rturbett Posted July 18, 2011 Report Posted July 18, 2011 can anyone provide real world numbers on the performance of a m20C ,E,F and G? Some of the online references seem conflicting. Assuming a mid time engine and a 64 to 70 vintage. Thanks, Rob Quote
Barry Posted July 18, 2011 Report Posted July 18, 2011 I've a '66 M20C. I flight plan for 140Kts and it works out well. At altitude I burn around 8 GPH. Two weeks ago I flew from Boulder, Co to Martinsburg, WV. 1 fuel stop in Taylorsville, Il and had 18 gallons when I landed in Martinsburg. 52 gallon tanks. Mooney's are very efficient craft. Total flight time, 8H23M. Quote
aerobat95 Posted July 18, 2011 Report Posted July 18, 2011 I have a '74F and I typically see around 147-149kts and have almost a 1000 usefull load. Quote
rob Posted July 18, 2011 Report Posted July 18, 2011 1965 M20C - True out at 147-151kts burning 9-9.5 at 7500' Quote
Shadrach Posted July 18, 2011 Report Posted July 18, 2011 Numbers for my 1967 M20F: MGTW - 2740lbs. Empty Weight - 1681lbs. Useful load - 1059lbs. Full Fuel - 64 gals or ~384lbs. FF payload - 675lbs. Cruise speed ranges from 153kts (GPS verified at 7K 100ROP, Ram air open) at -10.5ish GPH to ~145kts on closer to 9.5ish GPH LOP. The above varies a bit with CG and weight. Speeds a tad conservative for light weights. Quote
Seth Posted July 19, 2011 Report Posted July 19, 2011 I have a 1967 F model as well (actually one of the first four F models - airworthiness was one of the four from 1966). Useful Load - 1017 LBS Full fuel - 54 gallson - bladders - 50 useable Cruise speed - 148 knots top speed - with Ram air it breaks 150 and on a cold day even 152 knots. 10-11 gph. If you slow it down to 142-145, it'll go that speed on 9gph. I'm alwasy amazed after a training flight or leisure flight how little gas is burned. The further back your CG is, the faster your cruise will be. Once off the ground, I notch my chair back one click so I can still touch the rudder pedals but where I don't have to worry about riding the brakes on the ground - In actual testing, between weight in the back and one notch back, I've picked up a few knots. I plan 148 when going cross country. Best altitudes are 7000 to 9000 for me. Take care, -Seth Quote
Lood Posted July 19, 2011 Report Posted July 19, 2011 Yeeez, my Mooney ain't that fast. I must add that the cylinders were a bit glazed and I had them re-honed and installed new rings all round. I'm going to fetch it on Friday and I'm sure it will perform better. I'll also have the rigging checked at the next annual. Anyhow, my figures are as follows: Usefull load = 1040lbsTAS = 140kt (that's at WOT, 2500rpm and 75 deg ROP)Fuel burn at the above power setting is normally 10gal/hr and for flight planning purposes, using 135kt seems to be more accurate than 140kt.My Mooney doesn't have RAM air anymore and the only mod I have is the Lasar cowl closure. All in all, it is a fantastic and very economical airplane. Quote
lahso Posted July 19, 2011 Report Posted July 19, 2011 1966 C model - 145 TAS, 6-7000' (unless good tailwind higher), 9.5 gph Quote
podair Posted July 19, 2011 Report Posted July 19, 2011 In a stock 1967 M20F with 3 blade hartzell I get systematically 143-145kts TAS at 10,000ft , leaned peak or just lean of peak at 2500 rpm on 32 litres an hour (8.5 us gal). A bit lower I get a couple knots more on a couple more litres, a bit higher a couple knots less on a couple litres less...! Very efficient. Just flew Britanny to central spain (about 600nm) at 13,000ft leaned to 29 litres an hour at 140kt tas. Not bad when Avgas is over $11 a gallon here in Europe... Quote
M20F Posted July 19, 2011 Report Posted July 19, 2011 Would be curious as to manifold/rpm settings to go with performance figures above. 135kts to 153kts is a fairly large swing. Quote
