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I know there are many veterans and active duty on Mooneyspace. I want to thank you all for your service to our great nation. Your sacrifice is the currency that buys our freedom. Thanks! Ray

Antonio Suarez Mooney International | Public Relations asuarez@mooney.com o: 19092702628 NEWS RELEASE For Immediate Release MOONEY INTERNATIONAL INTRODUCES FIRST NEW MOONEY MODELS CHINO, CA November 11, 2014­ Mooney International introduced the first new Mooney models since the restructuring of the company at the Airshow China 2014 in Zhuhai, China. The Mooney M10T and the M10J fill a need and reflect innovation at a different level of the fleet mix and these aircraft will provide a steppingstone to the high performance M20 series. The M10T is a modern fixed gear composite trainer equipped with Continental¹s CD-135 Diesel engine to train new pilots for the Technically Advanced Aircraft (TAA) that they will be flying in the future. The M10J will provide an upgrade from the M10T airframe with more luxury and amenities for the owner pilot. In addition, the M10J will be equipped with the CD-155 Diesel engine. The M10T and M10J engines have leading turbo diesel technology, low operating costs, and provide pilots a fueling option of diesel or jet fuel. These two aircraft will provide the general aviation market with a modern aircraft, not only for the mature western aviation market, but also for the fast growing Chinese market. The M10 series is expected to gain certification and begin deliveries in 2017. Mooney¹s M20 series are all Federal Aviation Agency (FAA) Part 23 certified aircraft. The M20TN Acclaim Type S and M20R Ovation3 are single engine aircraft legends known for their high performance and fast speed. The twin turbo charged, 242 ktas M20TN Acclaim Type S features a premium package that includes a Continental Gold Standard TSIO-550 G engine with a three or five-year full parts and labor warranty and a 2200-hour TBO. The M20R Ovation3 features a 310hp Continental Gold standard IO-550 engine and an industry-leading 197 ktas cruise speed. Until now, there has been no trainer in the product line. The M10T will fill the need for a new trainer option for new pilots and flight schools everywhere so pilots can seamlessly move onto Mooney¹s M20 series. The M10J, displayed as a full-scale mock-up at the show, is a retractable gear, diesel-powered aircraft. The M10J performance goals include cruise speeds greater than 170 ktas and a range of more than 1,000 nm while maintaining a competitive market price. The ³J² designation alludes to the well-regarded and highly popular M20J also known as the Mooney 201. The M20J is regarded amongst the most fuel-efficient single engine aircraft in its category and has been featured as a leader in efficiency throughout the aviation news industry since its initial release in the 1970s. ³We designed the all new M10J model with longtime Mooney fans in mind. The M20J helped change general aviation by making flying practical to more people across the U.S. Now, the M10J promises to do the same for the world. Not just in the U.S., but also in China as its general aviation industry quickly develops,² said Dr. Jerry Chen, Mooney CEO. At Mooney¹s unveiling ceremony in Zhuhai Dr. Chen said, ³I am very excited to officially present the new M10 series of Mooney aircraft for Training and Performance. These aircraft mark a new beginning for Mooney and are an indication of great product innovation coupled with Mooney¹s long line of history making aircraft.² About Mooney Mooney International is an iconic American brand with more than an 80-year history of producing the best-in-class aircraft. Mooney¹s reign and focus on speed has converged with safety and style to bolster our unique aircraft manufacturing and engineering approach that have made our aircraft legends. Mooneys are single-engine, piston powered aircraft that hold more than 130 world speed and altitude records with a fleet that has accumulated over 40 million flight hours, as well as an impressive safety record. Mooney has offices in Kerrville, TX, Chino, CA, and Beijing, China. For more information visit www.mooney.com. Join the conversation about Mooney on Facebook and Twitter @mooneyINTL.

I think it's further along than just a sketch.... http://dzynetech.com/mooney-international-unveils-m10-designed-dzyne-technologies/

I'm On Condition for everything except my siamese mag. It gets INSPECTED every 500 hours by an expert, and whatever is deficient is fixed. It is not an automatic overhaul or rebuild. If I had the separate mags, I would stagger them such that each gets inspected every 500 hours, but not both at the same time.

Yes and since we are going down memory lane when pushed I said-"The U.S. Army" A Veteran's Day shout out to all that have and are serving our country in the Armed Forces. Thank you all for your service.

