Schllc

The dearth of information available here never ceases to amaze me. Thanks for all the info, it’s like drinking from a firehose!

So once at altitude is it similar to TN engines where you cruise at or very near sea level pressure?

Is there a modification to make any of the k models turbo normalized?

I gathered that waste gates and intercoolers can be added, but does adding a wastegate means it operates as a turnbo normalizer, does it just open at certain pressure, does the pilot have to activate the waste gate? I would prefer an automatic waste gate for a turbo personally, one less way to damage the engine accidentally, but don’t know if all waste gates are automatic

Annual, A, B, and C as well. I know nothing about jets, what I do know is a friend of mine who flys a falcon for his employer, just got it out of a million+ annual and A & B check.

It’s a g1000 so it’s not really an option to turn off the avionics. the only way I could silence the alarm was to pull the audio breaker which prevents me from transmitting me on the radio, but I can hear the radio. I went through the schematic in the poh and there is no reference to this annunciation anywhere at all. Still baffled as to how it got triggered in flight and stuck in the position. I was in a cruise climb and my airspeed had not dropped below 140kts when it started chirping. haven’t been able to find a schematic of the switch online, and removing the switch doesn’t appear to be a simple task. I also don’t know if removing the switch without disassembling it will provide anymore explanation.

I would really like to avoid a debate in this thread over whether turbo or non turbo is better, needed, good or bad, and just focus on some help describing the modifications and which ones are most favorable to pilot management/mismanagement.. I am helping a friend shop for a mooney, and they are looking at K’s, I’ve noticed that there are an almost infinite way that the turbo models are described with the various models and modifications. My basic understanding, which is likely incomplete and or incorrect, is that the K models did not come with automatic wastegates, aka turbo normalized. I see there are numerous modifications and stc’s for these models but don’t really understand their impacts, features, advantages or disadvantages, or which ones are even still available Is there a particular model, modification or stc that protects from over boosting or operates like a turbo normalizer on the k models, or is that what makes a “K” a 252?

No breaker for the stall warning In the ultra

Cycling the switch on the ground indicated the circuit was working properly. carsoam said the switch has significant resistance, but mine had zero resistance, gravity was enough to close the circuit. which is even stranger that it would malfunction mid flight.

There is absolutely zero resistance on the tab, which is all the more curious because if there is no pressure to push the switch back, how would it trigger the alarm in flight? there had to be something to block the contact, which is plausible on the ground , but highly unlikely to occur after takeoff. I haven’t been able to find a blowup of the mechanism, but the malfunction mid flight is counterintuitive to how it appears to operate.

No, no FIKI

It wasn’t stuck on the ground. If it were it would have been chirping on the ground. It didn’t start until long after takeoff, that was the bizarre part. also, I have to get back to look at the breakers but I’m pretty sure I didn’t see a breaker for the stall warning.

Plane is a acclaim ultra, but the little tab on the leading edge of the left wing is the same device that is on every mooney I have ever seen so I am hoping someone else here has experienced this. I took off today in fairly scattered weather and at about 1000 ft agl the Avionic warning voice started to say stall repeatedly, and the stall horn was blaring. my air speed was good and all functions were normal, and I was entering imc so I just asked act to level off so I could run through the systems and make sure all was ok. long story short we went back into vmc shortly after and I confirmed it was just a malfunction. I continued to my destination, landed, jiggled the little tab and it stopped the horn and annunciator. i took off and flew it again without issue. has anyone else ever had this happen? its baffling because the air pressure required to push the tab back is minimal.

Family of four here, with a acclaim ultra. Useful load is only 859# that puts me right at about 60 gallons with the whole family and baggage on board. thats still three hours flying which is about all any of us can take when all together anyway. (I’m 170, and the three girls are all hovering around 100# and Yes, we pack VERY light). when I was looking for my first plane, everyone I talked to said,... mission mission mission... so here is mine: I fly between 200-250 hours a year Half of that is short trips under 90 min, the rest 3-5 hour trips. Only about 20% or less of these are with the whole crew, so while I certainly could use the utility of a bonanza at times, my mission does not require this capability with the exception of the three times in four years we had to ship bags or extra stuff because I didn’t have the UL So the remaining 80% of my mission is faster and cheaper in the mooney, plus....im in a mooney! ive looked at the bonanza a lot over the last few years, and it’s a fine plane, and if money were no object I’d love to get one, but when you can buy an identically equipped mooney for half the prices it was an easy decision for me. the challenge for a new buyer is to honestly evaluate how they will actually use the plane, not how they “hope” to use it. if I had one gripe about all the mooney’s I’ve owned it would be the noise. They ultra is the quietest by far, but it’s still loud. If a bonanza was a lot quieter, that’s about the only thing that could influence me to consider, or if my mission changed, or the turboprop bonanza which keeps popping into my view, but that’s more of a whim justified by the safety of a turbine, I certainly wouldn’t be in a better spot for UL or range. If rocket had made an m20 with a pt6 I don’t think I could resist trying that!