podair Posted July 19, 2011 Report Posted July 19, 2011 This is what I consistently get, 145kts at 33litres I tend to fly the same route very often and always use the same settings, WOT (around 21in), ram air on, 2500rpm, leaned peak or about 10 lop, couple knots faster in winter, couple slower in high summer. So consistent that one week I was getting 139-140ktas and found out my retractable step wasn't retracting any more... simple fix , the vacuum hose was detached At 13k last Sunday I was getting 29 litres, 19.5map and 140ish ktas. Quote
Lood Posted July 19, 2011 Report Posted July 19, 2011 Quote: M20F Would be curious as to manifold/rpm settings to go with performance figures above. 135kts to 153kts is a fairly large swing. Quote
Hank Posted July 19, 2011 Report Posted July 19, 2011 My C-model with 201-windshield and Hartzell 3-blade runs pretty close to 140 knots, and I'm typically 7500 and up. Fuel flow is around 9 gph based on fillups, as I don't have fuel flow. This photo was at 10,000 msl to get out of the storms below; tops were at about 9000 that day with more turbulence that I liked. 2500 RPM, throttle was wide open then pulled back just enough to move the needle. I'm experimenting running just richer than rough instead of 50 ROP at altitude, so speed may be down just a little. Groundspeed, of course, is dependent upon wind aloft--I've maintained anywhere from 104 knots to 183 knots, pretty well centered on 140. Fuel injection and 20 additional HP make a difference with E, F and J models. Oops--useful load is 969 lbs; 52 gallons fuel [i fill to 50 gal = 300 lbs, to leave expansion room and easy math]. Full-fuel payload is 669 lbs. Typical departure at my 3000' home field is rotate at 70 MPH, get over the trees and climb at 900-1000fpm as I come up to 100 MPH. Heavy departures, flaps to TO, rotate at 75 MPH, the trees are still well below me; this is infrequent enough that I don't remember height or climb rates, but we're headed to the beach next week--I'll watch and report back if you are curious. She lands well at 85 MPH final, 80 over the trees at 150 agl, pull the throttle when clear and touch down around Stripe #3. Minimal braking leads to back-taxiing from 2000-2200' to our only entrance about 1000' from the approach end. Quote
rturbett Posted July 19, 2011 Author Report Posted July 19, 2011 10,000? iwas having trouble reading your altimeter- looked like you were 5 ft off the ground doing 130 with your gear up! so in general, a c is doing 140 to 145 , and f with the extra hp is doing 145 to 153. Thanks, Rob Quote
rturbett Posted July 19, 2011 Author Report Posted July 19, 2011 i see the arrow at 10,000 now..... Quote
scottfromiowa Posted July 19, 2011 Report Posted July 19, 2011 M20E is also about 140-150knot aircraft. Quote
Shadrach Posted July 19, 2011 Report Posted July 19, 2011 Quote: rturbett 10,000? iwas having trouble reading your altimeter- looked like you were 5 ft off the ground doing 130 with your gear up! so in general, a c is doing 140 to 145 , and f with the extra hp is doing 145 to 153. Thanks, Rob Quote
fantom Posted July 19, 2011 Report Posted July 19, 2011 Quote: Parker_Woodruff Back when I was in central Texas more, I'd fly the M20J low over the Colorado river. WOT, LOP, 2400-2500 RPM. Quote
lahso Posted July 19, 2011 Report Posted July 19, 2011 Quote: M20F Would be curious as to manifold/rpm settings to go with performance figures above. 135kts to 153kts is a fairly large swing. Quote
rbridges Posted July 21, 2011 Report Posted July 21, 2011 I flew in a buddy's M20C, and we seem to cruise around 135 knots. I believe most C models will do a realistic 135-140 in calm air. Quote
podair Posted July 21, 2011 Report Posted July 21, 2011 Quote: Lood My Mooney doesn't have RAM air anymore and the only mod I have is the Lasar cowl closure. All in all, it is a fantastic and very economical airplane. Quote
Shadrach Posted July 21, 2011 Report Posted July 21, 2011 My ram air is nice, but I don't think that's where the 10 to 15kts my F has over Lood's plane is coming from. I think there are other issues. I'd start with a gear swing to see how well everything tucks in... Quote
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