed brakes also help in one other respect, in landing. You've probably heard that Mooneys are hard airplanes to land, and it's true. Unless, that is, you do things right, in which case they're easy to land. The key, as you know if you've flown them, is to control your airspeed. On landings where I did this, I was overjoyed with the result. On landings where I was a little fast, the results weren't pretty. By using the speed brakes, however, the airplane tends to float a lot less. By the end of the week I was using the blades on every landing. With them, speed control is still important, but slightly less so.

In all other ways, the Acclaim is a Mooney, and that means that people who love them adore them and people who don't wonder about the ones who do.

As I said, the airplane is compact, and while the shoulder room is generous, the overall cabin size is cozy, as is the case for the back seat too. The interior, on the other hand, is elegant, verging on luxurious, with nice leather with contrasting piping. It's a nice place to while away the hours as the terrain passes below you at an impressive rate.

As with all the Mooney models, the Acclaim comes with some impressive options, including a TKS anti-icing package that is approved for flight into known icing. You can also get air conditioning, which is something I pined for during my week with the airplane in the late Texas summer (which feels a lot like the worst summer day anywhere else). The addition of those two options, I might add, while contributing mightily to safety and comfort, combine to cut the useful load tremendously. So many buyers choose to do without them, putting up with the heat on warm days on departure and arrival -- it's nice and cool up high, remember -- while practicing prudence when it comes to the icing issue. Those who live in the ice belt, not surprisingly, are Mooney's best customers for the TKS, which for much of the year can be flown with little or no fluid in the tanks.

I think that's a good way to think about the Acclaim, as an unparalleled one/two-occupant long-range rocket, but maybe more importantly as an excellent regional airplane. This is very much, in fact, how I think of turboprops and how charter companies make use of them. One of the Mooney employees who regularly flies a company Ovation 3 airplane around the Southwest on the way to and from Big 12 football games -- tough gig, I know -- says that the airlines simply can't touch the Mooney for block to block times, not to mention overall convenience. And I believe it.

On a trip out to West Texas, the Mooney delivered me in comfort and high style in just a little longer than the airlines would have, but in a much shorter time when you factor in the lines and built-in wait times of airline travel. And the schedule was all mine.

It's an appealing way of travel on many levels, and I found myself quickly getting used to the speed, continental styling and turbine level systems of the airplane. Also, after a good flight in the airplane, I felt a real sense of accomplishment, what with managing oxygen, speed brakes, landing gear, and running the beautiful G1000 flight deck. It's a lot more than mere transportation, that's for sure, and Mooney customers genuinely appreciate this aspect of ownership, in addition, it goes without saying, to the speed.

On the fence next to the taxiway leading out of the Mooney production ramp, there's a sign that reads, "Fasten your seat belt." Some might take that as a simple safety reminder to the pilots heading out for the runway at Kerrville Municipal. But the real meaning, I'd venture to say, is this: "You're in a Mooney. Prepare to go fast."

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• Mooney Acclaim Type S Performance

Mooney is known for its focus on performance. The Mooney Acclaim Type S and the original Mooney Acclaim continue with the company's history of high performance aircraft. The Mooney Acclaim Type S performance is one the best, if not the best in its class. The Mooney Acclaim Type S has the highest top speed (242+ Knots at 25,000 feet) of any single engine piston aircraft produced. At 16,000 feet the Acclaim Type S can fly at a speed of 220 knots. The Mooney Acclaim Type S is fast, however is also great in other performance categories. Range for the Acclaim is 1,445 nautical miles with the standard tanks and 1,852 nautical miles with optional fuel tanks installed. The Acclaim Type S aircraft's range performance is once again among the best for a single engine piston airplane. Fuel Burn for the Mooney Acclaim Type S is also very good. At a "Best Power setting" The Acclaim Type S burns around 0.09 gallons of 100 LL every nautical mile (gal/nm) or travels 11 nautical miles for every gallon (MPG / NMPG). The Mooney Acclaim Type S fuel burn / consumption is 20.3 gallons per hour with 2,400 RPM, 220 Knots speed at 16,000 feet with International Standard Atmosphere (ISA) conditions. At 25,000 feet the Acclaim Type S burns about 21 gallons per hour with a speed around 241 knots / 2,500 RPM. At the Best Economy setting, the Mooney Acclaim Type S fuel consumption is 0.08 gallons per nautical mile and 12.22 nautical miles per gallon. This is based on a 215 knot speed, 2,400 RPM at 16,000 feet, ISA conditions. The Mooney Acclaim is certainly one of the best performing single engine piston airplanes available.

