Mooneymuscle56m

4 minutes ago, carusoam said:

Make sure you have an acceptable resource….

By searching around here about the one you select… 

 

Best regards,

-a-

Jose sold to Kellen.  I have been on Jose’s list for about a year and the price was $3k.  Jose tells me the STC was sold to Kellen Kester.  

Last conversation with Kellen is the STC is now $5k and is waiting for FAA to process the paperwork. 
 

Andrew

On 1/15/2023 at 6:01 PM, rbp said:

https://www.donmaxwell.com/copy-of-gmax-aircraft-sales
 

$3k for the kit + 60 hours 

It went up to $5k.  I’m on the list, still waiting.  Not Maxwell either.

I have a 2007 Acclaim that is on its third set of cylinders in 1600 hours.  I purchased at 1020 hours and had the last top at 865 hours.  I am still looking good, burns a qtr every 7-8 hours and lowest compression is 68.  
 
I will do one more top before Lycon gets it.

8130 tags?

8S2 Cashmere Dryden 1,800x50’

has a decent slope, land west, leave east.

M20TN

It will never happen again. 

I’m sure if it had the wastegate and the intercooler he’d be bragging about those mods.

I have flown a GB 231 and I’ll say this, what a piece of crap, it’s either hot or cold, it was never happy.  Then it blew up on my buddy with his family on board over Ely, NV in December.  He got it on the ground thankful. He hung a factory reman LB with the intercooler and wow what a difference.  Thing is a nice machine now.

Aircraft brokers are one step above realtors.  Usually didn’t drive a city bus in a previous career.

You’ll be fine, one thing I noticed with my E model that you’d start to round out for the flare and the horn would come on way earlier, like someone else said, add some speed.

The Acclaim, has a weak useful load, but flys faster with a heavy tail. 

A M20J is bulletproof, good for rentals and training. 

M20K 252, but get some turbo training and enjoy.

2 hours ago, thinwing said:

During 25 hr oil changes,it is really easy to check turbo condition.It takes maybe 5 additional minutes to inspect with light and mirror ALL exaust joints,turbo vband clamps,compressor wheel free play and runout by loosening out flow clamp and revolving compressor blades by hand.Checking wastegate lever action with an adjustable wrench on out put arm.Than liberal use of mouse milk on every joint and wastegate pivot.Dont forget to wiggle vband clamps...mine were replaced last annual and they took a set..needed to be retorqued...”gently “this is reason I think all turbo owners should be doing there own oil changes.Even my wife ,knows what to look for!

You are absolutely correct. I consider myself a fairly handy guy, but have no formal aviation maintenance training, I usually look for obvious things.  I will be adding a turbo wiggle to my checklist when the cowl is removed. 

6 hours ago, kortopates said:

Wow - all I can say is how lucky you are before things got much worse. More than likely, the next thing that would have happened in flight, and more likely or sooner at a higher altitude flights where its spinning faster, that the loose bearing housing would have been pumping more and more oil out the exhaust. You might have even noticed that oil consumption had already been higher on some flights as opposed to others, with the higher flights burning more oil and lower flights being normal.  

When things started to fail, would the pilot have noticed the oil pressure declining in flight as the oil pump started cavitating from lack of oil, i.e. dropping out of the green and into yellow? If not the seizing turbo and loss of power would  certainly alert the pilot. Such things were not that far off in the future if this was left unchecked!

So glad it got discovered while you were safely on the ground and this is just a great learning experience rather than unnecessary test of finding an airport to land now! 

Thanks for sharing

BTW, everything your MSC said is spot on, I'd expect mid-time TBO life on the turbo. Some only go 800 hrs some go even longer than your 1300 but that is great. It also sounds like you were running it pretty gentle at a low LOP power mostly. May I ask what your cruising TIT was? This had nothing to do with turbo cool downs. But I assume you weren't operating the turbo as new owner till late in its life, so the question about TIT is really for how it was operated before you bought it and I would suspect it was very near max TIT at high power.

Incidentally, inspecting involves touching and wiggling virtually everything on the aircraft that we want to verify the security and integrity of which includes  every hose and every component that could get loose. Exhaust leaks sure help to draw our attention in.

I am very fortunate to have access to a good shop. My TIT runs in the 1550 ballpark in cruise.  I usually do 4-6 hour legs with stock fuel tanks.  
 

Also never has any abnormal oil consumption.  

47 minutes ago, carusoam said:

Turbo health is everything...

• Some engines are a real challenge to get restarted after a turbo failure in the FLs...
• Exhaust leaks on the high pressure side can melt and cut things under the cowl...
• CO may start entering the cabin...

Do you have a CO monitor?

Wondering if you were seeing any elevated CO readings to give a hint of the turbo’s declining health...

PP thoughts only, not a mechanic...

Best regards,

-a-

I have a CO2 monitor, it has never given an elevated reading. 

1 hour ago, kortopates said:

Wow - all I can say is how lucky you are before things got much worse. More than likely, the next thing that would have happened in flight, and more likely or sooner at a higher altitude flights where its spinning faster, that the loose bearing housing would have been pumping more and more oil out the exhaust. You might have even noticed that oil consumption had already been higher on some flights as opposed to others, with the higher flights burning more oil and lower flights being normal.  

When things started to fail, would the pilot have noticed the oil pressure declining in flight as the oil pump started cavitating from lack of oil, i.e. dropping out of the green and into yellow? If not the seizing turbo and loss of power would  certainly alert the pilot. Such things were not that far off in the future if this was left unchecked!

