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Variants

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M20 Mark 20
Initial variant with mostly wooden construction and manually retracting landing gear.[1] The 1953 prototype, registered N4199, was originally powered by a 145 hp (108 kW) Continental C-145-2H engine. The prototype was later re-engined with a 150 hp (110 kW) Lycoming O-320 engine driving a two-bladed Hartzell constant-speed propeller, which became standard on production aircraft.[2][3] Despite the engine change, the cowling was not redesigned, leading to sub-optimal intake air pressure; a problem that would not be fixed for many years.[2][3] The gross weight was also increased from 2,200 lb (1,000 kg) for the prototype to 2,450 lb (1,110 kg) for production aircraft.[4] During its four-year production run, the M20 received numerous improvements.[5] Although all M20s were built with wooden tails, the FAA issued Airworthiness Directive 68-25-6 in 1968 requiring all aircraft be fitted with a metal tail.[6] Certified August 24, 1955.[3] 200 total built; 10 (1955, including 1953 prototype), 51 (1956), 105 (1957), and 34 (1958).[7]
M20A Mark 20A
Introduced in 1958 with a 180 hp (130 kW) Lycoming O-360-A1A engine, though also certified for the O-360-A1D.[4][5] As with the M20, Airworthiness Directive 68-25-6 required that all M20As be fitted with a metal tail.[6] Certified February 13, 1958.[3] 500 total built; 103 (1958), 231 (1959), and 166 (1960).[7]
M20B Mark 21
Introduced in 1961 as the first M20 with all-metal construction.[8] The M20B's empty weight was increased by 110 lb (50 kg) over that of the M20A, though the gross weight remained at 2,450 lb (1,110 kg).[3][4] Certified December 14, 1960.[3] 222 built, all in 1961.[7]
M20C
Marketed as the Mark 21, introduced in 1962. Changed to Ranger in 1968. Changed to 200 Ranger in 1970. Changed to 200 Aerostar in 1971. Reverted to Ranger in 1974.[4]
  • M20C Mark 21,
  • M20C Ranger,
  • Aerostar 200 Ranger,
M20D Master
Marketed as the Master, introduced in 1963.[4]
M20E
Marketed as the Super 21, introduced in 1964. Changed to Chaparral in 1969. Changed to 201 Chaparral in 1970. Changed to 201 Aerostar in 1971. Reverted to Chaparral in 1974.[4]
  • M20E Super 21,
  • M20E Chaparral,
  • Aerostar 201 Chaparral,
M20F
Marketed as the Executive 21, introduced in 1967. Changed to 220 Executive in 1970. Changed to 220 Aerostar in 1971. Changed to Executive in 1974.[4]
  • M20F Executive 21,
  • Aerostar 220 Executive,
  • M20F Executive,
M20G Statesman
Marketed as the Statesman, introduced in 1968.[4]
M20H
Engineering prototype[9]
M20J
Marketed as the 201, introduced in 1977.[4]
  • M20J 201,
  • M20J 201AT,
  • M20J 201LM,
  • M20J 201SE,
  • M20J 205,
  • M20J ATS,
  • M20J MSE,
  • M20J MSE Limited,
M20K
Marketed as the 231, introduced in 1979.[4]
  • M20K 231,
  • M20K 231SE,
  • M20K 252TSE,
  • M20K Encore,
M20L PFM
M20M
  • M20M TLS,
  • M20M TLS Bravo,
  • M20M Bravo GX,
M20R
  • M20R Ovation,
  • M20R Ovation 2,
  • M20R Ovation 2 DX,
  • M20R Ovation 2 GX,
M20S
  • M20S Eagle,
  • M20S Eagle 2,
M20T Predator
Marketed as the Predator.[10]
M20TN Acclaim
M20U Ovation Ultra
M20V Acclaim Ultra
MT20 TX-1
[8]
M22 Mark 22
Twin-engine development of the M20 powered by two 180 hp (130 kW) Lycoming O-360 engines.[11] Not to be confused with the later Mooney M22 Mustang.
Rocket 305

