Tim Jodice

A parachute is a must have in 2021. I second that. As much as I love and would love to have a turboprop Mooney fact is it is a piston airplane from the ground up. Many think the 220HP Encore is the ultimate Mooney. What do you think about SMA (someone else owns it now) 230HP 4 cylinder Diesel? Plain jane air cooled with mechanical fuel injection.

Using the Bonanza conversions and the Piper Malibu vs the Meridian references the answer is no. That said the most fuel that can be put on a bonanza with tip tanks is 114 gallons and they still have about 700-800 miles range. Take a Mooney carrying 130 gallons and being a smaller, lighter more aerodynamic airplane it likely could add 200 miles to the range while going faster. A B36TC is good for 250 KTAS with the PT6 rocket conversion. Correct me if I am wrong. I have been told that it takes 8 times the power to go twice as fast. Using that logic and taking an Acclaim at 25,000 running 75% power (262HP) and going about 240KTAS then just about doubling the power to 500HP PT6-42 that has so much reserve thermodynamic power it still makes 500HP at 25,000 feet would add about 20-25% in speed or around 290 KTAS. problem is you would be going about 190 KIAS and you loose the yellow arc when you put a turboprop on it. What is the top of the green on an Acclaim? On a 201 it tops out at 175. would doing 260 at 25,000 feet be worth it? I don't think it is worth it with a PT6. The one I would live to see is the Allison engine. It is very light and that would do two things, eliminate the need for any type of weight in the tail it may even require moving the batteries up front further reducing weight by eliminating the large wires running to the tail and offset some of the weight gained carrying m heavier fuel. The performance gain would be awesome at lower altitudes but not life changing. At quick glance it a 420/450 HP engine. Not really, at that setting you are in the 5 min torque range and that assumes the density altitude allows you to do that without over temping the engine. In reality it is a 380 HP engine up in to the teens. At 25,000 a stock piston powered Acclaim might go faster. at that altitude it has lost so much power the piston engine is making more power burning less gas. That is based on the Alison powered Cessna 210 vs the Vitatoe conversion that has a 550 continental very similar to the 310HP Acclaim engine. So why would I want a Allison powered Mooney? I want an Allison powered because I want to go very fast with out wearing a nose hose/mask. these engines are at home at 8-17,000 feet depending on temperature. i got a ride in a Bonanza with the Allison engine and the experience can't be expressed with words on a computer screen. It was smooth, quiet, climbs better than a baron while burning less (28 GPH). At 9,000 feet in the summer (I didn't look at the density altitude? it was burning 20-21 GPH doing 180. I bet it would do 200-210 in a Mooney. $1.3-1.5 million new?

Use the 500HP one Rocket uses in the B36TC conversion! Question for you engineers/mathematicians. I know it is a diminishing return getting speed through more power but how much faster would a Mooney go with 500 hp available at 25,000?

CF doors?

Useful load i can see. Faster? How much drag clean up is left to be done on a Mooney? How much more than 310HP can you put on a Mooney?

Where is @MarkD34M when you need him? He just did an upgrade that eliminated his vaccum system.

The one thing I like about Beechtalk is how the topics are done. Obviously there is nothing wrong with how it is done here but I think it is a little better on Beechtalk.

This reminded of an old advertisement. "Thats a lot of Mooney for the money"

MT doesn't make a propeller for a C model.

Keep what you have. I dont remember who but someone on here said they were disappointed in the swept 2 blade hartzell. https://hartzellprop.com/products/top-prop/mooney/m20a-g-m20j-2-blade/ Look at the bottom in notes. It's documented that it looses a little in the take off roll compared to the one you have. Sexy as hell but once it is spinning i think you will be happier with what you have.

Best thing you can do with your pants on!

Update on the MT prop. It has about 200 hours on it, it parks on grass every day and files in the rain. In my experience so far it seems that they have fixed the issues of the composite/paint separating in rain. As you can see the tip is barely showing wear yet the rain was hard enough to strip the boot adhesive inboard. Not that I expected the adhesive to be durable but considering how far inboard it is, how much slower it hits the rain and that it is completely cleaned off the leading edge I think demonstrates that the tips were going through some hard rain. Still in love with the prop. If I had to change airplanes it would be the first thing I upgrade on the new one.

494 of Mooney flying. I know I am preaching to the choir but Mooneys are like magic carpets.

In my experience yes. I got about 75 hours out of the pump that came on the airplane and it would need about 1000 rpm to turn the light off. The new pimp works all the way down to 700 rpm and makes the light flicker at 600 rpm.

I will buy them. How do I pay for them?

I had a gyro failure in IMC and declared an emergency everything went well. I was met by airport operations the asked me basic questions like who I was, who owned the airplane. That was it, no call from the FAA.

Question for everyone. How long does a mini last on it's battery alone?

When you throw away your vacuum pump put this in it's place. https://www.aircraftspruce.com/catalog/eppages/sd20_alternator.php?clickkey=4300

How about in the middle of 3050. Random? Nope, that is the gross weight of a older Cirrus SR20 when it was powered by the 200HP Continental.

It is rare but it does happen. Had I known it was coming I would have landed a little different mainly in keeping that wheel off until it was going as slow as possible. Likely would have avoided lower gear door damage.

Totally agree in that situation. That said as I type this the density altitude is -1400 at my (MHT) home airport.

I think it would be easier for Mooney to do the paper work and then make money off a kit than it would be for someone to do it on their own with a DER. I dont know how hard it would be for them and @Jonnyhas said that they are short on resources but I think it would be easy money. Not because it is necessarily easy to do but because so many people would buy it.

Look at that beefy landing gear. Maybe it will end up on long bodys.

In a thread about @Trailboss selling his M20J, @ArtVandelay brought up a good point. What would it take to make all mid bodys able to have a 2900 gross weight? Is it mainly paperwork? If it is a structural change what is it? Can the parts be bolted on? If not would it be practical to add (rivet?) the reinforcement to the existing airframe? I agree with @ArtVandelay , I would be willing to spend alot of AMUs to get the GW increase.

+2 for Penn Yan. My friends F model and my J both have Penn Yan engines. His was overhauled on 2004 and has about 1400 hours on it. Mine was done in 2017 and has about 550 on it. Given the age I wouldn't be surprised if my friends was leaking oil but it doesn't. It has had nothing but regular maintenance.