I read a book FSX for pilots RWT. Here they use the default Mooney Bravo for some chapters. I don't like this default plane in FSX. It feels so tricky to control.So I'm considering using a addon Mooney instead and have found the Carenado Mooney M20J. Some questions,1) Is this the same Mooney model as the default?2) Is it going to behave different compared to the default? Or maybe this is pointless?3) How much better is it compared to the deafult Mooney4) How good is it compared to the Carenado 182RG (which I have and like)?

I read a book FSX for pilots RWT. Here they use the default Mooney Bravo for some chapters. I don't like this default plane in FSX. It feels so tricky to control.So I'm considering using a addon Mooney instead and have found the Carenado Mooney M20J. Some questions,1) Is this the same Mooney model as the default?2) Is it going to behave different compared to the default? Or maybe this is pointless?3) How much better is it compared to the deafult Mooney4) How good is it compared to the Carenado 182RG (which I have and like)?

Hello1) No 2) yes3)Lots better4)Same quality as the 182RGAnd on sale at 30% off at the moment = $18.99

Same answers as above.If you use the Carenado 182 or Mooney be sure to check out FTX's HI-def VC's for them(free).

Hello1) No

If so how different are they? Different engines? Have 'flying by the numbers' in mind.

The default Mooney, is a M20M (Bravo)... 6cyl .. turbocharged .. 300 HPThe M20J is a 4cly ... non-turbo-charge .. 200HPThe main difference in flying by the numbers (other than the obvious performance difference), is the realtionship between manifold-pressure, and RPM.The Bravo is turbo-charged above and beyond turbo-normalization (turbo-charging to maintain sea-level manifold-pressure at higher altitudes).. It is turbo-charged for horse-power (well over 30 inches). Consequently, it has a lower compression ratio.. and the whole thing throws the MP/RPM out of whack. These engines require TLC and experience.. It's really too much airplane for training purposes.You should be able to use the M20J.. just make adjustments to the numbers.. and remember that you don't have the speed-brakes available.

... I'm with Brett. Take his word for the Mooney ... this little devil (The stock one, or the FPNAVpack) ,is no good for training .... it's fun, that is for sure, but if you are in learning the basic mood then stay with the M20J, the 172SP , or get yourself the Cessna 162 SkyCatcher (Abacus.com).

The default Mooney, is a M20M (Bravo)... 6cyl .. turbocharged .. 300 HPThe M20J is a 4cly ... non-turbo-charge .. 200HPThe main difference in flying by the numbers (other than the obvious performance difference), is the realtionship between manifold-pressure, and RPM.The Bravo is turbo-charged above and beyond turbo-normalization (turbo-charging to maintain sea-level manifold-pressure at higher altitudes).. It is turbo-charged for horse-power (well over 30 inches). Consequently, it has a lower compression ratio.. and the whole thing throws the MP/RPM out of whack. These engines require TLC and experience.. It's really too much airplane for training purposes.You should be able to use the M20J.. just make adjustments to the numbers.. and remember that you don't have the speed-brakes available.

So it seems that the Carenado simulates a significantly less powerful plane compared to the default Mooney. Maybe another plane than Mooney better matches the performence and numbers of the default Mooney? My first intention was to find a replacement for the default Mooney to use with the books lessons which are based on the default Mooney. But since the Carenado Mooney differs from the default model I would like to ask which of Carenados single engine FSX GA plane are the best one? And regarding the C182RG I forgot to mention that the one I have is the FS9 version. I see there are a pure FSX C182RG also. Is that worth the money to use instead of running the FS9 C182RG in FSX which is possible.

The Carenado Mooney is a WONDERFUL model for cutting your complex teeth in.. I think you'd be better served by adapting the training data to fit it; than you would be by trying to find a model adapted to the training data.Plus.. having to mentally go through the numbers, will help you understand them better. They're all only references anyway.. not carved in stone.. The key references being; Takeoff-power / climb-power / cruise-power / economy-cruise-power.. All of these are a manififold-pressure/RPM combinationI'm going to pull some numbers out of my head .. based on real aircraft...The first thing that'll stick out; is that you can fly the Bravo with manifold-pressure exceeding RPM/100 (i.e. 33" / 2700 .. 33/27 ) .. where a similar high-power setting in the M20J would be .. 27/27. Why that's different, will be something you'll learn.. and adapting these different power-settings to your training book, will help you, down the road.

The Carenado Mooney is a WONDERFUL model for cutting your complex teeth in.. I think you'd be better served by adapting the training data to fit it; than you would be by trying to find a model adapted to the training data.Plus.. having to mentally go through the numbers, will help you understand them better. They're all only references anyway.. not carved in stone.. The key references being; Takeoff-power / climb-power / cruise-power / economy-cruise-power.. All of these are a manififold-pressure/RPM combinationI'm going to pull some numbers out of my head .. based on real aircraft...The first thing that'll stick out; is that you can fly the Bravo with manifold-pressure exceeding RPM/100 (i.e. 33" / 2700 .. 33/27 ) .. where a similar high-power setting in the M20J would be .. 27/27. Why that's different, will be something you'll learn.. and adapting these different power-settings to your training book, will help you, down the road.

