New MOONEY MODELS

[mooneyflyer]

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.

[Oscar Avalle]

great news....

[fire11]

Really exciting!

[Guest]

It looks like we need a new forum heading "Ultra Modern"

Clarence

[ryoder]

Looks good. Any more pics? Is it a two seater? Useful load?

[aviatoreb]

Well - the J comes back!  I presume that M10J will be a two seater.  They are "hoping" for 170TAS.  That would really be something given the fuel specifics of that engine:

http://www.centurion.aero/typo3/index.php?id=84&L=1

Could we see 170TAS on 6gph?

[HRM]

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

[Bob_Belville]

Is the 1200 TBO likely to be increased at some point? I seem to remember the IO360 started out @ 1200 or maybe 1400.

[N601RX]

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.

[rbridges]

Is the 1200 TBO likely to be increased at some point? I seem to remember the IO360 started out @ 1200 or maybe 1400.

 

 

If it's a newer engine, it should.  I remember reading that the numbers start off low but get raised as the engines develop their track records.  

[DAVIDWH]

OOps!!

 

To really compete with Cirrus,  they should consider a parachute.

 

Or maybe not, perhaps it can actually recover from a spin.

 

However, I  just keep going back to the two Cirrus pilots that survived the helicopter midair by pulling the chute. As you recall they

 

walked away while  the poor soles in the copter perished.

 

Just saying, I think the chute was a great marketing plus for that airplanes success.

[cliffy]

 

4-cylinder, in-line diesel cycle engine, DOHC, 4 valves per cylinder, common

rail direct injection, system turbo charged, liquid cooled, FADEC, wet sump oil

system and reduction gear (ratio i = 1:1.69) 

 

FADEC controls and slow prop speed (2,000 rpm, should be quiet though).   170 kts may be max speed with slower normal cruise

but all in all, if it does 155 to 160 normal cruise at something around 5.5 to 6.0 gph, not bad.  

 

Something was mentioned about it being a 3 seater (1 in back) Might fit in well considering the normal pax load most fly with is 2

on board.

 

"Competitive" pricing?   $350,000 ?   But it will come with all the TV screens instead of good ol' steam gauges !

[wishboneash]

This would make it as efficient as a small gasoline powered car returning around 35 to 45 mpg while doing 3 to 4 times the average speed of the car. Pretty impressive. The price will be the thing.

[Marauder]

Does anyone know how strong the financial are for the Mothership? Bringing a new airplane to market will cost a lot.

[DaV8or]

Where are they making this miracle machine? Here or China? Was it designed here, or in China? Making it a 3 seater is smart. They start with a traditional four seater, yank one seat and now they can truthfully claim full seats with full tanks and have everyone stop whining.

[fantom]

......... have everyone stop whining.

IMPOSSIBLE

[carqwik]

Something tells me that funding for Mooney is not an issue...rather, this is a Chinese government "supported" effort as part of a national effort to become self-sufficient in GA....which it should become given the size, population, transportation needs, and growing wealth of China. At my home 'drome, the skies are buzzing with Chinese (i.e., foreign nationals, not Americans of Chinese ancestry) student pilots....flying Pipers.  Once China opens its skies to GA, these students will train in China in Cirrus and Mooney airplanes.  (It becomes a question now of how long aircraft production will remain here in the States.)

 

The three seat capacity reflects how the Chinese train today...one student pilot at the controls, instructor in the right seat, and an observer student pilot in the backseat.  Actually, three seats is the max number of seats that are usable in the Mooney Bravo if you want to go anywhere!

[manoflamancha]

China ironically could be the savior of GA as they are cash rich and have the pent up population and demand to produce lower cost single piston aircraft. I've noticed a shift at local California flight schools now running Chinese training academies full of students from China training for their licenses!

[KSMooniac]

I wish they would release some specs and more drawings or renderings, as well as the certification and production strategy.  

[scottfromiowa]

That step up to both wings looks like a challenge. What is old (Vintage Windows) is "new" again.

-Looks great. Hope they sell a million of them here and abroad.

[garytex]

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.

[DaV8or]

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.

[KSMooniac]

It looks like the shape of the vertical stab was taken from Kerrville, and nothing else.  I only see one grey-beard in that photo, and a whole lotta youth.  That isn't necessarily bad, but it will be interesting to see how the design and certification plays out.  The main gear configuration looks puzzling... I'm sure it was done that way to be common with the RG version, but I'd like to see what they do for suspension/damping.  I like the side stick (I think) but don't like the arm rest/window geometry near the side stick.  The paint and interior design leave a lot to be desired IMO too.  

[manoflamancha]

Meh, it looks way too much like a Cirrus or Panthera design to me and not like a Mooney!

[M016576]

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.