Airtest-Mooney M20R Ovation

Its airframe is based on the 45cm longer body introduced for the ill-starred Porsche engined PFM. Giving rear passengers 10cm more legroom and longer windows, this also increases baggage compartment volume (although its 54kg weight limit remains). The usual side benefits of a fuselage stretch also accrue: nicer lines, improved pitch and yaw stability and better elevator control in the landing flare.

Normally aspirated TCM power was chosen for improved smoothness, economy and maintenance costs with lower sound levels and longer life. Normally producing at least 300hp (225kW), the IO-550 was derated to 280hp (210kW) by limiting rpm to 2500 because the aeroplane runs out of rudder authority at higher powers. The resulting lower stresses should increase the engine’s reliability and Mooney has set Time Between Overhauls (TBO) at 2000 hours, with a two year warranty. Eliminating the TLS’s turbocharger, intercooler and oxygen also reduces airframe weight to increase payload by around 22kg.

The engine’s beautifully sculpted graphite composite cowlings slope gently forward from the windscreen to small cooling inlets and a gleaming spinner. The Ovation’s firewall has been widened a couple of centimetres over the TLS’s, to fair the cowling cheeks with its fuselage sides. Unfortunately, the tiny dipstick hole makes it impossible to inspect the tightly packed engine compartment without removing the entire top moulding.

Serpentine, tuned, equal length intake tracts and a dual pipe crossover exhaust manifold ensure equal sized charges pass through each cylinder with minimum back pressure. This gives maximum efficiency, smoothness and an even temperature without cowl flaps. Indeed, thanks to its uninhibited breathing and the efficient pressure cowlings, this powerplant runs a little too cool in low ambient temperatures, so an oil cooler blanking plate is supplied to keep the gauges up in the green when necessary. There are dual vacuum pumps and a single 100 amp 28 volt alternator which charges two switchable 10 amp hour batteries in the rear fuselage (to keep CofG reasonable). The spare is available when needed. To maintain eleven inches ground clearance with the Continental’s lower crankshaft the 185cm three bladed McCauley prop is smaller than the TLS’s.

Otherwise, Art Mooney’s formula has changed little over the decades. His designs fly on an efficient, wide span, low drag NACA 637-215/64,-412 laminar flow wing. The leading edges of this and all tail surfaces are straight; although taper on the trailing edges gives the impression of forward sweep. Twin landing and taxi lights in each leading edge and strong white recognition lights by the wingtip strobes provide plenty of illumination. Control surfaces are balanced, carefully faired and gap sealed, with the exception of the long, slim flaps, whose seals have been removed to lower stall speeds to the maximum permitted 61 knots (113km/h).

The undercarriage remains the low maintenance (but low absorption) trailing link, rubber-in-compression affair. A steel tube passenger cage is still mated to a conventional semi monocoque aft fuselage carrying the trademark all pivoting tail unit. Although not approved for flight in known icing conditions, glycol exuding TKS leading edge deicing is a $30,000 option.

Our test aircraft G-JAKI is the 30th Ovation off the line. Proud new owner Des Russell collected his blue bullet from Mooney’s San Antonio, Texas, marketing, sales, delivery and service centre to take advantage of their free four day FlightSafety course. This comprises three ground school lessons, two fixed base simulator rides and flying training in the customer’s aeroplane, including general handling, slow flight, emergencies, instrument approaches and advanced practical engine handling. Although the previous owner of two Mooneys, Des says he found the training valuable, and it should reduce insurance premiums. Afterwards he set off with an experienced ferry pilot across the USA and Atlantic to London. Their entire journey took just three days in this swift, long legged machine, with a final nonstop six hour dash on the 1053nm (1950km) leg from Iceland to London using just 310 litres (without ferry tanks).