Below is an overview of the performance specifications of the Acclaim Type S. More specifications are located here .

• Mooney Acclaim Type S Top Speed: 242 Knots
• Regular Mooney Acclaim Top Speed: 236 Knots
• Cruise Speed at 16,000 Feet 220 Knots

Max Operating Altitude: 25,000 Feet (FL250) Rate Of Climb At Sea Level (Max Weight): 1,375 Feet Per Minute

Fuel Burn: around 12 to 20 gallons per hour (GPH) depending on conditions. (see above for example).

Takeoff Distance

• Takeoff Distance at Sea Level with Max Weight: 1,380 Feet
• Takeoff Distance with 50 Foot Obstacle (Regular Mooney Acclaim): 1,620 Feet

Mooney Acclaim Type S Range:

Long Range with Standard Fuel Tanks: 1,445 Nautical Miles Long Range with Optional Fuel Tanks: 1,852 Nautical Miles

Engine Performance Ratings

• Maximum Continuous Power: 280 brake horsepower (BHP) at 2500 RPM (revolutions per minute)
• Recommended Cruise Power: 262 BHP at 2500 RPM

Airspeed Limits Specifications (V Speeds) IAS = Indicated Airspeed

• Maneuvering: 127 knots IAS or 146 mph
• Never exceed : 195 knots IAS or 225 mph
• Flaps extended: 110 knots IAS or 127 mph
• Landing Gear retraction: 106 knots IAS or 122 mph
• Landing Gear extension: 140 knots IAS or 161 mph
• Landing Gear extended: 165 knots IAS or 190 mph
• Max. structural cruising: 174 knots IAS or 200 mph

KIAS = Knots Indicated Airspeed. KCAS = Knots Calibrated Airspeed

• Vx Best Climb Angle 85 KIAS
• VY Best Rate of Climb 104 KIAS
• VFE Max Speed Flaps Fully Extended: 110 KIAS or 111 KCAS
• VLE Max Landing Gear Extended Speed: 164 KIAS or 166 KCAS
• VLO Landing Gear Operating Max Speed: Extend 140 KIAS Retract: 106 KIAS
• Maximum Pilot Window Open Speed: 133 KIAS or 132 KCAS

To learn more about the Mooney Acclaim Type S visit the main page  and the other pages located here on the site.

Above Mooney Acclaim Type S photo by  Robert Frola on Wikimedia Commons . Photo relased under the  GNU Free Documentation License, Version 1.2 .

The Mooney Acclaim Type S performance may also be called the Mooney M20TN performance because "M20TN" is the official model name of the aircraft.

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Mooney M20TN Acclaim Type S

By Plane and Pilot Updated February 22, 2016 Save Article

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Mooney Acclaim Ultra: Tops in Raw Speed

Mooney found a few more knots in the ultra and gussied up the long body with a second door, nxi avionics and a posh interior..

A nerdy parlor game for aviation obsessives is to ponder how much further Mooney can stretch its decades old tube-and-sheet design into yet another new product. In this report, we’re looking at the M20V Acclaim Ultra, and that leaves four more alpha designators for something new.

Although it’s really an incremental upgrade to the long-body M20 series, the Acclaim Ultra was a major certification project for Mooney at a time when we’re not seeing many of those—from anyone. The results inarguably make the Acclaim Ultra the fastest four-place certified single-engine piston airplane and not just by a little. The Acclaim goes head to head with both its normally aspirated sibling, the Ovation Ultra (see February 2018 Aviation Consumer) and both Cirrus models, the SR22 and SR22T which, together, constitute the current market leaders. That puts the Acclaim into a niche within a niche—a slice of buyers who want speed, but care less about cabin size or payload. Pricewise, at $789,000 base, the Acclaim invoices below the typical Cirrus models.

