Bentonck

Exactly. You need to do it once. That's it. If your MP wanders, put it back, if your RPM wanders, put it back, if your FF wanders, put it back. That's it.

I have found the power charts in my Acclaim manual have little, if anything, to do with reality. I originally took them as a baseline to work off but now I've just found I'm better off finding the settings myself. If I used their flow settings ROP it was way too rich for 50d (although I would personally not fly 50d rich, if I was going to fly ROP I'd use at least 100d) ... and LOP their setting was normally either slightly ROP or right at peak....I had to pull another 0.5-1.0g to get it leaned to -50d..... As @Carusoam says, not a mechanic, just a PP, but I think on a non-new plane your intake, filters, injectors, and everything else come into play and everyone's setup is going to be just a little different, and change over time as things wear. You know how to lean your plane better than a 30 year old factory manual.

I am with Niko. I land my Acclaim regularly on a 2200' runway here. 70 on final, pull power on short (1/2 mile or so) final and then have gotten accostumed to land on the numbers. I always have the go around in my pocket if something doesn't feel right and once down I immediately retract flaps and give it some aero braking before hitting the brakes. I blew a main out when I first started flying the Acclaim by stepping on the brakes with full flaps, won't do that again. Make sure you are down and can hold aft elevator, get the flaps up, and then step on those bicycle-brakes to see if they are going to help or not. I have never used more than 3/4 of the runway but I am always looking for the float, if I get 300 feet down the runway without touching down I'm going around!

I was thinking the exact same thing...hehehe... Don, hope Hawaii is providing you with some relaxation, I'll avoid the rest of this mess.

Mine is 975lbs, no A/C, no TKS, 2007 Model (pre-S) I have been amazed at how much the Acclaim's have gone up in price. I paid $350k for mine a little over a year ago, put 200 hours on it, and could make $50k on a quick sell at this point.

Oh...and to dfurst, I purchased the kit and STC through an importer in Brazil the represents Eletroair, and after installation I sent an e-mail to Ron and Mike who own it. My original e-mail was sent on the 24th of March and they replied on the 26th of April, about two week's after I decided to pull it back out.

I wish you the best of luck! I finally got a reply but I had already uninstalled it and put it back in the box. I flew the plane all over Brazil last week on two mags and as they have for the last 100 years (in general, not for me!), the mags got me out and back. To answer 1980Mooney, I had a shop pull it out and reinstall the mag, not the same shop that handled the install ... the reason being the install shop is a an hour and a half flight from home base and I had flown it home with what was probably advanced timing with the EGTs off the scale, zero ability to lean without engine roughage, and my heart in my hand. The shop next door to my hangar talked to the shop that did the install, and pulled the Eletroair and put it in a box for me, reinstalling the previously removed mag. Will.iam (nice name BTW) ... I didn't go with Surefly because the STC is not approved by ANAC in Brazil to date, ElectroAirs was (don't know why) ... when I first started this little project I had read up on Surefly and understood that it could not be used on turbocharted engines, I just perused again their site and see that now it can be installed, as long as the ignition timing is set to off.... ...everywhere I go in Brazil everyone asks about the plane, not many Mooney's here. I was coming into the VFR corredor coming back Thursday and there was a Cirrus a mile in front of me appraching from my 1 o'clock to enter into the same corredor, I had to really repress the desire to floor it and race him in...hehehe

...just to add on to the Acclaim...mine has had 4 of the 6 cylinders overhauled and it's at 850 hours at this point. I bought it at 650 hours a year ago with 3 cylinders already done...I'm normally running it at 29"MP/2400RPM/15-16GPH fuel flow LOP, but I can't be sure how it was operated before I bought it. At this setting in the mid to high teens (I gave up going above 18k because wearing an oxygen mask just isn't fun to me) it trues out high 180s at always-higher-than-ISA temps here in Brazil. If I get any wind I'm over 200kts and if not I lope along at 15gph getting twin engine speeds. I'm not even worried about the top-end overhauls, it just costs 5gph more to get another 8-10 knots which seems like a huge waste, especially where AvGas costs $7-8 a gallon.

