Niko182

well I'll throw it on some jacks tomorrow and we should have our answer. everything makes sense with this including the fact that it would climb at a faster speed than 100 knots, or cruise faster than 120, and a climb of 700ft per minute, alone with 60 gallons. I see at least 12 to 1300ft per minute climb solo.

I think i got my answer now. Green is down. and I kept on looking at the Annunciator panel saying gear safe. not gear down. This makes a lot of sense. its somewhat funny as I do a gumps check 3 times before landing, but during that flight I was so preoccupied with the anxiety of having engine troubles, I never checked if the gear was up. Oil filter was replaced by the way. for some reason, i was thinking air filter.

no rudder trim, and no clue if the gear came up completely.

right around 180knots in California were temps are way above ISO. when coming back from kenosha, I saw around 184 to 185 at 10000.

Well update for now. its not the engine. the engine is performing perfectly. I did another flight today alone and with 60 gals to make sure I was well under the gross weight. did run up and everything looked good. takeoff was great and so on. once off the ground, the Aircraft yawed pretty strongly to the left. it was doing that during the entire flight. during climb pretty dramatically. during cruise the ball was still completely outside the 2 lines and the plane wouldn't cruise faster than 120 KIAS at 3500ft full power burning 19.5 GPH. The GPS backed up the airspeed indicator by giving me a GS of 125 knots. something on the left side of the aircraft is causing significant amount of drag and I can't figure it out. i'll probs strap a gopro to the other wing and try to figure out what it was. BTW gear was up, according the gear safe light on the Annunciation, and the marker behind the fuel selector was also green. flaps were up and speed brakes were in. please help. I am completely lost on what this is. only thing i touched was the cowling.

Mooney Offers an STC for all TCM variants of the 550 engine from depending if you have an EAGLE (244HP) or an Older Ovation (280HP) or a Regular Acclaim none type S (280HP). What the STC does is increase the Prop speed from 2500 to 2700rpm allowing the engine to create 310HP instead of the previos lesser amount of HP. In cruise, it doesn't really change anything but it significantly increases the takeoff and climb performance. the Acclaim ultra won't be faster, but it will be significantly nicer. the fact is for 200K more, - you get a spare door (way safer, and way easier to get in and out of with 2 people) - the g1000 NXI (brand new so garmin will support this for give or take at least the next 15 years. looks like garmin is starting to stop supporting the original g1000's that the Ovation 2GX and the Bravo GX had) - Warranty - the dimensions of the new ultras are a bit more spacious on the new ultras no matter if the acclaim is rated at 280 or 310 hp, at 25000ft, it won't go faster than 242 knots, and I doubt any of those will hit that unless its at ISO temps and you have 40 gallons with one light person and no bags.

It's possible, but every time you plan to travel, you will be limited by 2 people and half fuel ish. as of now I've flown into a short strip 2 times so far. its really cool and fun, but would I want to do it every time I fly. No Grass strip like this somewhat limits the aircraft, as you can never really pack up if you plan to go somewhere within a 3 to 4 hour flight.

Filled everything out. Hope to get an answer pretty soon. this website never seems to disappoint. EVER

Sadly i run the regular eagle, which means 29.92 inch of pressure, 2400rpm, and 22 to 23 ff. All was in the green. 2375 and 29ish inches is what i usually get. Same with the 23 gph ff. Gear came up. So did flaps, and speedbrakes were in.