Long Bodies

The M20V traces its DNA to Mooney’s first all-metal models that then and now combined a hell-for-strong welded-steel cabin cage with a traditional riveted monocoque after section. The Ultra twins owe their stretched cabins to one of Mooney’s ill-starred dead ends: the Porsche-powered PFM. Although the engine was disastrous, the airframe endured and became what’s known as the long-body airframe.

That design matured into the Lycoming-powered Bravo and, in 1994, the more successful M20R Ovation. A combination of market timing, a good economy and credible performance made the Ovation a hit for Mooney. But the company’s 1997 attempt to follow that with a revival of the turbocharged short-body M20K, the Encore, was another anemic seller.

In 2006, Mooney addressed that by essentially turbocharging the Ovation with Continental’s 280-HP TSIO-550-G. This became the Acclaim and a couple of years later, with drag cleanups, it morphed into the Type S, which Mooney rightfully claimed was the fastest piston single.

The 2008 downturn ended Mooney production and, except for parts support, the company once again went into stasis until the China-based Meijing Group bought it in 2013. An infusion of cash funded another soon-to-be stalled project, the M10 trainer, a major redo of the long body and modernization of the factory.

Cosmetically, the airframe doesn’t look much different, save for the new door on the pilot’s side. But this proved a major certification project for Mooney, requiring two years to massively rejigger the welded cage to carry flight loads around the new door opening. And thanks to the composite experience gained through the M10 project, the forward cabin is now skinned with a fiberglass composite shell that may eventually evolve to carbon fiber.

The shell, which is clipped to the steel cage, has implications for assembly efficiency because it allows technicians unrestricted access to install wiring, hardware and fixtures before the cabin is enclosed. That squeezes hours out of the build time and chips away at production costs.

For pilots, the new cage and shell offer stiffer composite doors whose openings are four inches wider and an inch-and-half taller. The doors also get new latching mechanisms and tasty brushed aluminum handles.

The Same But Different

The airplane sports dozens of less obvious improvements, including a carbon fiber cowl, gear doors and wingtips and drag cleanups, including a gap seal for the flaps. Mooney has always been obsessive about flush riveting and still is. Lee Drumheller, who sells Mooneys for Fort Lauderdale’s Premier Aircraft Sales, likes to point out the flush-riveted aerodynamic housing around the fuel vents. “No one else does that,” he says.

Mooney’s production chief, Rob Dutton, says the company has nicked hundreds of hours out of production time, but the airplanes are still a complex build. The wing is a giant, single-piece assembly with a riveted spar that would do a suspension bridge proud. The M20s still have wet-wing fuel tanks, but now they’re sealed with improved compounds intended to last longer before resealing.

The control circuitry is the same steel tubes Mooney has always used, yielding a precise if occasionally stiff control feel. The gear system is similarly tube driven via an electric motor in the cabin center section. Along with the Beechcraft design, this system has proved to be the most reliable in general aviation and is tolerant of less-than-perfect maintenance. Same for the flaps. They’re electrically activated with a ready-to-the-hand flap-shaped toggle on the panel with presets for takeoff and landing.

And while we’re on the panel, both Ultras have a new version of it that includes reorganized switchology with rockers rather than toggles. Critical items—master, alternator field and emergency bus—have red rockers on the far left, while everything else is black. Exterior lights are on the overhead; not my favorite. The panel is we’ll organized, but because of its limited size, some switches are obscured by the yoke.

As does about every other new airplane, the Acclaim Ultra has Garmin’s G1000 NXi. (See February 2017 Aviation Consumer for a full review.) This system has faster processing for a quicker startup and almost instant graphics refreshing. The displays are brighter and crisper and Garmin seems to have simplified the operating logic.

The NXi is fully coupled to the GFC700 autopilot, with a vertical control panel situated between the two display screens. The autopilot has envelope protection for overbanking and overspeed, but it doesn’t have the blue bail-me-out righting button pioneered in the Cirrus Perspective version of the G1000. The GFC700 has a reputation as the best new autopilot in GA and it’s deserved. It allows flexible aircraft control and the ride is silky smooth.