I had the same experience. I had a BRAND NEW Bose headset, I had used it once, and a passanger sat on it and cracked the plastic connector holding the pivot on. I called Bose to ask aboug getting a new headpiece and they told me just to send it in and they would fix it for free....

Sorry guys, I got nervous and the Eletroair guys never got back to me, nor the shop. I pulled it for now and put the mag back in so I can use the plane. My airplane in particular is used to sport me around to visit customers and in the absence of support or a reasonable path I just decided to go back to the mag. The installation was to be done predicated on a safety aspect and it went the wrong way. I will do a GAMI spread with the mags back in and come back but the plane is flying great again so I went with my grandfather's old adage that "If it ain't broke, don't fix it" Thanks.

I'm in the same boat....I talked to Don Maxwell, he still had a couple of months ago a couple of the WAAS enabling GRU's but it only comes into play if you are going to resell the plane in the USA....here in Brazil, no WAAS, no fuss. The biggest issue, as was mentioned before, is that if the new owners of Mooney do come through and provide an upgrade path to G1000Nxi it will probably be precipated on an upgrade to WAAS enabled LRU's but I guess we'll see. In any case, it would be a tough sell in the US to sell a G1000 without WAAS and no reasonable upgrade path so I would definately use that. Then again, if grandpa wants to fly VFR only he might not give a crap about having the WAAS, but here it's a non-issue.

They took pictures of the setup and sent it to the guys over at electro yesterday and I understand we are awaiting a return. I hope to have an answer on Monday as I'm getting itchy with the plane up for so long. I'll keep everyone appraised.... I hope it's something like the sensor but I had hoped if it were that simple they'd have sorted it already. I'll wait to see what the guys say and we'll go from there. It's definately the electroair, though...there was a plugged injector on the #5 cylinder that was causing the hot cylinder there. We replaced the injector and that's all good now. I wish I could share the engine date but I have the earlier non-WAAS software on my G1000 that doesn't do the data logging. I can post some pics of the engine monitor in flight but that's about the best I can do. Tks

I thought about the advanced timing as well and had them check that. We did put in the wider gapped plugs and the wires they recommended.... We are in contact with electroair and awaiting their response now, will keep ya'll up to date as I want this thing to work more than anyone. I also thought it was advancing the timing and the questionairre they sent asked about the timing and how they were finding TDC but I'm letting the a&p handle that.... Will update when I have more

Howdy all! As I had advised last year, I decided to exchange a mag and install the Electroair kit in my Mooney Acclaim as a safety precuation. I turned over the key to my Mooney in December to my shop and they had ordered the kit and had it in. They called after pulling the cowl and were working on a 100 hr when they found a crack in the exhaust manifold and also a low compression on cylinder 5.....so we pulled a cylinder and send the exhaust manifold out for replacement. They installed the Electroair and got the cyldiner and manifold back and in February turned my plane back over to me. Two months was a long time to be planeless but I looked forward to a lot of trouble free hour ahead... On the flight home, the cylinder head temps were through the roof. I had to leave it full rich to keep the cyldiners under 400 degrees, and I had always flown the plane LOP with CHTs around 320-340 in cruise...they OCCASIONALLY got up to 380 in the climb but that was as high as I ever saw them. Now full rich at 200kts I had two of the cylinders above 400 and when I TOUCHED the mixture the engine started stuttering. To be clear, I had done a test flight, 45 mins full rich down low and everythign seemed fine. When I got to 12k and touch the mixture the fun started. It was a 45 min flight home and by the time I got to 12k I was almost halfway home and decided to get on back and have the plane looked at on home field. I called my shop and told them of the issues and they had me take it to another shop on my home field. They thought I had a bad fuel injector because one cyldiner was much hotter than the rest. We ordered a new fuel injector (2 weeks to get it).... put in the fuel injector and still saw high cht's. They played with timing on electroair and monday called me for another test. We did a 1 hour test flight. Now all CHTsw ere back to normal, but EGT's were off the chart. TIT was ok, mixture I could pull and engine was smooth, but EGT's were 1600 or above at cruise settings and while leaning would go off scale (top at 1700)....which created quite the pucker factor. Mechanic was in plane and said to head back and he would recheck calibration on EGTs....all that checked out and they are checking with electroair to see if they can give them any more ideas....it sucks to have taken my plane in without any squawks though, 3 months back and I am still waiting for a solution....I have the magneto they pulled and if we can't find a solution this week I'm going back to magnetos but has anyone ever heard of this issue??