IMPOSSIBLE

My son. US Marine Corps - Force Recon - Special Forces. Very proud of him.

Now that I think about it, the reason I stopped watching this thread for weeks at a time was that the whole premise by Scott that his world view of monetary control is somehow connected to why his kid thinks people don't want to fly airplanes is ludicrous. It doesn't even bother me that he thinks he has "educated himself". What bothers me is how obnoxious he is and how convinced he is that he knows it all. I think he ought to run for office.

I'm looking into installing the Freeflight ADS-B in/out in my new (to me) rig. www.freeflightsystems.com Any PIREPS?? Seems I can keep the old King 76 transponder, but will need a new digital encoder; but cheaper than a whole new transponder, like a GTX3xx. It will WiFi ADS-B traffic/wx to iPad w WingX. Seems the options, and cheapest interface solution changes weekly, though. I'm in SoCal, so I agree with the need for traffic info. But I'm not sold on audio warnings. At 480kts in the clouds, yes. But in the pattern or around lots of other planes with VFR only separation, I think the "warnings" would drive me nuts. Kinda like the terrain warnings going off using Part 91 terrain clearance or descending to airports near hills from the Garmins, etc. Good for IFR, in IFR conditions. -joe

As long as the forecast stays VFR my wife and I will be there.

Aerodynamically speaking, the clipped wing may have less drag than the long wing but since the wing loading goes up for a given weight , the AOA and body angle at cruise may also be a little higher. Which increases drag, and may cancel out all the benefits of the clipped wing. But you still have the higher stall speed. So it's a net loss. Which is why winglets make sense for a few planes such as the C421C, the 737NG, and 767. These airplanes can have a higher than optimum wing loading so the effective span increase of the winglets allow a lower AOA in cruise or a higher cruise altitude for the same AOA. A clipped wing in reverse.

After the panel was completed, as in my previous thread, my '64C arrived at Aero Comfort in SAT for the upholstery install. Hector and crew did their magic and I can't be happier with their work. Time to just fly the plane and enjoy going some places. Regards, Don

Here are a few interior type shots of the M10

Hopefully you can upgrade for less than the cost of a vintage Mooney + a 430W...

Another Cheap Bast$&d bites the dust. It's a disease isn't it? Sort of like trying to find a cure for the zombies on the "Walking Dead".

Looks pretty sweet to me... But if this is supposed to be a lead-in / trainer for the M20 series, then why the side stick? Leaves me thinking a new "M30" line might be next... Then if Mooney successfully starts a line for the "M10" in China, not much reason would be left to keep the USA M20 line open.... All speculation on my part. Either way, I'd love to fly one of those.

Here's more pictures- Here is a link to the people that actually designed this concept- http://dzynetech.com/ Hired contractors. I doubt there is any Al Mooney DNA in this plane at all. Only the request by the MAC to have an identifiable styling feature. We can see the trimming tail is gone and I suspect the brilliant landing gear system will be replaced with the usual hydraulic system. Most likely the steel cage is gone too because there is no need. Hopefully they will stick with all push rod controls, but who knows. Al Mooney was one of a kind.