So glad it got discovered while you were safely on the ground and this is just a great learning experience rather than unnecessary test of finding an airport to land now! 

Thanks for sharing

BTW, everything your MSC said is spot on, I'd expect mid-time TBO life on the turbo. Some only go 800 hrs some go even longer than your 1300 but that is great. It also sounds like you were running it pretty gentle at a low LOP power mostly. May I ask what your cruising TIT was? This had nothing to do with turbo cool downs. But I assume you weren't operating the turbo as new owner till late in its life, so the question about TIT is really for how it was operated before you bought it and I would suspect it was very near max TIT at high power.

Incidentally, inspecting involves touching and wiggling virtually everything on the aircraft that we want to verify the security and integrity of which includes  every hose and every component that could get loose. Exhaust leaks sure help to draw our attention in.

Yes I am very fortunate and thankful it was discovered.  My normal flight could take me 20-30 mins to get it on the ground if it came apart or started a fire.  
 

It just reminds me the kind of trust we put in our mechanics and our equipment.  Liability assumed by these shops is staggering. Workmanship is life or death. 

1 hour ago, ArtVandelay said:

You can see the stains on the casing of the turbo.

I have noticed the discolor, It has been discolored since I have owned it, 3 years 310 hours.  I figured it was due to the extremely temperature it takes.

25 minutes ago, alextstone said:

I would wager that has been developing for far longer than 25 hours flight time....which begs the question:  Why wasn't it identified at a previous oil change?

That would have been yours truly.  I have found broken egt probe clamps, I never thought to wiggle the turbos.  I will be adding that. 

46 minutes ago, Vno said:

Impressive that that held together. Serious play in that.

I had a RayJay turbo casing break so I had to replace it. I used Main Turbo in CA. Very pleased with it. Price for that turbo O/H exchange was around $3K.

He didn't tell me a normal amount of hours that they last. That 1000 number is interesting info.

Brian

They sent it off to Main Turbo.  

Hello Mooney folks

I just got this attached video from my MSC.  The plane had no symptoms of any loss of power.  I was told 1000 hours is normal life, I have 1340. I fly LOP most of the time 2200/27.5-28.5ins.   Was told $3k each is worst case scenario.

i regularly change oil with Aeroshell 15-50 every 25-35 hours and have never done a turbo cool down.  I found it just heats up everything. 
 

Any Acclaim folks have Turbo experiences to share? 
 

On 7/21/2020 at 12:04 PM, Bentonck said:

I put 8-ply Goodyear 140mph tired on my Acclaim and have had good results.  The manual stipulates 6 plies but they aren’t readily available here and I had a blow out on the runway a few months ago upon landing....(we still don’t know what happened, but it looks like I locked up the brakes because there was a bald spot all around the blow out and the other tire was bald spotted....the brakes or so weak I never would have thought I could have locked them up but I guess I did...

Anyway, with a lighter touch on the brakes and the 8 plies it’s all been hunky dory so far.  I put the same tire all the way around since I was switching.  

I also installed a 8ply with good luck. 

Sold

Hello Mooney Fanatics 

I’m a little more serious about selling this plane.  Best way to contact is a phone call.

Andrew Patry

509-899-6805

On 3/31/2020 at 3:40 PM, Austintatious said:

That is my point... you need a turbine engine that can do at least that for it to make any sense.  There are currently no turbine engines that would be suitable replacements, they all burn too much fuel.

 

I have 2 rockets, and yes, I get 210 knots at 210, but I am only burning about 17-18GPH.

How about the light Allison they use on the P210 silver eagle? Lighter than a continental  and 450hp with reverse. 

On 3/31/2020 at 3:40 PM, Austintatious said:

That is my point... you need a turbine engine that can do at least that for it to make any sense.  There are currently no turbine engines that would be suitable replacements, they all burn too much fuel.

 

I have 2 rockets, and yes, I get 210 knots at 210, but I am only burning about 17-18GPH.

How about the light Allison they use on the P210 silver eagle? Lighter than a continental  and 450hp with reverse. 

On 3/31/2020 at 3:40 PM, Austintatious said:

That is my point... you need a turbine engine that can do at least that for it to make any sense.  There are currently no turbine engines that would be suitable replacements, they all burn too much fuel.

 

I have 2 rockets, and yes, I get 210 knots at 210, but I am only burning about 17-18GPH.

How about the light Allison they use on the P210 silver eagle? Lighter than a continental  and 450hp with reverse. 

13 minutes ago, milotron said:

I don't think it is an issue with a gear drive. All of the electric speedbrakes use either limit switches ( 1000 series ) or position sensors ( 2000 series ) for controlling the motor and clutch for up or down.

I have one that sticks halfway down and releases ( drops ) when the breaker is pulled. I think it is an issue with one of the microswitches with high resistance on the contacts. It has been back to Precise flight several times according to the log books, all for the same issue that seems to keep returning. 

 

iain

I’ll try the breaker, but even with the master off it shouldn’t It fall down? 

2 hours ago, r0ckst4r said:

For the comments on a motorized tug.  I have a Robotow and I am thoroughly disappointed with it.  On flat surface it works well but even the slightest incline and all it does it slip and shred my tire even with downward force on it.  I can line the plane up with the hangar but it will not go in without some additional force such as someone else pushing or a winch.

Sidewinder is the same problem, if the tire is wet, forget it.