The book speaks of six profiles MP RPM Configuration Pitch Indicated airspeed Rate of climb--------------------------------------------------------------------------------------------------------------------------------------Cruise climb 34 inch 2400 rpm flaps and gear up +5 110 kt +700 fpmHigh cruise 34 inch 2400 rpm flaps and gear up +0 160 kt 0 level flightCruise descent 32-25 inch 2200 rpm flaps and gear up -2 170-155 -500 fpmLow cruise 25 inches 2200 rpm flaps and gear up +2 120 kts 0Approach level 25 inches 2200 rpm flaps up gear down +2 100 kts 0Approach descent 19 inches full fwd approach flaps gear down +0 100 kts -500 fpmhow much adaption from this will the carenado Mooney require

how much adaption from this will the carenado Mooney require

All of it will be adapted.. it's a different airplane. The Carenado Mooney comes with decent documentation.. but it's really pretty generic stuff... applicable to just about any normally aspirated single-engine airplane. To start with, as mentioned, the Carenado M20J is normally aspirated.. so max manifold-pressure is whatever the atmospheric pressure is.. and it lessens with altitude.. so much so, that if you're going to cruise above 5,000msl you'll not even need to adjust manifold-pressure.. you can just leave the throttle wide-open.. the manifold-pressure will decrease on it's own. You'llbe lucky to get 24 inches at 6,000msl. The Bravo can hold 33+ inches to altitudes where the M20J can't even fly.Assuming you're already well-versed in basics.. from many hours in a trainer (like the C172)... what you'll be learning now, is referencing power by manifold pressure.. and learning how to use a constant speed prop.Just get yourself familiar with M20J profiles, and swap the numbers.. And of course swap all the V-speeds.

jfriSomeone did post modified "air" and cfg files for the defualt Mooney Bravo, which definitely improved the flight characteristics. They used to on the AVSIM file library but I do not have the a reference to the file. The file name was Mooney_Bravo.zip The date was around Jan 2008 and about 7 of the default planes were modified. Someone may have the exact link.RegardsPeterH

jfriSomeone did post modified "air" and cfg files for the defualt Mooney Bravo, which definitely improved the flight characteristics. They used to on the AVSIM file library but I do not have the a reference to the file. The file name was Mooney_Bravo.zip The date was around Jan 2008 and about 7 of the default planes were modified. Someone may have the exact link.RegardsPeterH

Could be this you are looking for.http://metzgergva.de/default_e.htm

I have a Mooney related question that someone here may be able to answer. A friend of mine who owns a real-world Mooney pointed out to me that his airplane has speed brakes. I checked the default Mooney and there they were; however, my Carenado Mooney doesn't have them. Does anyone know why they might have been left off the Carenado model?

I have a Mooney related question that someone here may be able to answer. A friend of mine who owns a real-world Mooney pointed out to me that his airplane has speed brakes. I checked the default Mooney and there they were; however, my Carenado Mooney doesn't have them. Does anyone know why they might have been left off the Carenado model?

A Mooney's claim to fame, is that they are very aerodynamically "clean".. hence they don't want to slow down.. especially while descending. While there could be an argument for speed-brakes on just about any airplane.. they come at a weight/cost expense that just isn't justified on a 200hp airplane. I've flown a modified Cessna 182, that had a 300hp Cessna 210 engine in it.. and speed-brakes for rapid descending (they were actually Mooney brakes fitted to it).. but that was a SKYDIVING airplane... where getting down quickly is a requirement.. The Bravo is a FAST expensive airplane.. speed-brakes are of little thought at that horsepower, and that price. The M20J isn't much more airplane than a Piper Arrow, or Cessna Cardinal. The other reason for speed-brakes on the Bravo, is that it's turbo-charged.. requiring much slower power reductions (shock cooling).. so the brakes help during an expidited descent.

All of it will be adapted.. it's a different airplane. The Carenado Mooney comes with decent documentation.. but it's really pretty generic stuff... applicable to just about any normally aspirated single-engine airplane. To start with, as mentioned, the Carenado M20J is normally aspirated.. so max manifold-pressure is whatever the atmospheric pressure is.. and it lessens with altitude.. so much so, that if you're going to cruise above 5,000msl you'll not even need to adjust manifold-pressure.. you can just leave the throttle wide-open.. the manifold-pressure will decrease on it's own. You'llbe lucky to get 24 inches at 6,000msl. The Bravo can hold 33+ inches to altitudes where the M20J can't even fly.Assuming you're already well-versed in basics.. from many hours in a trainer (like the C172)... what you'll be learning now, is referencing power by manifold pressure.. and learning how to use a constant speed prop.Just get yourself familiar with M20J profiles, and swap the numbers.. And of course swap all the V-speeds.

One of the point of these chapters in the book is to cover flying a faster more powerful plane. So it might be an advantage with a plane with similar performence as the Bravo. And here I might point out that I already own the Realair SF260 which seems quite similar to the Bravo regarding speeds.