A substantial faired fixed step allows an easy hop on to the low wing’s wide walkway. The single right side door has a grab handle on its forward pillar, aiding entry to the front seats, which have to be run forward, with their backs lowered, for rather less easy access to the rear ones. At 104cm the cabin is 2cm wider than earlier models, and new moulded plastic sidewall panels improve the appearance and disguise the underlying tubular cage while allowing slightly more elbow room. The headliner is wool, the carpets are thick and the upholstery is crushed velour. The comfortable front seats are adjustable for height, rake and fore-and-aft to cater for a variety of leg lengths, but in the aftermost positions the longer limbed suffer restriction of their already limited forward view. The long, narrow footwells match the aeroplane’s sportscar like low ground clearance, as does having one’s head touch the ceiling.

The instrument panel is big enough to accommodate lots of avionics and, like most buyers, Des has many of the options including airways kit, Garmin GPS155, a Strikefinder and an autopilot. His flying panel includes an ASI with outer TAS scale, an HSI and an ADF RMI, while the engine gauges are supplemented by a graphic engine monitor. This simultaneously shows cylinder head and exhaust gas temperatures for all six cylinders by leaving blank one bar for the CHT reading in each vertical column of EGT bars.

The undercarriage switch is set high in mid-panel, its single green down and amber unsafe lights being two of 16 on the nearby annunciator. These are supplemented by green stripes aligning in a window in the floor when the three interconnected legs are locked down. Digital indicators for trim and flap position are below the gear switch, but the three position flap switch is well separated, sharing a lower sub panel with the three primary engine controls’ vernier plungers. Above the throttle are an electric rudder trim switch and its indicator. Beside these are some electrical rocker switches, with the master and a few others on the left. Light switches have been banished to that bane of bifocal wearers, an overhead panel, and circuit breakers are rather out of reach on the far right.

The left yoke carries buttons for radio transmit, autopilot disconnect and airbrakes (one push and they extend, the next retract them), the optional electric pitch trim switch and a transponder ident button. Padded leather yokes are a sumptuous option and the previously optional Precise Flight airbrakes are now standard Mooney equipment.

Ovations have vast fuel tanks, holding up to 360 litres (337 of them useable) but sensible external fuel gauges above the inner wings allow accurate partial loads to be uplifted. So, although this example’s comprehensive avionics take its empty weight to 1045kg, it can carry four full sized adults, 28kg of baggage and fuel for 600nm (1110km) at 180kt (333km/h) with 45 minutes spare.

However, filling the tanks to the brim reduces its payload to 225kg to stay within the 1528kg limit. Then it will be restricted to three occupants with weights of 80, 80 and 65kg maximum, without nav bags, headsets or even a clipboard. But this trio can journey for a massive 10 hours or 1500nm (2780km) at 45% power. Alternatively, a couple could take 95kg of luggage over the same distance (but only if 40kg of this was on the rear seats). Two couples could take 10kg of kit and 250 litres of fuel to fly for four hours (perhaps 700nm). You can ring the changes however you like, but you cannot just fill the seats and tanks and go!

The 1452kg maximum landing weight would require burning 105 litres (nearly two hours worth) of fuel after a top weight takeoff. For our flight, with full fuel, we weighed around 1470kg, or 96% of maximum, with the CofG close to the forward limit.

Starting the IO-550 is quick and easy, hot or cold, provided you follow Continental’s procedures, and the engine runs very smoothly at all speeds. Forward vision is good through the small screen, thanks to the sloping cowlings, and the steering is light and nicely geared, although the new suspension felt a bit stiff on the bumpy grass airfield. Making our first takeoff from the concrete runway without flaps (as most Mooney owners do, despite the handbook’s recommendation for 15°) the aeroplane accelerated well to lift off at 70kt (130km/h) after a positive rotation. Gear retraction caused no noticeable pitch change, but I did find I needed rather more rudder than I had expected. The trim bias was useful during our initial climb which achieved an impressive 1400ft/min at the 105kt (195km/h) best rate speed.