Insurance is going to require a minimum of 25 hours dual before you are signed off to fly solo. this means you need to pay an instructor to fly with you for those 25 hours. it would be a waste, and a bad idea to not take advantage of those dual hours to learn good ifr practices. they are fun as well as challenging and will make you a better and safer pilot. plus it will be good experience in ‘your’ plane.

Ive owned two ovations and two acclaims and all four had unique idosyncrasies, #5 being the common hottest in most phases, especially takeoff. Three of them I struggled to keep CHT's under 380 on the climb, one never had any problem with only number 5 occasionally bumping up just over 380. What I did find with each one that if I leveled out or reduced the climb to 200fpm or so until the temps trended down below 380, i was then good to resume max climb without the cht's climbing again and remaining below 380. The only challenge was when i was too low to safely reduce the climb. In my current plane, the fuel flow (per the panel anwyay) actually goes down when the low boost pump is on so that isn't an option for me.

To over simplify, there are two types of buyers, those who can’t properly compare appointments and condition, and those who are looking for theIr next plane. 90% of the time there are really good reasons why planes are priced the way they are. Most enter the shopping game and approach like they shop for automobiles. the reality is there is very little validity in comparing any two planes simply from an ad in the vast majority of instances. ive used Vref several times and it’s wildly random in its accuracy. You can’t even ever really add the actual upgrades and features, you have to kinda pick something close. You also can’t ad that it’s flown weekly and serviced at reputable shops. If you been watching the market for a year and don’t have a sense of what a good value is, you simply don’t understand what you are looking at. if this sounds like a slight, it isn’t intended, we all start that way. Ask questions here and you will hear a wide variety of opinions, all helpful, even if you disagree. You will get honesty and candor from people with real world experience.

I have never owned a lycoming, is the 70psi typical for these engines? I have owned four with Continentals and I’d see mid 50’s in oil pressure in all of them, Ovation’s and acclaims.

Ouch. That sure seems inordinately low doesn’t it? No FIKI and no ac, why is this one so low?

No price, another free plane! I call dibs!

I don’t disagree. What I was saying is that a non fiki, single engine plane is the least capable in inclement conditions and personally I would not plan a trip in this type of plane based on my ability to meet lower minimums. I also would not have a plane without Waas but good planning and decisions could abdicate the “need” for it with a lot of pilots.

Gia63w’s are really not that hard to find, they should be priced between 7,000 and 10,000 depending on condition and if they are tagged. I have done it on two mooney’s. its a few hours of labor if you have the additional waas antenna already like I did for the adsb, and a few more if you don’t, plus the cost of the antenna. even if you find ones that aren’t operable, garmin will rebuild for 1,500-2,500. It isn’t a cheap endeavor, but the value will be realized in the plane. First two questions every single caller had about planes when selling “any damage history”?, and “does it have waas”? for the record, imho, single engine planes without FIKI, would most likely be best served not ever needing to use the waas minimums, but it’s one of those things buyers just want.

I have never had it done, but I have owned cars that the previous owner did this too. visually it looks like new, but the leather is no longer supple, it’s hard and uncomfortable. im not sure what the proper name for this is, some call it dying or refurbishing, but to me it looks like the leather is painted. the paint is not long lasting (a year or two in my experience) and when it starts to delaminate, it looks much worse than it did before. I would clean and condition as others have advised before I painted them.

I looked at this plane too, several times in fact. It has been listed for years on and off. the price listed includes delivery and no vat is required in the us. the import inspection, tail number change, adsb and waas upgrades make it less attractive price wise. also, hard to really inspect that far away, and I have a feeling the picture aren’t current... Also, just to clarify, because some are have been confused by the “waas for adsb” an actual waas. (Only as it pertains to a g1000) adsb requires a waas signal, but if you add the feature to transponder in a g1000 you do not get waas gps capability, you only get it for the adsb. The upgrade for gps waas is $15-$25 k depending on how you source the parts. you have to replace the Gia63’s with Gia63w’s. This is about $1,500 to $2,500 labor and the rest parts. Wont argue its necessity, I required it. I can also tell you it adds most, if not all of the cost of upgrade, to the value of the plane. people like to knock the old g1000, and I know they are air frame tied, upgrade options is limited, and all the new independent boxes have quicker and more features, but the g1000 legacy is still an amazing platform. Most of my experience with people denigrating them, have never owned one with the system. I do cede the point that a guy with 30 of years experience staring at a six pack will probably be more proficient there, but it isn’t because the g1000 is inferior.