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About Aspen2013

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  1. Located New Mexico. KSRR I think we may have some folks over in Texas area that may be able to do TT
  2. Buying 2008 acclaim. Previous experience in 231. Plenty of tutorials on G1000. Not too difficult for 430/530 users to learn it. However I can’t find anything about how acclaim owners fly their plane. Have MAPA PACs but just general overall procedures, tips, recommendations from starting the engine, taxi, takeoff to landing the acclaim or long body Mooney’s. Maybe a pdf file to download.
  3. As we have all established the only turbo models, after 231's and 252's are rockets and TLS/Bravo planes available that are not acclaims. A few questions if I were to look at purchasing Bravo. The early 2000 models- 1. What is TBO 1800 or 2000 hrs. 2. Does the FIKI TKS system require a lot of maintenance? Does it have problems with porous holes getting plugged up a lot with bug guts? 3. Do most of you find that the engine is making TBO and beyond if you fly your engine the proper way and cruise around 75% power? 4. Does the landing gear motor still have the clutch back spring issues? same motor for the last 40 years of Mooney's? 5. Is the wastegate differential pressure controller reliable and trouble free? Supposed to be the most complex one out there 6. Please provide any input on what to really pay attention to and make sure it works or is corrected or inspected before buying? Thank you Everyone
  4. Usually takeoff weight is 2700-2800lbs. Takeoff is initially Vx then Vy =96 kts (maybe 800 ft/min) depending how fast I need to get to an altitude (clouds, OVC layer) then cruise climb 105 kts and usually 500fpm. Home field is at 6,800 ft. I would like to be able to consistently get over 1000 fpm climb getting up to 10,000 ft if possible.
  5. I would like to know from those who have flown the Eagle or Ovation with the 310 HP upgrade how it performs up to altitudes of 18,000 ft. I read Flying magazine article "Turbo power without the turbo" I have 1979 M20K 231 with LB1B engine (intercooler and fixed wastegate) and was thinking of upgrading to a faster plane (around $200K ) Most of my flying is above 10,000 as I live in the vicinity of the rocky mountains. Thinking IO-550G with 30% power loss due to altitude still cranks out 217HP. At 18,000 50% power loss is 155HP. I am saying an average altitude would be 13,000 and thinking I would see TAS of 180kts or better. Second part to the question is how do these planes perform with the 4 bladed composite MT prop?
  6. Here is the JPi data file. It should be flt 89. The other flight that it happened on was on nove 4th. Maybe you could pass it on. I sure appreciate your help.


  7. Being determined by JPI 900. I do have JPI data. I will attach the file later today and let them look at it. Mechanic says there is a rubber diaphragm in the fuel divider and it may be worn out. Yes I am still climbing after it goes away
  8. During flight or an RPM of 1500 the voltage that you should see on your system should be close to 14 volts. Mine usually reads 12.9 - 13.1 volts. Seems a little low. This is supposedly checked and adjusted at an annual inspection. Not sure that is being done. check out this article.. Mike Busch has an article also.
  9. Purchased new concord battery. Literature that was shipped with battery states the minimum voltage at different temperatures to charge battery correctly. 1. I cannot find the voltage regulator and 2. is it the adjustable type? 3. is there a ne solidstate option available?
  10. Everything you are stating is correct. I always monitor MP and keep it below redline. (this aircraft has intercooler so max is 37" without is 40") The fuel flow is usually around 22 gph on climbout. This usually is the norm no problems at all. For some reason once winter starts to hit and I travel places and it is cold I have the problem. This is what happens. I do everything exactly the same as any other day however, shortly after lift off the MP pressure starts to climb out of control with fuel flow going to 30 gph. I have to be quick on reducing the throttle as the engine also starts stumbling. Once the throttle is reduce MP pressure may now be 25 so I increase it slowly and it is all going well until the whole cycle repeats itself. I really try to keep the MP around 32" and continue a climb. Usually this happens 2-3 times before the issue goes away. The rest of the flight is back to normal. The take off temps seem to be below 40 degrees when this happens. The aircraft is hangared and an engine heater is used. The CHT's are always above 250 before taking off. I believe something is happening with the fuel divider or pump. Could it be the fuel divider has some mechanism inside it that sticks when it is cold? Perhaps going to max fuel flow causing MP pressure to go up until an over rich condition develops causing the engine roughness? The fuel pump is new as of Mar 2017. Fuel divider unkown time in service. A lot of data was supplied by JPI to see what is happening.
  11. I replaced all the steam gauges with the primary JPI EDM 900. Awesome way to go. I purchased the fuel option which included a new fuel flow transducer. I found after they calibrated the JPI the fuel level sensors do not read accurately.. This next year we may have them overhauled. Kind of pricey. I am not sure if it will be worth it. This is a problem of mixing very old technology with new. The fuel flow is very accurate and the fuel remaining readout is very accurate maybe within a gallon. I purchased new wing sight gauges and those things are very accurate as well surprising enough.. So I will look out at the wing and verify against the fuel level indicators on JPI but one tank is at least 7 gallons off and the other 5 gallons. The fuel remaining readout is what I mostly use. When this is paired with a Garmin product it uses a waypoint and tells you how much fuel to that point is required.
  12. When taking off below 40 degrees F I have fuel flow increase to 30 gph and MP climbing past redline. Engine shudders when fuel flow is that high probably due to over rich situation. This is a turbo charged 231 with fixed waste gate and intercooler. Max MP is 37. Any ideas. I believe to be the fuel divider or fuel pump. Engine was properly warmed before take off. Does well after 2 to 3 cyles of this issue.
  13. $190.00. It worked perfect. Discovered the mechanic hooked it up backwards. Black wire goes to red lead on probe. Also wires to gauge are special. I had to add wire length on white wire. Resistance may have changed. Will calibrate at next annnual. During flight it seems a little lower reading than what it used to
  14. Talked to KS Avionics. They say they have the exact TIT probe I need. It is specially made for the 231 mooney with factory gauge. I ordered it overnight and will get installed and let you all know. Clamp style, red/yellow wire, 30" wire, ungrounded.
  15. My TIT (ships gauge) was acting eratic. When my mechanic went to replace it the part he received was wrong. he had already removed it and I guess that was enough tinkering to break it. Having difficulty finding correct part. The wires are red and yellow and the battery switch must be on to get a reading. When looking at the wiring it appears that the shielding from the white wire is soldered to a ground. The wire is about 30" long and the probe is small in diameter (I believe fast response type). Did not measure clamp diameter but it is at least 2". In summary: red/yellow grounded clamp style I am going to call KS avionics today