The Ultras are so loaded up that there aren’t many options, avionics wise or otherwise. For ADS-B In and Out, the airplane has the GTX345R along with the GDL69A for XM data. For $16,720, a buyer can add the GTS800 active traffic system, but Drumheller says few buyers do because ADS-B traffic performs so well.

Also on the option menu is FIKI-approved TKS and air conditioning. But because of the weight hit, that’s an either/or, not both. The AC is a $28,900 option with a 66-pound penalty. TKS weighs 95 pounds fully charged and adds $64,990 to the invoice. Surprisingly, Drumheller says neither option is particularly popular, especially in his southeastern territory where icing is less of a concern. And with the second door, holding it open for a cooling breeze during taxi may be a suitable alternative to AC. For an additional $10,000, Mooney offers what it calls Fill and Fly. It covers all the maintenance and consumables except fuel for three years or 300 hours, whichever comes first. That includes annuals and adding up the numbers, it strikes me as a good value. Even a new airplane can easily have a $3000 annual.

No Heavy Hauler

Mooney’s turbocharged models have never been payload workhorses and neither is the Acclaim Ultra. With AC, the demonstrator I flew had an empty weight of 2511 pounds for a useful load of just 857 pounds on a max weight of 3380 pounds. Fill it with 89 gallons and the airplane has a payload of 323 pounds. Without the AC, it would be 389 pounds. That makes it a two-people-with-baggage airplane. Down fueled to, say, 50 gallons, you can put three people into the airplane, with moderate baggage. That’s three hours at middling power settings or four at economy speeds.

Obviously, this is a significant compromise against the Cirrus SR22T, which claims best-case useful loads of 1248 pounds. In the real world, it’s less than that. But with three hours of fuel, plus a reserve, the Cirrus can carry four people. The tradeoff is the Acclaim gets there a little faster and/or goes a little farther because of its higher cruise speed.

Oxygen—a 77 cu. ft. system from Precise Flight—is standard equipment on the Acclaim, while it’s an option in the Ovation. That assumes owners will want to climb into the high teens or even up to the airplane’s maximum certificated altitude of 25,000 feet. Some owners clearly do that, but on our trial flight, Drumheller pointed out that the Acclaim speeds along handily at 12,000 feet, sans sticking a plastic tube up your nose. There’s something to be said for that.

The M20V gets that performance the same way the Ovation does, with Continental’s IO-550 engine, the de facto standard these days for high-performance aircraft. The Acclaim’s TSIO-550-G has two intercooled Kelly Aerospace turbochargers. The specs claim the engine is turbonormalized, but I’d call it ground-boosted, delivering up to 34 inches of boost.

While the Ovation gets 310 HP from the IO-550, the Acclaim’s version is derated to 280 HP. If that sounds like the Ovation will out-climb the Acclaim, it will at sea level on a standard day, by a couple of hundred feet a minute. That advantage fades when the density altitude gets to about 7000 feet. The Acclaim maintains its rate; the Ovation doesn’t.

Flight Impressions

Lee Drumheller says the Ultra’s pilot-side door is a potent sales tool and it’s easy to see why. It eases ingress and when both doors are open, the cabin is airier and more comfortable, even if a little contortion is still necessary. The back seats are tight until the front seats are slid forward to the normal flying position. The new seats—built and upholstered in-house—are done up in leather similar to luxury sedans.

Flight handling of Mooneys hasn’t changed much since the Bravo days. Compared to a 201, the long bodies are stiffer in pitch due to the engine hanging so far forward. It takes a tug to pop the airplane loose on takeoff and a touch to keep the stall lady from squawking.

For landings, Drumheller reminded me that the way to land a long body is to neutralize the heavy forward pitch moment by running the electric trim full up during the flare. That produces near-perfect touchdowns every time.

The Acclaim climbs briskly at about 1100 to 1200 FPM to as high you want, with good visibility over the nose at 120 knots cruise climb speed. Although Mooney lowered the glareshield in the new models, the view forward isn’t as expansive as a Cirrus or a Diamond. That’s a consequence of the small frontal area that gives the airplane its speed.

