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About Aspen2013

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  1. UPDATE- Allen at Hartzell technologies walked me through a very simple procedure. Disconnect the F1 lead and then turn on master switch and alternator switch. The wire should have buss voltage and the terminal should also, if not then the alternator is no good. Also the F1 and F2 terminals when tested for resistance there should be a small amount. If zero or infinity then again a problem with brushes. All alternator problems. Will replace and update you this weekend.
  2. Well it started with flipping on the alternator switch and the red flashing alt light didn’t go out. Ran up RPM and nothing. Then the battery flashed red as it discharged and showed negative amps Today I checked the alternator output and it was 25 volts. Turned off switch and volts went to zero. Flipped it on back to 25. Voltage regulator is zeftronics. The light was steady green when alt switch on. Standby alternator seems to work correctly except the ALT VOLTS light still flashes.? not sure what is next. Calling plane power and working with shop about trouble shooting. Thanks for asking Ken
  3. That helped a lot. So there is a black plate that hides the regulator. The regulator is attached to this plate. It is easily located under the dash. There is no behind the MFD. my MFD When removed is a solid metal plate with one LRU. Just stand on your head and remove from under the dash.
  4. Thank you, I will look there. I have the same manual but that diagram is not in there. I have the 2006 revision. Strange.
  5. I have 2008 acclaim that appears either alternator or voltage regulator crapped out. I looked in tail and firewall from engine side and don’t see voltage regulator. Must be under glare shield. Seeing if anyone knows exactly where it is located without tearing apart the plane to find it. Will test voltage output of alternator before replacing anything. Thanks
  6. Have M20k 231 in excellent shape. No maintenance needed. If you are still looking. See go to 231’s and look for N231HB BASED IN RUIDOSO NM
  7. I did the upgrade to 2008 Acclaim with G1000 WAAS. I used the 33ES (which is located in the tail).This gets you ADS-B out compliant. My understanding from two avionics shops is that this system I have will only give you traffic at a reduced status of absolute position only. No weather integration. So you buy a lot of transponder which you can’t use. The G1000 gets TIS traffic and GDL69 receives XM weather. So with all that said I use an iPad mini connected to sentry ADS-B in ($499) and ForeFlight so I get traffic and weather for free on it. ADS-B traffic info is the best. Plus touch screen iPad click on traffic for detailed info about target.
  8. I have 2008 acclaim with TKS. The system works great. Pumps, all the surfaces ,etc. The only thing not working is the digital readout showing gallons of fluid remaining. We filled the tank thinking a stuck float. That didn’t unstick it. Still reads zero. Took apart panels under back seat. I see pumps and tubes but don’t really see sensor. Anyone have an idea where to look and what may be the problem?
  9. Located New Mexico. KSRR I think we may have some folks over in Texas area that may be able to do TT
  10. 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.
  11. 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
  12. 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.
  13. 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?
  14. 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.


  15. 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