First let me state that I have long thought that the aircraft duty cycle screams for a diesel engine rather than gas. There really are two areas that may be TBO limiting on the engine. The obvious one is the gearbox, about which I know very little. The other is the horsepower to displacement ratio, about which I know just enough to be dangerous. The rating of 155 hp out of 2 liters is 77 hp per liter. Even with common rail injection technology that is an astounding rating. Avaition, marine, genset, industrial and water pump engines live in a different environment than the automotive application engines that we are all familiar with. Our car or truck engine is pulling 20% most of the time, and easily makes 5000hrs (200,000 miles). Avaition and the other above mentioned engines pull high percentages of rated power all the time, or continuously. Marine diesel engines of similar displacement frequently will have lower rated outputs depending on the duty schedule. A review of marine Continuous Duty engines shows a displacement to horsepower ratio ranging from 30 to 37 horsepower per liter across multiple brands and in the 3 to 20 liter displacement size range. These are engines that will run for 20,000 hours at WOT if carefully tended to. Pleasure ratings are much higher. The marine version of the 5.9 liter in line 6 cyl Cummins engine many of us know through the Dodge truck has become a very popular motor worldwide in many applications, and has lots of history to draw on. It's highest rating for pleasure use is 350 SAE or 370 metric hp, 58 SAE hp per liter. It's continuous rating is around 190 hp. Cummins rates the max pleasure power rating for limited time, at 75% of power for I think 2 hrs out of 8 maximum. The common rail version is rated pleasure use at 440 hp or 74 hp /liter, with similar limitations on 75% power duty cycles. A fairly well accepted limit on these motors for continuous cruising is back to 35 to 40 or so hp per liter max cruising power for anything approaching a 2000 hr pleasure use life. They have astounding power when run on the pins, but probably won't last more than 1000 hrs. The navy runs through and replaces these motors on a variety of high speed attack and coastal boats. The kiddos on the throttles run them much harder than anyone who would have to pay to replace them and they come on the surplus market fairly frequently with 80 to 1500 hrs on them, and they need full overhauls. They are toast after 1000 hrs at 60 hp per liter. The Continental engine at 75% of power is 58 hp per liter, same as the Cummins 5.9. But after a two hour flight you aren't going to put out fishing lines and troll at 15% of power for 6 hrs before you pick up and run for home for 2 hours at 75%. Higher TBOs, or even reaching full TBO on a regular basis doesn't look too likely to me. And I haven't even touched on the very measurable effect that heavier stiffer blocks have on the above engines longevity, and I'll bet money that the Continental block is as light as it is possible to imagine on a finite analysis program. I would love to see it, but I have my doubts about 60 hp per liter ratings doing the job.

I agree with everyone so far, on condition for me. I'm the mechanic and inspector on my airplane! David

Its great being here on MooneySpace! Sgt Neeper, Philip- OIF 9-10 & OEF 13-14 Sgt Neeper, Michelle- OEF 03-04, 12-13 & OIF 06-07, 09-10

Did a trip to Cape Town last week and had plenty of time (on the way there at least, on the way back had to 'fly' the plane the whole way back because of turbulence) to test a whole lot of mixture settings and get some data together. In summary I found that at anything more than 10 LOP you loose a lot of speed. Your MPG improves a little but I would guess that the extra fuel saved is spent again in maintenance due to the extra time spent in the air. I also found that at anything below 2500 RPM the loss in speed is drastic when getting to Peak and even more so when moving to LOP. So much so that I did not bother trying out 30 LOP at 2400 RPM. I have showed some 2400 RPM data in the data table but not on the chart. After this exercise I think that 2500 RPM and 10 LOP is a sweet spot. The CHT's are lower than ROP and fuel burn improvement is substantial. The improvement in fuel burn and the negligible change in TAS as you fly higher is quite impressive and confirms the talk about flying higher to get better figures all around. Below is the RAW data and a chart that I put together. The chart is quite busy but very legible when you print it. I had to change some of the typical reporting formats to make it readable (e.g. NM/10gal instead of NM/gal). Have a look and let me know what you think. PerformanceChart.pdf PerformanceData.pdf

Thanks to all of you! You are the reason we have the opportunity to do the things we do! Thank you Great Aunt Ty! - W.A.S.P "we miss you" Grandpa! - Air Force Pilot "we miss you" And my three brother in laws Brandon, John, Chad - Air Force "we love you" And thank you to the active duty here on our soil and abroad protecting our freedom as we go about our daily lives!!

Just now watching the laying of the wreath at the tomb of the unknown soldier. When my wife and I traveled to DC we spent the afternoon at Arlington Cemetery and watched the changing of the guard we were both very moved by the experience.

Ditto. I know that we've had some differences of opinion here Fantom, but I've told you in person that I'm in awe of your service and proud to call a veteran such as you a friend.

I dont know. I dont like it, doesnt look like a Mooney to me besides the tail. Looks more like a cirrus to me.

You beat me to it Rain, thank you to all our courageous vets and active duty. Dad served in the 3rd army under Patton moms first husband was a crew chief on a B24 liberator and was killed over Ploesti my Uncle flew PBY's in the Pacific. My nephew just finished active duty in the Airforce and is Now in the reserves. He was a trumpet player in the Airforce concert band stationed at Langly AFB now he is attending Yale for his masters degree in music. We could not be more proud.

And don't forget the name calling and foul language. My wife calls me names when she is losing an argument. With her, I have to listen. I guess at least on Mooneyspace I can switch threads and follow topics that are more interesting than people shouting at each other about things they can't change.

