Fly faster. Fly farther. That’s Mooney’s claim.
Since I just sold a new Cessna Turbo Stationair to a 2007 Mooney Acclaim owner, I have the rare opportunity to study Mooney’s top-end performer. Here’s what I found.
Photos taken with Palm Treo phone.
Cruise Speed *
Flight Conditions: VMC, FL210, OAT -26°C, 3,310 lbs
Power Setting (Best Power): 32.1″Hg, 2,410 RPM, 21.8 GPH, 1,584°F TIT, 371°F CHT
See the PFD and the MFD.
* It’s NOT as fast as published in the POH.And, this airplane is practically new – only 160 hours total time.
I used the “best power” cruise power settings from a chart in the aircraft, which turned out to
be 1.5″HG higher power than called out in the POH. This higher power setting, above, resulted
in nice cool temps across the board. The highest cruise power setting in the POH for 2,400 RPM
is 30.5″HG, 19.9 GPH. At this LOWER power setting, the POH reports 221 KTAS, 5 knots
FASTER than what I obtained running 1.5″HG HIGHER power at the same weight.
Operated by the POH, this Mooney Accaim must be operated full rich above 30.5″Hg – that’s 30 to 32 GPH. Additionally the mixture must be operated on the RICH side of peak above 22,000 feet – so to attain any reasonable range for a flight at this altitude, limited max cruise power affords speed of 210 KTAS – nothing close to speeds as promoted.
The discussion of speed uniformly ignores rate-of-climb, maneuvering, and approach speeds. Unless the flight is long enough, it will take a fast-cruising Mooney over 100 miles to catch a faster climbing but slower cruising competitor like the high-wing Cessna.
Of what benefit is speed in turbulence when it’s necessary to slow to VNO (maximum structural cruising speed) or VA (manuerving speed)? What good is speed on an ATC vector? Low flap and landing gear extension speeds stymie the speed argument even more.
Compare the Acclaim and the Cessna 400
The speed figures and fuel flow figures are as tested by me.
Click here for my demonstration of the Cessna 400.
|Max Rate of Climb||1,240 fpm||1,400 fpm|
|Cruise Speed FL220||219 KTAS||220 KTAS|
|Cruise Fuel Flow||21.8 GPH||17.6 GPH|
|Maximum Structural Cruising Speed||173 KIAS||181 KIAS|
|Never Exceed Speed||194 KIAS||230 KIAS|
|Max Landing Gear Extention Speed||140 KIAS||N/A|
|Useful load||897 lbs||1,041 lbs|
|Flight Total OMA to BWI 888 nm||93 gal, 4hr 14 min plus fuel stop||77 gal, 4hr 12min|
The air conditioned option for the Acclaim further subtracts from the useful load listed above. The Mooney cabin is cold at altitude. The welded steel frame covered with a non-structural aluminum skin is not well-insulated. The cabin heat is completely insufficient. As far as I can tell, the cabin heat comes only from the defrost and this tiny port that resembles a 12-volt receptacle.
The Cessna 400 has an automatic climate control system with airconditioning as standard equipment. The 400 automatically switches bewteen A/C and heat to maintain a cabin temperature selected electronically by the crew. Composite fiberglass and honeycomb contruction of the fusage is likened to a giant thermos cooler, so it maintains a consistent cabin temperature very well. On a recent wintertime flight, I delivered a Cessna 400 to its owner in Gillette, Wyoming. The new owner flew me back to Sioux Falls, and not until cruise flight level at FL190 did it even occur to us to TURN ON the climate control. The cabin maintained a comfortable temperature in sub-zero conditions for at least half an hour.
If you’re considering a new Mooney. Call me. 888-310-8050. I have a 2007 for sale.