Tim Jodice

I agree with everything you said. Your are correct on the spark plug gap, it is about triple avation standards at .060. I will ask about the battery size tomorrow The cost is $4900.

They do not make their own power hence the need for redundancy.

I forgot to ask how heavy it is but picking it up it seems it is about the same as a dual mag. the sensors are light the ECUs are light the only thing that is heavy are the coils. He (Darrell) said a dual mag on a good day makes 16,000 volts and their system makes 64,000 volts on a bad day. the airplane must have either two alternators and/or two batteries. If you go the battery route the additional battery is only connected to one of the ignition systems. Starting with a fully charged 35 series battery it would run the ignition for a minimum of 12 hours.

I am. It is approved. they have them in-stock ready to go. I will take some pictures tomorrow and post them.

correct. one crank sensor goes where the mag was and a second one with is added behind the starter ring gear.

It is there STC and all. it is two complete electronic ignition systems.

looks out of place with all the old avionics.

This is true. I flew mine for the first time yesterday. I plan to do a write up after some flying.

RANT! You should do exactly as you said. I believe there are pessimistic people here and bring up what is possible like a junk engine, wings that leak fuel as fast as it goes in etc. I did the same thing to a Baron 4 years ago it was a great learning experience. Did resurrecting a 1961 Baron make financial sense? Hell no! Value? who cares? Most people enjoy burning avgas that costs alot but adds no value to the airplane but they enjoy the experience of flying. @M20F-1968 has a F model like no other. I bet a tank of gas to a 747 that he did NOT create the airplane that it is now because he intended to sell it and make a profit. If you enjoy restoration work do you care what it is worth when your done? I doesn't sound like your doing it professionally to flip it and make money. If it does need an engine and the current one has 522 hours on it why not fix it? Why does it have to be a $30-40K overhaul when you can do an IRAN? Maybe you need to replace the notorious junk cam and lifters. Do it yourself. Did I say I think you should go for it? Some pictures of the fun I had. tail corrosion, junk cam and lifters. the engine was done with about $4000 in new parts and sending out the cases and steel parts for inspection. I did most of the work so labor costs are not accurate, that said I paid $1800 for oversight checking my work and sign off.

What are Acclaim owners seeing at 15-16,000 feet?

That makes sense.

Why is that impressive? I ask not to be fresh or disrespectful but I have always wondered why the K models are considered by many the ultimate Mooney. An Ovation will do that at non nose hose altitude for 2 gallons an hour more or bring it to 14,000 and it does the same speed on the same fuel flow. I based that off the POH. It seems unless you go beyond 16,000 an Ovation will hang with a K burning the same gas if you should choose to and have the option to run dragon mode at oxygen altitudes. Are Ovation POH numbers on the optimistic side? Assuming max power ROP 2700RPM what have people experienced as to what altitude does the Ovation run out of steam that it can no longer keep up with a K? Full disclosure, I only have 3 Hours right seat in a K and 2 left seat and 5-6 right seat in a Ovation.

Thank you for the clarification. I think I speak for others on MooneySpace thank you for being so active answering questions. FIKI or not your systems are awesome.

It can't be much different. The website shows only 0.3 gallon more in the FIKI system but the same 2.5 hour run time. https://www.cav-systems.com/retrofit/mooney-m20/ https://www.cav-systems.com/retrofit/mooney-m20-fiki/

I think most people consider inadvertent systems "basic ice protection". It varies a lot from one manufacturer to another. A Cirrus made big obvious improvements when they went FIKI.

$72,000 is a new FIKI system installed on a Mooney. Bonanzas may be different but to turn a inadvertent system to a FIKI on a Mooney requires removing the existing system and replacing everything.

As a reference a Mooney costs $72,000 installed.

Robinson helicopters are the same way. They say that at a certain number of hours(2000 I think) the whole helicopter needs to be overhauled. But they don't to keep the FAA happy. Insurance might think otherwise but someone simply needs to sign it off. I know 1 person that does that. I personally wouldn't. I am no mechanical engineer but I respect the ones that are and think that at 2000 hours the rotors on a helicopter have served their useful (safe with a margin) life. I feel the same way about turbine engine parts. WARNING RANT AHEAD In my experience so few people have respect for their propellers. The shop I use takes care of 2 older Mooneys with the prop hub AD. they still do the eddy current test. If I remember right that AD is from 2005 or so. That means that it has been at least 16 years since overhaul. A Cessna 310 that goes there has Threaded McCauley props that also have a AD on them and it has been 24 years since overhaul! I think adhering to the 5-6 year's factory recommended overhaul is a bit to soon for most people flying 50-100 hours a year but 10 years seems reasonable with respect for corrosion. The airplane that never leaves Arizona doesn't have that concern but many others do.

