Mooney International introduced the first new Mooney models, the Mooney M10T and the M10J — since restructuring the company — at the Airshow China 2014 in Zhuhai, China.
The new models “fill a need” and “provide a steppingstone to the high performance M20 series,” according to company officials.
The M10T is a fixed gear composite trainer equipped with Continental’s CD-135 Diesel engine. The M10J will provide an upgrade from the M10T airframe with more luxury and amenities for the owner pilot, company officials said. 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 are targeted not only at the mature western aviation market, but also for the fast growing Chinese market, according to Mooney officials.
The M10 series is expected to gain certification and begin deliveries in 2017.
The new models join Mooney’s M20 series. Until now, there has been no trainer in the Mooney product line, company officials note.
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 “J” designation alludes to the M20J also known as the Mooney 201.
“We 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,” said Dr. Jerry Chen, Mooney CEO.
Amazing looking aircraft but the engine is the downfall. These engines cause so much aggravation. Not only does it cost a fortune for a relatively short lived engine but most components are also life’d. Recently we had an engine failure on a DA40 with TAE 2.0L, after thorough inspection we found £50,000 worth of damaged parts. No operator will save money from the small difference in fuel costs. Stick to Lycoming.
Beautiful looking plane but with the price that I have heard on the Continental CD-155 being about $70,000 the price of the finished and certified aircraft is likely to be too high for most of us to afford. Combined with the 1200 hour TBO and 600 hour gearbox inspection the operating costs will be very high. Granted that will be significantly offset by the fuel price reduction burning Jet-A at 5.5-5.8 GPH in cruise is awesome. But unless you put a lot of hours on it the initial investment will take forever to pay down.
Is there any one that knows for sure the cost of the Continental Diesel engines? and the cost of the gearbox inspection?
Sounds to me like that TBO and gearbox inspection will make the fuel savings a mute point. Even at $2/gal savings, you’re talking about $80 per tank (I’m assuming 40 gal tank judging by the size) that you’ll save roughly $13,000. Since the IO-360-L2A will run you about $18,000 for an overhaul, you’re only saving $5,000 between the gas saved and and overhaul cost, BUT…you also spread that overhaul out over 2,000 hours. So $18,000÷2,000/hrs=$9/hr engine reserve while $70,000÷1,200/hrs=$58/hr engine reserve. Even if we go for a FRMAN IO-360 you’re going to run around $25,000. So: $25,000÷2,000/hrs=$12/hr engine reserve.
We’re not even looking at the gearbox inspection you’re speaking about, but it sounds to me as if Mooney has priced itself right out of the training market…if your figures are correct.
Folks,
Remember, this is a Chinese company now, and the largest market for GA is now China! Hence the diesel engine. The aircraft will most likely meet the demands of the emerging markets in Asia, with sales in the U.S. probably not at the top of the list. ROI dictates as successful aircraft in China, so expect that design elements to meet that market demand.