All Mooneys have pushrod controls, the high geared ailerons being restricted to just 45° of yoke travel at full throw to keep them (just) clear of your thighs. This makes the Ovation a little heavy in roll (though not as bad as earlier models), reasonable in pitch, and light in yaw. The roll rate is a little slow, but no rudder is needed for coordination at cruise speeds. Although authority is noticeably limited in all axes, the controls were certainly good enough for the accurate close formation flying demonstrated by Matthew Hill in my accompanying photographs. Stability is also good in all axes, especially in yaw, so the aircraft exhibits none of the tail wagging demonstrated by V-tailed Bonanzas, earlier Mooneys and many other fast cruisers.

Reading the recommended settings for 75% power from the sun visor, we set 23.2 inches and 2400rpm at 4000ft and trimmed carefully to see 160kt (295km/h) IAS (170/315 true) on the dial. This gave a 13.6 US gph fuel flow (51 litres per hour) at the best economy mixture EGT of 50° (Fahrenheit) leaner than peak. Increasing power to 50° rich of peak added 5kt (9km/h), but at the expense of a 15.6 US gph (59 lph) fuel flow. Des says he got an 185kt TAS at 13.6 US gph (51 lph) between 9000 and 10,000ft on his ferry flight.

Low speed handling revealed no surprises at our forward CofG, the clean stall happening in a cacophony of bleeping gear and stall horns. After some slight buffet and a heavy pull, from just five degrees nose up she gently pitched down wings level at 65kt (120km/h) IAS. Maximum undercarriage extension speed is 140kt (260km/h), with an increase to 165 (305km/h) permissible once it is down, but retraction is limited to 106kt (196km/h). Maximum flap speed is 110kt (204km/h). Selecting full flap gives a large nose down trim change, needing nearly full nose up trim at 70kt (130km/h).

The stall attitude was lower with full (33°) flap and gear down, with no buffet but a proper straight ahead pitch down at 58kt. Maximum height loss (without really trying) was 350ft, but retaining the back pressure did induce a high descent rate in both configurations.

The IO-550’s handling is not as critical as an easily abused turbocharged engine’s and the Ovation’s better cooling allows more flexibility. But significantly reducing manifold pressure while increasing speed to descend can still cause shock cooling damage, so it is usual to extend the airbrakes for descent. These have no limiting speed, and increase descent rate by 500 to 700ft/min at constant power with no significant trim change, although they do cause noticeable buffet at higher speeds. This diminishes as their effect reduces when you slow, and they can be left out throughout the landing to reduce float if you wish (although it is better to come in at the right speed). Practice go around proved we could climb at 500ft/min even with flaps, undercarriage and airbrakes all extended. However the power induced pitchup is greatly increased by retracting the flaps. This can eventually be countered by the rather slow running electric elevator trim, but the manual trim wheel is quicker.

After half an hour we had burned off enough fuel to be below maximum landing weight, so we returned to the circuit, remembering to slow down in plenty of time. We then had a ten minute distraction formating beneath a Cessna 310 with gear indication problems to confirm that his wheels were safely locked down. Back on downwind we flew with 15° of flap and 17 inches manifold pressure at 80kt (148km/h) to fit in with the trainers, selecting the undercarriage down and full flap on base leg. Recommended approach speed at top weight is 75kt (140km/h) (70kt/130km/h for minimum distance) at which the controls are lighter but less effective, and the rudder definitely has to be used to centre the slip ball in turns. Even with full flap the airframe is clean, needing only a trickle of power on final. I am told the low set wing’s significant ground effect will make the aeroplane float prodigiously along the runway at higher speed, but it will porpoise on the rubber suspension if you force it onto the ground too soon.

On my first attempt I flared rather high and, finding the elevator load surprisingly heavy, ballooned, but recovered to a reasonable touchdown. Subsequent landings improved significantly, a Mooney characteristic which most writers have encountered. Applying power (with plenty of rudder) for a touch-and-go got us smartly back into the air without needing to retract the flaps (with the attendant risk of hitting the gear switch by mistake).

We easily stopped within two-thirds of the 800m runway on my final landing in the 10kt (18km/h) wind. The brakes can be very effective if they are really needed, but the type is limited to its maximum demonstrated crosswind to 13kt (24km/h). I felt the Ovation to be surprisingly easy to fly for so fast an aeroplane, although its firm suspension and vulnerable undercarriage doors better suit it to long hard runways than to grass airfields.