And the speed is impressive. We climbed to 13,500 for a speed check—about 10 minutes—and noted 206 KTAS, leaned 50 rich of peak at 21.9 GPH. That’s a little slower than the POH numbers, but also not a practical fuel burn. On the economy side, at 50 degrees lean, the Acclaim trued at 172 knots on 11.1 gallons. That equates to seven hours of endurance and nearly 1200 miles of still-air range, with reserve.

If you want speed and economy, you’ll have to take the Acclaim high. At 25,000, it can do 216 knots on 16 GPH, for a still-air range of 1000 miles-plus. But only with two people and light bags. That’s probably the buyer Mooney will have to find for this airplane and/or people who just don’t like the Cirrus for whatever reasons. The Mooney offers a $100,000 lower price tag for comparably equipped airframes, but for someone who can afford to write a check for these aircraft, I’m not sure if price sensitivity is an issue. Drumheller says it is not between the Ovation and the Acclaim. Buyers who want to go fast just want to go fast and they’ll pay for the hardware to do that.

Acclaim: Faster At All Altitudes

The Acclaim’s performance profile, top chart, is nothing if not flexible. It’s faster at all altitudes than anything in the four-seat high-performance class, although it gives up some climb performance to the Ovation at lower altitudes.

With tanks full, it’s a two-place airplane with a moderate baggage load. Three people will be a push, leaving payload enough for about 720 miles of still-air flying with a 45-minute reserve, as shown in the chart below. Those numbers assume best economy cruise below the oxygen altitudes.

For owners who don’t mind using a cannula or mask, the Acclaim’s performance reward is 230 knots-plus in the flight levels, where it leaves the competition far behind.

More Investment In Kerrville

Given Mooney’s string of bankruptcies, fire sales and musical CEOs, a buyer about to write a check for most of a megabuck for a new airplane might logically ask: Are these guys gonna survive?

The answer may reside in an unlikely place: A fenced-in cage at the back of Mooney’s main assembly hangar in Kerrville. From within comes the parts support for a fleet of more than 11,000 Mooneys, back to nearly day one.

Although that parts flow has been better in some years than others, support for the fleet has never dried up entirely and Mooney sales manager Jeff Magnus says the Meijing Group wants to keep it that way. Meijing, a China-based real estate developer, along with other investors, bought Mooney in 2013, renaming the company Mooney International.

The company admits to a capital infusion of at least $150 million, to include development of the now-shelved M10 project, factory improvements and the certification of the M20U and V models. It also funded a Chino, California-based design and development shop, which has since been shut down.

Magnus says the company is in the aviation business for the long haul and sees a profitable future when the long-awaited Chinese general aviation market potentiates. This remains an aspirational goal. A couple of M20s prepped for shipment to China were turned back into the U.S. market simply because China couldn’t readily process the certifications.

For the time being, the company is sustained by multiple revenue streams from spare parts and support, outside contract manufacturing for other aerospace companies and its own aircraft manufacturing.

In the current flat market, production at Mooney is about one airplane a month, but it hopes to reach as many as 30 a year within a year or two. “We think 50 a year is doable. The market can absorb that and that’s a sweet spot for us,” Magnus says. The longer view sees demand in China, if not for the M20 then for something else.

One something else was supposed to be the clean-sheet composite M10, a program that envisioned a fixed-gear trainer and a retractable cruiser. Mooney has indefinitely shelved that project in the face of weak potential demand.

The positive offshoot was that composite capability was moved to Kerrville and leveraged into building the composite cabin shell for the M20U and V. And Magnus says work done at Chino may yet find applications. “From the Meijing Group’s point of view, it just didn’t make sense to introduce three new airplanes. In a couple of years, you may see something similar to the M10 coming back,” Magnus said.

Meanwhile, he says the factory will begin supporting upgrades of older models with glass panels—Dynon is under consideration—and modern interiors provided as kits. Such packages, he says, would be provided to Mooney service centers for field installation.

Click here to see a video review of Acclaim!

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real world performance differences between Acclaim and Ovation

By RobertE March 11, 2016 in Modern Mooney Discussion

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Sorry.  I know I've read the sort of comparisons I'm looking for but when I searched for it (heck, I may have been the one who asked the question) I can't find anything.

