Niko182

This was my eagle at 16500. If I knew I was living in Colorado, I would’ve probably considered an acclaim, but this will have to do. I’d agree flying them over 12 doesn’t really get you anything except not hitting a mountain.

I believe its 14.9 for the non-turbos, and 13.7 for the turbos. As an FYI, this is very ROP. Peak at 59% power is right around 12.2 GPH and 56% is 11.6GPH. You'd get some performance back running it a decent amount leaner and save some gas. If you want to keep running ROP, somewhere in between 12 and 13.5GPH would probably keep the engine a bit cleaner.

I doubt it’s accurate and it’s never getting weighed

1216 lbs

can you start building the hangar now, and the house when you get there?

I should add it also helps, to raise the flaps as the mains touch down. If you get comfy with the site picture, you can even raise them a half foot over the ground. It'll just plant the plane down, and you can apply significantly more breaking action at the higher speeds without worrying about wearing down the tires.

Depends on your minimums. I know @MooneyMitch used to operate his ovation out of a 2300ft strip. I have taken my slovation into a 1400ft strip. Multiple people in Europe operate their ovations and acclaims out of sub 2000ft strips. The plane will easily handle getting into and out of a 2400ft strip at gross weight. It depends what you're comfortable with. It helps with 310hp too, but will still easily handle it with 280hp.

Would you recommend switching it? Have you heard anything about this @Gee Bee Aeroproducts?

I have the old Gee Bee seal, that had a slightly thicker wall. is the thinner one worthwhile? my door doesn't seal completely because the bottom is too thick to allow the door to close completely flush, so I have a bit of wind noise coming through the door.

whats the part number? I might have a spare VR for a 252. The eagle and the 252 share voltage regulators. I got my voltage regulator from a 252 with dual alternators. even though they had different part numbers, I opened the voltage regulator case, and the only difference was that there were the same 2 voltage regulators in the case. I just took it out and put it in the eagle voltage regulator case.

The market is softening. I think its not necessarily overpriced, but the market softening would be something id keep in mind.

The hartzell spinners are too small. the Mccauleys fit perfectly. You're going to want the hartzell, because the prop is superior and you can then have 310hp.

The upgrade creep is real. Step 1: Start with a gps175 and a G5. Step 2: Move to a gps175 and 2 G5's. Step 3: Might as well do a GNX375 and 2 G5's. Step 4: Actually the GI275s offer way more so GNX375 and 2 GI275s Step 5: A gtn would actually be better than the GNX/GPS series So now 2 GI275s, a GTN650, and a GTX345. Step 6: I actually would prefer a larger screen so a 2 GI275s, a GTN750, and a GTX345. ... ... Second last Step: Think to yourself, "what type of moron would spend all that money on this equipment, All I wanted was a damn WAAS GPS." Last Step: Spend "all that money." Ask me how I know.

If i'm going high, I'll usually climb at the full 2700rpm. Above 15000ft I'm usually running between 2600 to 2700rpm anyway since the lack of power up there for us non turbo'd folks.

There is no different in seating size in the back between the more modern mid bodies and long bodies. The difference in space is in the luggage area. Also there is slightly more room in the front seats since the landing gear is further forward on the long bodies.

I used JB weld to reset my pin that broke. That solved the issue for about 2 years. It broke again a couple months back so I’ll probably just do that again and hope it holds for another 2 or more years.

M My bet would be that if you had a 390 , MT would just get you a field approval for their 3 blade. They’ve done it a couple times for the Rocket models and the C models. Don’t know why they wouldn’t do it for a 390.

They give you a vfr on top clearance so you just handle your own terrain clearance on takeoff. I’ve gotten VFR on top clearances while on the ground. You’re not tricking them. They know you aren’t flying. Just allows you to handle your own obstacle clearances while still being on a full IFR flight plan.

I bought the STC for the 310HP conversion from AGL who bought it from Mooney. Don't know if Bob owns the STC to the 280HP conversion, But i'm fairly certain I bought my STC from Mooney to get my screaming eagle.

Are the Monroys available and for sale? Haven't heard of any installs being done recently.

I pay 30 bucks to fill my portable tank at Legacy Also , why not simply tell center you're VFR on top when you pick up your IFR clearance on the ground so you don't have to do the ODP while still being on an IFR flight plan? I've done that a couple time flying for work, where they prefer we be on an IFR flight plan. Simply get your clearance on the ground, request VFR on top while you're holding short of the runway, and they'll ask you if you are in VFR on top conditions, and you simply tell them you are. No required climb rate to meet, except the 500FPM.

https://www.ebay.com/itm/226160779474

FWIW, the cam on my last IO550 made it to 2100 hours. It would’ve probably made it further, but that’s when I switched out the engine. From what I’ve read here, continentals don’t seem to run into the cam issues. Continentals have the cylinder issues. Lycoming has more of the cam issues. As for the shop, I don’t know them, but it might not hurt getting a second opinion. Recommending a new engine because of compressions being in the 50s and “the cam will probably look bad” isn’t a reason for a new engine. It’s a reason to investigate. As for the oil burn, try to figure out where it’s coming from. I’d bet good money that it’s most likely coming from the valve cover gaskets, the crank shaft seal, or the pushrod seals. If you don’t have the real valve gaskets, I’d recommend those too. A quart every 3 hours is high, but a slow drip from a couple of valve gaskets and a leaking seal can make the difference between 1 quart every 3 hours and 1 quart every 6 or 7. If you have oil leaks, you’ll definitely see a good amount on the belly. I’ll also add that if they’re recommending you buy a factory new engine instead of a top because the cams will probably look bad, without the shop actually having the knowledge that the cam is actually bad, this shop is probably taking advantage of you. That’s 75k vs 20k.

How is the N variant de rated from 340hp? Just max rpm?

When I budgeted for it in 2019 it was around 22k but ended up spending like 11k all in because I ended up finding a used prop a lot cheaper. Probably right now you can bank on around 25 to 30k. The props are around 15000. The STC is 4995 if you can find a place that’s willing to sell it for that cost, but most places I talked to are selling it for 7 to 10k with their own mark up. The governor gets sent in and switched to a different variation. Fuel flow increases and you need a tach that has a 2700 redline. Fuel tank sticker that indicate 89 gallons are required too. Takeoff weight is also increase 3368 from 3200. In this case it would probably get the full 168 pound increase since the prop weighs about the same. I went from the toothpick 2 blade to 310 conversion and the difference is startling. The plane with 244hp and a 2 blade is a pig on the ground roll, especially at the 3200 gross. Climb is alright. Cruise was pretty much unchanged. I am of the opinion that the rudder trim isn’t needed, but I also haven’t flown a Mooney with rudder trim, and a lot of the time I do wish I had it. I just know it doesn’t need the rudder trim, since it’s been fine for the 1100 hours I’ve put on it in the last 4 or 5 years. It does need a lot of right rudder though, especially on a cold day at sea level.