Maybe it is just me, but I had a look at the three families of Diesel being marketed (or just developed) by Continental. The CD-135 and CD-155 are their 100 series (155 hp and less). The CD 200 are their old TD-300 series and put out between 230 and 250 hp. The CD-300 is a V6 design that puts out 300 hp. I wonder if the CD 200 series could be STC'd for our older models. Hmmmmm

My father-in-law, George Lindberg, Jr., 1st generation Swede from Worcester MA, who died in September @ age 93, joined the Navy and flew in PBMs in the Pacific. George L., III served in Nam in the Coast Guard. Never forget.

I remember Mike Bush writing about initial TBO a few months ago. I think he said 1200 was the starting point and then with experience it could be increased. The diesel should last a long time, but the reduction drive may be the weak link. My Diesel Jetta has 450,000 miles and is still going strong.

Looks like a Cirrus with a (fixed) Mooney tail.

Let me join you in expressing our appreciation for all the men and women that serve us to defend our freedom. Thank you!

It is a Concorde 35AXC. It was installed 4 years and 5 months ago. I have kept it on a BatteryMinder continuously, except for a few "out of town for a few days" trips. I am in Dallas where the temperatures are pretty high, and always hangared. I am a little disappointed as I anticipated that constant BatteryMinder and Concorde would have gone longer. It is likely the BatteryMinder folks are going to tell me I should have had their Concorde specific unit, rather than the older unit I used.

Did somebody say close up this thread was a good idea? Best regards, -a-

Thanks jetdriven! The cheap bastard in me is smiling! Sent from my iPad using Tapatalk

Count me in! My wife is a maybe.

Good call. If it makes you sleep easier then it is worth every penny. I hope you brought some cold weather gear! It is getting NASTY tonight.

It's in the hangar tonight. I felt my rental car getting pelted with sand. Sent from my iPhone using Tapatalk

I love my B. There is no hat rack, and has a lower gross weight, but all 48 gallons are usable and the flaps, gear, and step are manual, those make up for the rest. Its hard for a system to have issues when they are all manual, you have got to love the simplicity of those systems.

I'm saving my dollars for this. I really think its an upgrade that will add value to our old planes. Ease of inspection, looks great, more room.

Bruce Jaeger's Spatial Interior panels are made from the same plastic used in commercial jets. My guess is that they meet all the latest specs. He has an STC for them. I think if the material that you use is already approved for use in aircraft, you are probably all right. However, just putting in sheets of material will not give you the increase in room that the Spatial Interior does. I did not buy the system for that reason, I just liked the fact that it looks good and is easy to R&R. After I flew for about half of a 3 hour flight I noticed that I was more comfortable than normal, that's when I realized the value of the extra room.

"Full fuel and fill the seats" is easy - just make the tanks 20 gallons! I'd rather have something that gives the option for one skinny pilot and full fuel of 3000nm, or four full seats and 500nm Of course, what I'd really like is something that costs s*d all, takes off and lands in less than 100m, cruises at Mach4, burns a thimble of fuel per hour, and can carry a family of elephants at the same time. Oh yes, it shouldn't need any maintenance or hangarage too!

Here is a new video I finally got around to making. I recommend watching in HD. Hope you guys enjoy! https://www.youtube.com/watch?v=7vZisaW_5B8 BTW, how can you embed videos in this forum?? EDIT: Here is a version that can be viewed on mobile devices: https://vimeo.com/84920019

My girlfriend and I plan to be there if the weather is VFR!

No one in their right mind would consider buying a plane, upgrading a plane, an investment. It may provide extra safety, but you don't have a chance of making money or getting your money's worth. You do it because you want to, personal satisfaction, nothing more. Some are happy with a 50 year old panel, some are not. If it makes you happy, can't ask for anything more

If my avionics guy took fifty years to complete my panel I'd fire him.

Don -- excellent! I'm so proud to be associated with people like you who take pride in restoring these old birds to their former glory (and beyond). It is hard to explain to others why those of us who have made the investments, do it. Perhaps it is like walking through a nursing home and looking at those old faces and realizing you can make them young again. They have so much to offer. Well done Don!

.....and if I try something dumb, My ass is grass!

Brett, very nice. How are you connected to get audio?