M20TN_Driver

Yeah--Doubt insurance will bite on that one...

For anyone wondering what new will cost--Mooney can actually make the carbon fiber cowls new. Price is crazy high: "Looks like the factory can make the cowlings for your airplane. Looks like upper cowling is $14,824 and lower cowling is $19,719. Waiting to get a lead time for you"

Wow. 8 weeks sounds like a deal. I’d be thrilled with that turnaround.

100%. I am going to add a flag to the tug so it can be seen from the cockpit and never firing up again without a walk around.

I’m going to have it overhauled at the same time. Given that they have to crack the case and there are some mandatory parts that have to be replaced regardless. I think it only makes sense financially to tackle it now. I was beyond TBO as it was, but the engine was very strong. I’ve never damaged an airplane in 30 years of flying so this really bummed me out. Got in a hurry. Got out of my regular routine as we were loading bags and I was distracted. The tug is a redline and you cannot see it at all from the cockpit when installed.

This is going to be an insurance claim. Very expensive mistake. The engine is coming off the airframe to be torn down for inspection. Prop is on the way to be inspected/repaired. Total mess. I think I’m going to have plenty of time to get it sorted. The cowls are absolutely carbon fiber. I’ll call Mooney and Maxwell to see what they can do. Thank you all for the help.

Had a mishap today at the hangar today. Got in a rush and turned the engine over with the tug still attached. Busted the lower cowling pretty well. The Upper has some damage but may be able to be repaired--if there is such a process on Carbon Fiber. Does anyone have a line on where to source a replacement? I'm told Mooney doesn't stock this part(s).

Yeah I was thinking about just flipping it also. Kind of a PIA given the inner gear door, disc for brakes, etc. I wasn't sure if there were adjustments to the gear rigging that could have solved it. Doughnuts are pretty new--maybe 5 years old. So don't think I have a wear issue with my "shocks".

Strange thing is the right side is totally normal even wear...

Its not much to see. Side closest to cabin on left main is worn flat (no tire groove left). Outside of the tire looks to have very little wear.

Its not much to see. Side closest to cabin on left main is worn flat (no tire groove left). Outside of the tire looks to have very little wear.

In looking at servicing my wheel bearings at my annual, I was inspecting my tires and noticed that my left main has uneven wear. It is worn more on the inside of the tire than on the outside. Has anyone heard of this? Wondering if it's a Mooney thing? I transitioned to this plane from a twin and never had uneven wear.

2008 Acclaim--developed a leak I am trying to sort. Wondering if anyone knows what the correct O-ring is to order? Thanks in advance for any help.

Make that two folks- I was just getting ready to post to see if anyone had an electronic copy of the Acclaim Maintenance manual. Mine is a 2008--not sure how much they changed over the years. Anyone willing to send an electronic version will be a hero!

I'll check next time I taxi--I think mine required a fair amount of runner control and toe brakes to keep it straight.

Turned the plane on today and the error was gone. No clue why. The local avionics guy was saying that I likely have a loose connection. Does anyone know where this thing is wired and how? I'd like to minimally try to put eyes on the unit and its main wiring harness. Thank you!

So I have gotten this error once before. Wondering if anyone has the procedure they could send me to calibrate. I think it involves some keystrokes to get into the right pages and then, ideally sitting on a compass rose, etc. I’d prefer not to pay a shop if there is a way to do this myself. Thx.

If I am not mistaken, The new g1000 software was tested in one of the Maxwell's plane(s) before it was released. Those guys absolutely know what they are doing.

I've heard a million different things on MMO. I've heard some very positive and then I have heard basically neutral. I've never heard anything negative about the use of MMO. Apparently, this stuff has been around for 60+ years and people are still recommending it. I think that is meaningful. The ratio, according to the application is no more than 25% of your total should be MMO. So in a four-quart engine, you could add an entire quart. I run at 6 qts and add a single quart. Usually only at the initial oil change and then I just add 4-5 qts over the course of the next 25 hours of flying. I added this because my engine got to the point of burning 1 qt per hour. Now I am burning 1 qt every 4-5 hours. You can draw from that what you will, but it seemed to have made an improvement. My compressions are all in the 70's and generally, the engine flies very well save the oil burn. The ring flush is what Saavy recommended I do--as the thought is that the oil scavenge rings are likely clogged with crud that the flush should help with. This is a pretty nasty mixture of solvents...so much so that you have to remove your quick drain for fear of softening the o-rings. Regardless, old engines seem to need a bit more attention. I fly ~100hrs per year so. the engine sees a good amount of use.

Interesting point on the sticking check valve. I definitely seem to have a different reading after every flight. I service it with 7qts at an oil change and one of those is a Qt of MMO and a small bottle of camguard. During an oil change I will let it sit for days to drain and it seems to never stop ;-). I usually keep it at 6 qts. If it reads lower than that I'll add. DId continental give you a fix for the check valve or is it something you just lived with? I'm contemplating a ring flush at the next annual as I've heard that gunked-up rings can cause higher burn. Given my high time, I was thinking it was the rings.

In looking at servicing my wheel bearings at my annual, I was inspecting my tires and noticed that my left main has uneven wear. It is worn more on the inside of the tire than on the outside. Has anyone heard of this? Wondering if it's a Mooney thing? I transitioned to this plane from a twin and never had uneven wear.

I'm going to be changing tires soon and want to make sure I have the sizing correct. Correct cotter pins would be great too. I did some homework and saw This for the mains--wasn't sure if the acclaim was same as all of the other models: MS24665-362. I think this is the longer pin for the mains--I'd just cut it down for the nose.

I have the Type S as well. I'm up here in the mountain, but you are going to love it!

Thanks for that. It seems pretty accurate. Not sure what’s going on.

I did not. I pulled the cowl. Did a visual inspection. Nothing looked off. Fired it up and it’s hasn’t been a problem since. Go figure. My guess is that is it likely going bad, but I won’t mess with it until it fails or fails more than once.