Dhat - after this one time I had two more occurences to date, which always happened on the ground on taxi out...I ended up stopping at the run up spot and it came back... weird problem but I guess it's liveable.

All things considered, it looks freaking awesome!

It means you can enter an exit with an N registered airplane but you are not allowed to fly domestic legs. Just as in the US you can fly in with a foreign registered plane ... the issue is that the FAA has not been clear on how long a foreign registered plane can be mantained in the US...the Brazilians are not much more clear but my understanding is that you can mantain the plane in Brazil as long as you have a date of return to the country of origin and in not case after 90 days.

It isn’t difficult at all but this Acclaim is Brazilian registered as PT-ALN... You can fly an N registered plane into Brazil but can not execute domestics flight plans without a departure leg

I agree with that thinking. Better to put in a new engine rather than buy one with 1000 hrs left and find that it's not going to make it. Especially when you are talking IO-550s it all depends on the care it's been given. They are great engines but if you run them, as Carusoam puts it, in "fire-breathing dragon mode" @ 85-90% power and ROP they aren't going to get there....and realistically you have no way of knowing....buying a pooped-out engine and swapping in a new reman is the way to go. Sweet looking ride, I know you will enjoy it!

Here is the landing when we arrived in Rio, as edited by my son Curtis...he is much more technological than I am... (I can work the G1000 at least!)

I have a 2007 M20TN with the GFC autopilot and it does definately NOT do that. I would certainly take it into a Garmin center to get it tested....

Yes, this is true, my ex-wife loves that argument. It isn't exactly true, though. He was able to get off the ground, possibly before the Wright Brothers, but it was straight line flight with no control...the Wright Brothers were the first to make controlled, powered flights. Oscar - you can fly in with no issues as a single engine, but you have to call ahead and make arrangements with Infraero beforehand...they were super nice about it and didn't create any hassels at all, in fact, quite the opposite. After my ordeal with ANAC that was nice. They have a dedicated e-mail and you just let them know you are coming and how long you want to stay (max 3 days) and they will reserve a spot for you on the apron and you get a follow-me when you land. That was pretty funny...my Mooney was about the same size as the follow-me truck I was following.

Except for the tail, they pretty much EW#)(&A#$ that part up.

Well, don't tell anyone here but I bought into a 2015 Cirrus SR22 with the Perspective system, so I would have a decent plane to fly when I am in the US (I was renting worn out Piper Archers and when the time came last time that the engine wouldn't start I decided it was time to find another alternative) ... other than the level button and the keypad that makes loading flight plans or frequency changes a bit faster there really isn't any difference between that and my G1000 in the 2007 Acclaim. I am not concerned about features at all, just about being orphaned out of a panel at some point if I can't upgrade it to the NXii without the WAAS enabled GIA units.... ....and yes the Cirrus gives up a lot of speed .... it is way more roomier for passangers and carries roughly a crap-ton more but my Acclaim can keep up with it at 24" of MP burning less fuel....and then I can hit the gas

I saw that Mooney announced they are going to offer an upgrade up to NXii at some point for the legacy G1000 platforms which would probably get me all the nifty features I feel like I'm missing but I read on Garmin's site that all the other upgrades for Cessna and Diamond have as a prerequisite WAAS as well so if you don't have WAAS, and they aren't building any more of the GIA-W units, that it's still a dead end....