Old

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Data from FAA, A. Czernek and Larry Ball[12][3][13]
Name Certified Engine Output Cylinders Turbocharged? MTOW Production years Production quantity
M20 August 24, 1955 Lycoming O-320 150 horsepower (110 kW) 4 no 2450 lb (1111 kg) 1955–1958 200
M20A February 13, 1958 Lycoming O-360 180 horsepower (130 kW) 4 no 2450 lb (1111 kg) 1958–1960 499
M20B December 14, 1960 Lycoming O-360 180 horsepower (130 kW) 4 no 2450 lb (1111 kg) 1961 222
M20C Ranger October 20, 1961 Lycoming O-360 180 horsepower (130 kW) 4 no 2575 lb (1168 kg) 1962–1978 2422
M20D Master October 15, 1962 Lycoming O-360 180 horsepower (130 kW) 4 no 2500 lb (1134 kg) 1963–1966 161
M20E Super 21 / Chaparral September 4, 1963 Lycoming IO-360 200 horsepower (150 kW) 4 no 2575 lb (1168 kg) 1964–1975 1478
M20F Executive 21 July 25, 1966 Lycoming IO-360 200 horsepower (150 kW) 4 no 2740 lb (1243 kg) 1966–1977 1112
M20G Statesman November 13, 1967 Lycoming O-360 180 horsepower (130 kW) 4 no 2525 lb (1145 kg) 1968–1970 189
M20J 201 September 27, 1976 Lycoming IO-360 200 horsepower (150 kW) 4 no 2740 lb (1243 kg) 1977–1987 1634
M20K 231 November 16, 1978 Continental TSIO-360-GB or -LB 210 horsepower (160 kW) 6 yes 2900 lb (1315 kg) 1979–1985 888
M20K 252TSE 1986 Continental TSIO-360-MB 210 horsepower (160 kW) 6 yes 2900 lb (1315 kg) 1986–1990 222
M20K Encore 1997 Continental TSIO-360-SB 220 horsepower (164 kW) 6 yes 3130 lb (1420 kg) 1997-1998 27
M20L PFM February 25, 1988 Porsche PFM 3200 217 horsepower (162 kW) 6 no 2900 lb (1315 kg) 1988–1990 41
M20M TLS / M20M Bravo June 28, 1989 Lycoming TIO-540 270 horsepower (200 kW) 6 yes 3368 lb (1528 kg) 1989–2006 314
M20R Ovation / Ovation 2 June 30, 1994 Continental IO-550-G 280 horsepower (210 kW) 6 no 3368 lb (1528 kg) 1994–2001 266
M20S Eagle / Eagle 2 March 7, 1999 Continental IO-550-G 244 horsepower (182 kW) 6 no 3200 lb (1451 kg) 1999–2003 67
M20TN Acclaim December 22, 2006 Continental TSIO-550-G 280 horsepower (210 kW) 6 yes 3368 lb (1528 kg) 2006–2008
M20U Ovation Ultra March 18, 2017 Continental IO-550-G 280 horsepower (210 kW) 6 no 3368 lb (1528 kg) 2017–
M20V Acclaim Ultra March 28, 2017 Continental TSIO-550-G 280 horsepower (210 kW) 6 yes 3368 lb (1528 kg) 2017–

Modifications

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Mooneys derive their performance from a clean airframe, small cabin cross-section, and drag reducing refinements over the years. Many of these refinements are supplemental type certificate (STC) modifications to the airframe developed by aftermarket businesses. Some of these modifications have been incorporated into the factory production models.

Rocket 305

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In 1990, Rocket Engineering Corp. of Spokane, Washington, modified an M20K 231 model by replacing the standard turbocharged 210 hp (160 kW) Continental TSIO-360 engine and two-blade propeller with a turbocharged 305 hp (227 kW) Continental TSIO-520-NB and a McCauley three-blade propeller. This engine and propeller combination had previously been proven on the twin-engined Cessna 340 and Cessna 414. Marketed as the Rocket 305, this variant delivered a 228-knot speed and 1,600 feet/minute rate of climb.[14] This significantly increased performance, but at the expense of higher fuel consumption.

The 305 Rocket STC represented a 2+1⁄2 year certification effort, including 1,000 flight test hours. The plane passed all FAA flight test requirements, including spin, flutter, load, cooling, and noise tests. The STC covered both the 231 and 252 M20K variants. While the 231 and 252 had a maximum certified altitude of 24,000 ft (7,300 m) and 28,000 ft (8,500 m), respectively, the engineering goal of the Rocket 305 was certification for a maximum altitude of 31,000 ft (9,500 m). Extending the altitude in the STC was abandoned due to cost/benefit considerations versus the difficulty of demonstrating compliance with the FAA requirements, plus required changes to the supplemental oxygen systems in this unpressurized aircraft. The aircraft will, however, climb at nearly 1,000 ft/min above 24,000 ft (7,300 m). The Rocket conversion was discontinued by Rocket Engineering.[15] The production-version Mooney Acclaim now delivers faster speeds. As Rockets are available in the used market for about one-third the cost of a new Acclaim, it maintains its popularity among a small market niche.

Bibliography

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Ball, Larry A. (1998). Those Remarkable Mooneys. Indianapolis: Ball Publications. ISBN 0-9641514-9-9.

Garrison, Paul (1980). The Complete Guide to Single-Engine Mooneys. Blue Ridge Summit, Pennsylvania: TAB Books. ISBN 0-8306-9698-9.

Simpson, R.W. (1995). Airlife's General Aviation (2nd ed.). Airlife Publishing. ISBN 1853105775.

  1. ^ Ball 1998, p. 50.
  2. ^ a b Ball 1998, p. 54–55.
  3. ^ a b c d e f g "Type Certificate Data Sheet No. 2A3 Rev. 58". Federal Aviation Administration. August 20, 2018. Retrieved August 21, 2024.{{cite web}}: CS1 maint: url-status (link)
  4. ^ a b c d e f g h i j Garrison 1980, p. 15.
  5. ^ a b Ball 1998, p. 58.
  6. ^ a b Kromer, Bob (n.d.). "Wood Wing Mooneys – Are They Safe?". Archived from the original on October 8, 2008. Retrieved 6 August 2008.{{cite web}}: CS1 maint: year (link)
  7. ^ a b c Ball 1998, p. 222.
  8. ^ a b Simpson 1995, p. 255.
  9. ^ "Other preserved (non-flying) aircraft in Western Australia". AviationWA. 2013-03-29. Retrieved 2024-08-21.
  10. ^ Belvoir Media Group (February 1998). "Mooney Predator". Archived from the original on July 7, 2011. Retrieved 4 July 2008.
  11. ^ Ball 1998, p. 58–59.
  12. ^ Czernek, A. (September 2006). "Mooney Model Chronology (1948–2006)". Archived from the original on November 2, 2005. Retrieved 4 July 2008.
  13. ^ Ball 1998, p. 221–235.
  14. ^ "Rocket Performance". Archived from the original on April 4, 2017. Retrieved July 24, 2017.
  15. ^ "Mooney 305 Rocket". Archived from the original on September 17, 2017. Retrieved July 24, 2017.
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