In any event, I know the published specs but wonder what happens in the real world.  To you Ovation owners, what's a typical profile for your longer flights?  Altitude and true airspeed.  Same for Acclaim owners.  And to those Acclaim owners, do you regularly take on the Colorado Rockies and, if so, do you go all the way up to the 20s? 

I'm itching to buy one or the other - probably not for a year or two - and am wondering about real world.  My typical use will be for 500-700 nm flights in the west, typically involving the Sierras or some other mountain range.  I fly over the Sierras and Wasatch mountains and northern sections of the Rockies regularly in my J at 14K or 15K but don't take on the teeth of the Rockies in Colorado.  Would both of these aircraft end my concerns about this or only one?

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Joe Zuffoletto

March 11, 2016

Robert, I bought an Acclaim precisely because I routinely cross the Rockies and Sierras, and I wanted to do so with the best combination of performance and range possible. I installed the 31

February 21, 2020

I recently upgraded from a 231 to an Acclaim.  What I tell people about it is that flying the Acclaim is like having the entire Mooney M20 stable in my hangar.  I can fly it a 11 GPH like a J and get

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See Joe Zuffaletto for details of the ultimate Mooney performance machine...

If you are an NA guy, and are willing to climb at 2,000fpm for a while, go TopProp and 310hp.

The Acclaim with 310hp is similar, but does the fast climb for a lot longer.

Both get off the ground in short distances and climb really well.  The Acclaim with a pair of TNs just keeps doing it longer.

The O can be run LOP 165kts, or ROP 175kts, 12 vs 15 gph...I prefer to fly high in the non O2 levels. My typical flight is just over an hour long.  (200NM)

Acclaim performance at altitude is impressive.

Best regards,

The O3 is an awesome climbing machine to the non-O2 flight levels and will give you all you want up to that point. I am in the southeast, so I have none of the mountain range problems you face and typically fly at the standard NA cruise levels between 8-11,000' depending on winds. I seem to be flying low a lot lately because of the typical strong winds in the later winter/spring. My most common trips are ~250NM with some longer 600NM trips to Kansas 2-3 times per year.

At cruise levels, I flight plan 175 KTAS on 13.5 gph.  I fly WOT/LOP all the time in cruise, and manage RPM between 2400-2500 depending on weight, headwinds, etc. I can get an extra 5-7 knots if I want to burn 5 more gph at ROP, but that math doesn't make sense to me.  I did do a sport air race last year where I flew with minimum required gas (for weight) at 2000' AGL and averaged 185 KTAS over a 100NM course...which included time for initial takeoff climb and five course turns (one of which I botched horribly). I flew that whole thing at WOT, 2550 RPM and very very ROP! Just looking at the gauges, in the straight away segments I was over 190 TAS.  (Sidenote: my plane has the factory A/C which adds an air vent to the belly and a pulley off the engine driving a compressor. The added drag and strain on the engine does probably rob me of 5 knots...but well worth it down here!)

That said, I would think with your mountain flying profile, you would be more comfortable with the added power in the upper levels provided by the turbos in an Acclaim.  As noted above, Joe Z will be your best source of info there.

• LANCECASPER

If you can do the Acclaim over the Ovation, why not? You'll never regret the extra performance if you have it. However you may regret not getting it if you don't.

I bought an Acclaim precisely because I routinely cross the Rockies and Sierras, and I wanted to do so with the best combination of performance and range possible.

I installed the 310hp STC, which makes takeoff and climb performance astonishing. Last summer I climbed out of Leadville at almost 1,800fpm all the way up to 17,500'.

I rarely fly below 15,500'. More typically I'm between FL180 and FL200. Will go higher if I need to top weather, but otherwise FL200 is high enough for me.

At those altitudes, real-world performance is this: at 29"MP and 2500rpm I see 215KTAS at 18gph ROP, and 205KTAS at 14.5gph LOP. I use ROP for trips of 300nm or less because I like to go fast, but for longer trips I go LOP. Two years ago I flew nonstop from KAPA to KCCR in 4.5 hours and burned 70 gallons of fuel. Was bucking a 15-20 knot headwind the entire way. That's pretty amazing performance and efficiency.