Today, I had a pretty simple flight planned to big bear. OAT was around 25 to 30C, clear day, no clouds, and very little wind. Baro Pressure was 2995. once cleared for takeoff, I noticed the acceleration was a tad bit sluggish, but just went with it, as I was 100lbs under gross or a couple 100 pounds more than I usually fly with. right after getting off the ground I noticed I was struggling to gain altitude. I was getting 500fpm climb at 100 knots. stupidly I decided to push further and see if it was just me, and got up to 5000 ft and leveled off quickly. airspeed didn't really get anything past 130 knots. I'm trying to figure out what the problem is. according to the engine all was good. FF was 23. MP was 29.00. RPM was 2375. CHTs were hotter than usual hitting 390 on climb out which is way hotter than usual. oil temp was 215 which is hotter than usual, and oil pressure was 62. when I leveled out at 5000ft, my number 2 CHT was way hotter than usual at 346. I'm trying to figure out the problem, everything was well within limits, but nothing felt right. on climb out 370 is usually what I see and in cruise below 8000 ill see about 320 to 335 CHT's, and above 8000ish I see 285 to 320. I did an oil change yesterday, and I doubt I messed anything up, but before that oil change the plane flew perfectly. also changed the cable cover on the moritz gauge rpm cable because it was grounding on the Engine block causing the tach to report like 5600 rpm and the hobbs to run at 2.5 times the actual time. all the engine numbers were in the green and well, but the airspeed indicated and VSI didn't correspond with the engine numbers. 500 ft per min at 100knots is garbage for an ovation, let a lone 130 knots cruise speed at 5000ft. once I got to 5000ft, I called it and turned back. I feel like an idiot pushing myself to make it all the way to 5000ft, but I'm really happy I didn't land at big bear. I doubt i would have been able to climb out of there. you live you learn I guess. Any ideas to what It could be. I'm completely lost on Ideas?

It’s back up.

welcome to "the news".

take a look at the STEC 3100. I believe its getting its STC for the M20 series in Jan, but the GFC500 isn't available for Mooneys yet either. Personally, I'm liking the 3100 a bit more than the 500, but we'll see as time continues.

I dont believe this is the case because the wire runs a constantly. the pulse action is only running through the strobes themselves.

I just found out I have a single power supply running all the cables from the back of the plane. Can i cut the power supply out and use the existing cables so I don't need to run new cables through the wings or is this practically going to be starting from scratch?

the C, E, and F models these days are so low in price that when you look at avionic upgrades, its literally the same price to upgrade avionics as the plane you just bought. For these models, I'd highly recommend looking for something with an AP, GPS WAAS, and ADS-B. Upgrade for AP usually ranges around 15 to 20 K for basic ones ADSB installs cost somewhere around 5 to 10 K (unless Uvionix or what ever they are win the Lawsuit) GPS WAAS starts at 10 to 15K installed at the cheapest. GPS W/o waas can be found and installed for 4 to 5k, but these days, waas is a big friend. There are a lot of airports that are starting to only have RNAV approaches, and with waas you get LPV minimums which are usually 200AGL, vs LNAV which is 600 AGL Buy an aircraft that has these items already installed. you'll thank yourself in the long run.

I believe the LEDs used for long bodies are Whelen Orion 650E and orion 500

why not do the whelen 650e that contains both a strobe and a nav. when doing this you can get rid of the power supplies which usually add about 5 to 10 lbs of useful load.

Yes. it was the plane I found on Ebay. somewhat a funny story. and will do. Nik

I'm trying it on Wednesday. ill let you know.

I have some awesome new for you. Plane is not for sale. nothing for you to worry about. I came here to ask a simple question. Not for your condescending attitude. I got my answer, and I ordered the second NAV / Strobe. That same argument can be used against switching all 3 tires because 1 has a flat spot. it doesn't make sense. I thought each wing had 1 power supply. I didn't have the knowledge that 1 power supply powers both wings. I switched out landing lights to LED's at a different time, and nothing happened. There is nothing wrong with me slowly switching out lights to LED's over time as the original lights burn out. In less than 6 months they'll all be LED's. There's a difference between managing your cash and being a cheap bastard. I aspire to be as talented as you one day.

I'll go with M20doc's opinion as from what I have seen so far on this website. he seems to know what he's talking about. I'm guessing it's as simple as taking out a single power supply out of the 3 and installing the led straight in.

I'm replacing the lights as they go out one by one. In the end it'll all be LED, but yes, i'm switching out the first side. as time continues, the right side will be switched out when either the green nav or right strobe goes out.

I just ordered a whelen 650E Red and white Nav / Strobe light since the original lights are all slowly starting to die out. I was wondering if there are any tips to installing them. I know the power supply for the Strobe needs to be taken out. since i'm only doing one side as of now, theres no sync wire as of now, but when the other side dies out, I will install the sync wire. How do increase the useful load too? is that as simple as weighing the Power supply and creating a new weight and balance? Thanks Nik