An interesting recent survey in the American Plane & Pilot magazine suggests that the median Mooney owner is an experienced, instrument-rated, high income private pilot in his forties who sensibly takes formal annual refresher training in addition to the Biennial Flight Review. He or she tends to keep their aircraft for several years, generally flies over 100 hours annually on journeys of 700nm (1300km) and often quite a lot more, frequently alone. But 81% of their families enjoy accompanying them and, like Des, a telling 92% of owners would buy another Mooney!

Although longer than its predecessors, the Ovation still has a smaller cross-section and less internal volume than a Bonanza or Commander (or even a Ruschmeyer). Its handling, although good, is rather less crisp than the competition’s, but it has greater range, climbs better and is faster than all the others, and cheaper than most. If you want pure performance, this is the one for you. The Ovation’s combination of a proven low drag airframe with the civilised six cylinder Continental makes it a worthy and desirable newcomer to the Mooney dynasty.

Mooney History

The Mooney brothers had an established track record as designers of a variety of aircraft, including the 1926 Eaglerock biplane and the Culver Cadet when, in June 1948, with two friends, they established Mooney Aircraft Inc in Wichita, Kansas. They initially produced the swift, steel tube and wood single seat retractable undercarriage M-18 Mite, and eventually sold 283.

A year after the Mite’s 1951 first flight, the company moved to Kerrville in Texas, where it has remained ever since, despite passing through a succession of owners. In 1953, after the first of many financial reorganisations, the Mite was followed by the four seat, 150hp (110kW) M-20. In 1960 this was developed into the all metal M-20B which, by 1969, had gained an electric motor for its undercarriage and established the concern as the World’s fourth largest GA manufacturer. The unfortunate and expensive five seat, pressurised M-22 Mustang never truly got off the ground, and the cost of its development led to Mooney’s sale, via several intermediate owners, to Republic Steel.

They financed further development through the 180hp (135kW) model C, the fixed gear D, the 200hp (150kW) E, and longer F. Then they set practical aerodynamicist Roy LoPresti to cleaning up the already sleek airframe. So was born the 1973 accolade-winning M-20J, also known as the 201 after its cruise speed in mph. This was followed by the record breaking, turbocharged 1978 M-20K, or Mooney 231, the fastest yet. Increased performance later led to redesignation of the 201 as the 205 and, with an improved turbocharger and intercooler, the 231 became the 252.

By 1980 the company had sold 2000 aircraft, but launched their second stillborn pressurised machine, the six seat 301, whose development dragged Mooney into debt and led to its 1984 sale to a syndicate headed by Michel Seydou and bizjet operator Alex Couvelaire. A mid eighties rationalisation led to the 201 Lean Machine, whose efficiency was proved by taking five of the top six places in the 1985 CAFE 400 fuel economy race.

Combining a lengthened airframe with Porsche’s revolutionary geared PFM 3200 engine led to a change in marketing designations from speed derived numbers to letters. The base model 200hp M20J (formerly the 201) now became the MSE, and the stretched Porsche engined M20L PFM was followed by a revamped 252, renamed TSE and regaining Mooney’s title as maker of the World’s fastest GA piston single. Re-engining the long bodied PFM with the 270hp (200kW) turbocharged Lycoming TIO-540 in 1989 produced the top of the range M20M TLS (Textron Lycoming Sabre) to meet owners’ requests for higher speeds and greater cruise altitudes (and better to compete with Piper’s Malibu Mirage). The aerobatic EFS was briefly tendered for the USAF’s pilot screening programme and offered as a civilian trainer.

Now the company seems to be reverting to full names as it introduces the Ovation, a mid range model between the MSE and the TLS (of which it has sold more than 220). These days, as well as partially diversifying into subcontracting for other aerospace concerns, nearly 300 Mooney employees turn out a half-dozen airframes per month.