Schllc

One of the best features of the digital logs is it produces an instant 8710 for future ratings.

Oh, I agree, I print and make a pdf copy about 6 times a year, but eight years now and there has never been a glitch…

FF log is backed up on their cloud and is completely legal. I only had about 20 hours in my original logbook and I transferred it all to ForeFlight and have never had a paper log

I probably explained it poorly the first time. I’m comparing the acclaim to an ovation. I have about 450 hours in ovations and about 600 in acclaims. From takeoff to about 400-500’ the ovation is much faster in the climb than the acclaim. It launches off the runway, and the acclaim almost feels anemic when you are accustomed to the ovation. At around the 400-500 foot altitude the acclaim is at least as fast as the ovation and slowly starts to out climb the ovation, so the ROC difference after 4-500’ is probably not much until 4000-5000’, which is when the difference becomes really noticeable.

I don’t have ownership experience with the k models, but I have owned ovations and acclaims. So the comparison of the same engine with and without turbo is relevant The ovation up to about 400’ agl, out performs the acclaim. After that, the turbo really kicks in and it slowly starts to out climb/perform the ovation, and by 5000’ leaves the ovation in its dust. I would imagine the Turbo version of the same engine in the K does the same thing. Some of the acclaims I’ve flown also require a temporary reduction in the ROC shortly after takeoff to reduce cht. From everything the OP had described, it sounds like the performance is normal to me.

This is a known issue with some acclaims. I had it on two of mine. No one has been able to explain it or fix it. It was really only a problem at really low rpm’s, so I got into the habit of just boosting the rpm’s a little as I turned. One of them had gami’s and the other did not.

+1 for Cole. Good communication, stand up guy. Picked me up at my hotel at 630am to save me the Uber. I didn’t ask, he offered. would definitely go back.

I’m pretty sure we have been subjected to above said government since the early 90’s, and it isn’t getting any better in my lifetime.

Someone mentioned earlier that this could increase the price of fuel up to $3 per gallon. I wonder if the marker will tolerate that kind of increase. That is huge.

I have landed many times in both an acclaim and an ovation at X01 which is 2400’x50’. Zero displaced threshold and water on three sides, with room to spare. You must be on your numbers! That being said (I’m throwing up a little in my mouth as I say this)…. Your mission, and multiple owners, and budget, sounds like a Cessna 182 is a much better option.

Guilty as charged! I can’t help myself. I would keep every one if I could!

Make sure you note anything non stock on your plane, fuel capacity, traffic etc. all that has to be reconfigured during reinstall and the shops almost always miss one or two if you don’t point them out. Try to find someone who has done it on a Mooney as well, there are some sequential items that if done out of order can rack up the time. Maxwell’s would be my first choice if convenient.

Nothing against GMax, Jimmy is a solid guy, but Thunderbird, owned by Richard Similie, is probably a better resource for late model mooney’s. He was with Premier for a long time, and probably sold more than half the fleet when they sold new. He is really dialed in with those buyers. It’s a different demographic. https://thunderbirdaircraft.com

Also has monroy tanks, active traffic, the 310hp stc, and the breather tube SB to eliminate the 50 hour inspections was done as well. It was a nice plane!

I flew my acclaim from Florida to Oregon via colorado, Idaho, Montana, South Dakota… I don’t think it’s as critical with a turbo, I was well above the mountains and up/downdrafts. I didn’t venture into any bad or even marginal weather and landed at airports of widely varying altitudes. If you plan to fly down low in the valleys for scenic views I would say definitely get some good training. if you are just traveling, stay high and avoid weather. there is a great mountain flying school near Johnson’s creek Idaho. It’s a couple of days and you do some real back country stuff.

I would imagine an undamaged long body with no engine is worth 100k in parts alone?

What happened to your turbine venture?

its an airplane, there is ALWAYS something you can do!

I sold my ultra when I bought a twin, then discovered the avionic upgrade was going to put the plane down for six months. A friend offered to dry lease his ovation to me until I could buy something. To be honest it wasn’t just the speed. It was also not being able to modify or fix little things, like add Adsb in, or gami injectors, etc.

I can tell you after flying an acclaim for several years and then flying an ovation for a few months, I REALLY missed my turbo. I flew my new bird home yesterday and it was wonderful! The ovation I was flying did not tolerate LOP ops at all, so wide open throttle at 10k I was seeing 174 ktas at 17.2-17.4gph. If it would go LOP I could probably get the fuel burn down to 14gph but would also be down to 165 ktas. My acclaim at 12k 196 ktas at 15-15.3gph at 80% power. At 16k I was seeing 203 ktas at the same settings (all LOP) GPM in the two planes is very close when you can run the ovation LOP. But the fuel burn is negligible and it’s nice when on a 750 km trip you can cut almost an hour off the travel time. (Both planes are equipped with fiki, so speeds a slower than others may see, especially the ones with magic ovations) Trade off for a turbo is very worth it to me.

Blasphemy!

I’m in a similar business so I see both sides. I dont know the shop so I can’t speak to the work or integrity, but what I can say is that for jobs like this, communication is critical and necessary, and there is no excuse for bad communication. The moment I get bad news, the customer gets it, and I don’t sugarcoat it or dance around it. Many people prefer to go to the guy that is overly optimistic or who just doesn’t share the whole spectrum. I don’t think wanting to know it was happening is unreasonable. That being said, I also didn’t read the proposal, nor was I present for the closing of the deal, and it is very human to hear what you want to hear. If the work is good quality, the turn around was within the promised range, and the charges were valid, I’d move on. Your tanks will probably last long than any of us here!

Garmin website says that on,y certain features of the 210 are available on legacy g1000 planes, meaning only the transponder interface. NOT flight plan uploads. I spoke to the prior owner of that plane when it was for sale and asked him about this, and he said it worked. when I asked him how it worked when Garmin says it did not, he just claimed he didn’t know, and preferred to manually enter the flight plans anyway and didn’t care. His answer was a real turnoff because it either felt like a lie, or someone who didn’t take the time to understand his avionics….

This is an oft covered topic on this forum and there are lots of good perspectives offered I bought my first ovation with about 30hours and working on my ppl. I finished my training in the Mooney, and went straight into my ifr in the Mooney. It probably took longer to get both due to the new pilot transition to a Mooney. I think I flew with an instructor for over 50 hours after buying. I was comfortable soloed and flew alone vfr frequently after about 25 in the Mooney but needed dual for ifr anyway, so I logged a lot more hours with the instructor. One very beneficial side effect of this method is you learn all your “habits” in the platform you plan to fly. I do not see that as a bad thing. Some believe it is best to work your way up, and that is a tried and true, and the most common route. There are pros and cons to both, and I don’t know if I would say either is “wrong”, it’s a personal and financial choice. I am happy I did it the way I did, and would not change it if I could. Safety and proficiency is paramount, and as long as those are both respected you are on the right path.

I usually just engage the autopilot and the phone alarm and go to sleep.