I fly the Acclaim to Northern CA once or twice a year so next time I do maybe you can come check it out.

Here's a taste of it. This is crossing the Rockies eastbound at FL180.

I will add that once you fly a turbocharged airplane for any period of time it's hard to go back to a NA plane.

I wouldn't dispute that.  :-)

I resemble that remark.  I am an NA guy, with an NA engine from NE....

Ya cahnt heah my accent through my typing...

10 hours ago, FlyDave said: I will add that once you fly a turbocharged airplane for any period of time it's hard to go back to a NA plane.

Agreed. The additional capability you get to climb above terrain and weather for long trips is very comforting. 

ArtVandelay

12 hours ago, FlyDave said: I will add that once you fly a turbocharged airplane for any period of time it's hard to go back to a NA plane.

I would add FIKI to a turbocharged plane gives you a go anywhere, anytime plane...without it your still somewhat limited. If I had the money for an acclaim I would definitely add FIKI.

IMO if the majority of your flying is >10k go turbo.  

M20S Driver

On 3/11/2016 at 9:34 PM, Godfather said: IMO if the majority of your flying is >10k go turbo.  

I would up that to 12.5K if you have io-550 with 310 HP.

• 3 years later...

Colby colter

I have an ovation and looking at the +30 knot increase with turbo sounds tempting.  

How much more in maintenance costs does an acclaim run over an ovation?  

2 hours ago, Colby colter said: I have an ovation and looking at the +30 knot increase with turbo sounds tempting.   How much more in maintenance costs does an acclaim run over an ovation?  

It’s quite significant.  Among other items, a reman engine on the Ovation is in the ballpark of $42k.  The TSIO550 on the Acclaim will run you well north of $82k.  If you don’t manage the Acclaim engine properly, you’ll wind up blowing through cylinders every few hundred hours.  I’ve seen plenty of them come through my IA’s shop that have been through several sets of cylinders where their engines have had less than 1000 hours.

Welcome aboard Colby!

Steven’s logic is unfortunately true....

Proper operation of the engine is quite possible and May require some self control...

There are two methods that Mooney pilots operate their engines... both are equally correct...

1) Efficiency... Dial back some power and cruise faster than most of the single engine world, while maintaining CHTs...

2) Flaming Dragon Mode... Use all of the available power, and fly faster than any other piston single... the additional hardware cost is at least one set of cylinders at the halfway point...

If this is a business plane... the extra speed often makes financial sense...

If you often fly 500nms... the extra speed often makes sense...

If you are going with a FIKI plane for all its capabilities... might as well get the pair of snails too...

My main trips were only 200nms... the short distance precludes the ability to get to the FLs where the turbo efficiency really shines...

I was hoping to add the Acclaim engine to my Ovation... at OH time... Just need a little piece of paper to make that happen...

It turns out... a family of four flying around on O2 is not very common...

The O just simplifies things so well....

Flying in the flight levels takes additional knowledge and effort... and maintenance costs...

I have owned both an ovation and an acclaim.  the performance difference is notable.  my mission is nearly the same as yours in distance, not terrain.  the acclaim consistently reduced my trip by 30-45 minutes.  speed and ability to minimize effects of headwinds at altitude.  ownership was a little more expensive on the acclaim but, to me, worth it for the speed.  After several hundred hours in an acclaim, it’s easy to see how people fly them incorrectly.  descent profiling, and managing temps in climb and cruise requires a lot more attention than my ovation.  Learn how to fly the TN properly and accept that a more complex engine requires more maintenance(more to break as well) and it’s not a problem.  I miss my acclaim very much and wish I had never sold it, once youve had a turbo, it’s hard to go back.  Fuel burn in terms of range is slightly lower in an acclaim, but with your mission, won’t matter much. 

mike_elliott

1 hour ago, Schllc said: I have owned both an ovation and an acclaim.  the performance difference is notable.  my mission is nearly the same as yours in distance, not terrain.  the acclaim consistently reduced my trip by 30-45 minutes.  speed and ability to minimize effects of headwinds at altitude.  ownership was a little more expensive on the acclaim but, to me, worth it for the speed.  After several hundred hours in an acclaim, it’s easy to see how people fly them incorrectly.  descent profiling, and managing temps in climb and cruise requires a lot more attention than my ovation.  Learn how to fly the TN properly and accept that a more complex engine requires more maintenance(more to break as well) and it’s not a problem.  I miss my acclaim very much and wish I had never sold it, once youve had a turbo, it’s hard to go back.  Fuel burn in terms of range is slightly lower in an acclaim, but with your mission, won’t matter much. 