What is the difference between firmware and software? Serious question I don't know. How do you like the PMA450A? If you have time could you take a full picture of it? I have never seen one installed. I have had intrest in one because it looks like a nice way to reduce panel clutter.

Legally flying part 91 you don't need to do a HSI but unless you are on a trend monitoring program your really should. Based on the research I did a few years ago I came out with the same information that is generally accepted in the industry and that is turbine engines are more reliable than piston. BUT when they do fail it is usually a complete falure. piston engines do have problems more frequently but many times are not complete failure. Last year I learned that even with only 3 cylinders running I doesn't take alot of power to nurse a J to an airport. Alot has to do with the fact that turbine engine are usually held to a high maintenance standard such as HSI that are technically not required but are done anyway. Cape Air runs about 80 402s with turbo Continentals. The last engine failure I rember is when they tried running their engines at 2100 RPM and broke a crankshaft causing a service bulletin not to run certain engines below 2300 rpm. But otherwise with the high standards that they hold those engines to results in WAY above piston engine reliability.

25-35K depending on who does it. that is only the Inspection. https://www.ebay.com/itm/Rolls-Royce-250-C47B-Helicopter-Engine-4th-Stage-Turbine-Wheel-23066744-/231507157073?_trksid=p2349624.m46890.l49286 This is one of many rotating parts. 2K used approximately half way through it cycles. I dont know how much new ones are but being half used but serviceable for 2K I bet a new one is 5-6K each X4 and there you have a 50-60K inspection and repair or about the cost of a installed factory engine for an Ovation. I really want one of these but it is hard for the numbers to work hence why there aren't many of them. If you take the average 50-100 hour a year owner pilot you can run a piston twin for less all in. An easy to do example of a bad day is, you go out to your turbine bonanza and the battery is a little low but you think it is good enough and you attempt to start it and fail to notice how long it is sitting in the time limited temperature zone that is just seconds and you just severely damaged your engine. While you can do that to any turbine the Rolls-Royce are easy to do that to and a pt6 on a Piper Meridian is hard to do. I tried to find the source that I found a few years ago but at that time a hot start repair to that engine is around 150K. or about the cost of two turbo charged piston engines. hang two new engines on your twin and it's value just went up. repair a hot start and it's value went down because it suggests that you don't know how to take care of a turbine engine almost like damage history.

I agree with almost everything you said. If it is used as a primary (mine is) MP and RPM are always visible. you can program it to show the hottest CHT and EGT along with fuel flow as a part of the home page. I don't think it is important to see all of the CHT and EGT all the time mainly because it automatically shows the hottest one. I don't feel the need to always monitor the cylinders that live at 300-320 degrees Obviously if you go pages deep in to other functions you loose that except for the MP and RPM but if you program user limits it will yell at you if something is wrong. You can always see it on the big screen on your ipad.

I am finishing up a GI-275 EIS this week I will post some pictures when it is up and running. Like the people that bought the CGR-30 I bought this because I love how it fits in a existing instrument hole. I installed the GEA-24 in the panel vertically on the right side of the right control yoke shaft. I will post pictures of that as well. I found this video helpful.

Are you are referring to this one? https://www.controller.com/listing/for-sale/192415789/1981-beechcraft-a36-bonanza-turboprop-turboprop-aircraft It is legit. It is that cheap because it is due for a hot section inspection. Depending on what it needs can make the cost of a factory engine on an Ovation look like an oil change. A few speculations, in addition to the hours the engine and propeller are likely is old from a calander standpoint and does not have any of the power mods that increase thermodynamic power or the ability to hold rated power to a higher altitude before it temps out. I flew a 1983 model 2 years ago that had old avionics, good but not excellent paint and interior that ended up selling for $510K. It had a factory engine with all of the upgrades and a new 5 blade MT propeller both with about 160 hours on them.

I had the same experience with my Baron.