Take comfort in knowing who you sold it to will take great care of this great example of an Acclaim. PM me and perhaps I can tell you of an Ultra about to come onto market you may really be interested in. TBM feevor has struck again!

It’s extra cool, when...

An Acclaim is your stepping stone to the next level!   

7 hours ago, mike_elliott said: TBM feevor has struck again!

Those JetA infections can be hard to shake.  

I have been asked how many USC cheerleaders will fit in a new Ultra. The answer is none, it doesnt burn Jet A

11 minutes ago, mike_elliott said: I have been asked how many USC cheerleaders will fit in a new Ultra. The answer is none, it doesnt burn Jet A  

I guess it doesn’t matter... they are all probably burning Jet A.

23 hours ago, StevenL757 said: It’s quite significant.  Among other items, a reman engine on the Ovation is in the ballpark of $42k.  The TSIO550 on the Acclaim will run you well north of $82k.  If you don’t manage the Acclaim engine properly, you’ll wind up blowing through cylinders every few hundred hours.  I’ve seen plenty of them come through my IA’s shop that have been through several sets of cylinders where their engines have had less than 1000 hours.

I am not an Acclaim driver, but I saw them go through my mechanics shop.  However, there was a cause, or actually, two.  One, there was a known issue where the breather was tubed into the exhaust.  It would coke up, causing back pressure in the engine.  Cylinders were replaced at as little as 400 hours.  That was taken care of, or so I was told. Two, pilots would operate them in fire-breathing dragon mode, meaning full throttle, full power because, well, the engine was rated to operate continuously at max power, and that’s how you got the max rated airspeed at max altitude.  No one said you would get any engine life though.  Frankly I would love to have an Acclaim. The two real issues in my mind, are that most of them had very little useful load, and they had integrated avionics suites that cost 100k to upgrade when the time comes.

How does the performance of a Rocket compare to that of an Acclaim? I would think that at the same HP, or even more for a Rocket, and it being a mid-body. Would the Rocket be faster than the Acclaim?

That's a good question.  As much as I'd love to say my Rocket is "faster than an Acclaim", I wouldn't bet on it.  I haven't looked at an Acclaim close up, but from pics on Controller that thing looks a lot smoother all over to me.  I think the cowling and the whole shape of the nose looks lower drag, I suspect the slightly larger "winglets" on the wingtips are lower drag, and I suspect there are some other minor aero changes that add up to 10-15 knots more speed than the Rocket can do regardless of HP.

Just a guess though...

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Mooney Delivers First Acclaim Type S

Mooney Airplane Company has delivered the first Acclaim Type S—the fastest single engine production piston airplane in the world—to an Illinois dentist. The Acclaim Type S was introduced by Mooney in October of 2007. Priced at $599,500, it is powered by a Teledyne Continental Motors IO 550-G engine and equipped with dual Kelly Aerospace turbochargers […]

Priced at $599,500 , it is powered by a Teledyne Continental Motors IO 550-G engine and equipped with dual Kelly Aerospace turbochargers that allow it to maintain sea level manifold pressure all the way to its service ceiling of 25,000 feet. Its top cruise speed of 242 knots is five knots faster than the original Acclaim and results from a series of refinements that have notably increased its performance.

While its maximum speed is attained at FL250, the Acclaim Type S still operates at near turbine speeds at a more common cruising altitude of 16,000 feet, where it can still exceed 220 KTAS. It comes equipped with Garmin’s G1000 integrated avionics suite and GFC 700 autopilot as standard. A TKS anti-icing system is also available, making it the only airplane in its class approved for flight into known icing conditions.

RECOMMENDED FOR YOU

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.

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