Bentonck

Will the FS210 work with the legacy G1000 panel as well?

I agree 100%. They are getting better though, one day they'll get it figured out. My new iPhone does amazing things but most of the pilots I know are carrying around 3-4 year old Samsung's

/q Don’t watch the video... it is easy to get sucked in and have a screen time challenge after that... /q ...damnit I got sucked in.

I recently had a different issue....on my 2007 Acclaim the heading information went out in flight for about 5 mins and the HDG had a red X through it on the panel. Everything else seemed to be fine and I was digging around in the manual looking to troubleshoot when it just came back by itself....no more problems the rest of the flight. Anyone else experienced this? I had assumed if you lost heading information it would disconnect the AP but it did not.

Now *there* is a good idea.

Hey all, I just posted my first video...the quality is what you can get from a camera phone and I didn't put any sound on it other than ambient but it shows me taking off yesterday from a friend's perspective that was fueling his King Air on the ramp when I took off to return to São Paulo from Rio de Janeiro. I left my plane in Santos Dumont for the weekend, which has to be one of the most beautiful airports in the world. Before anyone worries, I had done my runup on the ramp because it is a commercial airport and I was taking off between airbuses...and the gear went up quickly because there is a climbing turn before getting to the mountain https://youtu.be/JfFc8RM2diI

Lucas best of luck with the new plane! I hope you can get her in the air soon. I went through beaurocratic hell in Brazil trying to get my US (FAA) license convalidated in the middle of the COVID pandemic so I understand the frustration of having a new plane and not being able to fly it. I was able to get around it by taking another pilot with me but it still sucked, especially in a four place airplane like the Mooney that realistically carries 3 to go anywhere. Best of luck!

The brakes can be a little frustrating and it is possible that you have jello in there, worth a look. But I have an Acclaim and I can tell you they just aren't that great. I bring the flaps up as soon as the front wheel is down and don't apply brakes above 50kts.... if you do, you'll end up on the side of the runway with a blown out tire at the worst, or flat spotted mains at the best. The brakes are *adequate* but they certainly aren't awe-inspiring. I would love nothing more than to find a way to STC a set of Bimbo's on there with some anti-lock and press everyone forward in their seatbelts upon landing but that ain't happening....so it's airspeed control, get the flaps up when you can, and then apply what little braking action you have. If you come in at the right speed you don't need a lot of braking anyway but it's terrible to come up to a taxiway at 30kts and miss the damn thing because you waited too long to brake.

That looks like a heck-uva project.

Well, I went out yesterday and flew over to the local 5000' RWY to practice landings after watching the @Fly_M20R video ... I had not been as smooth as I would have liked and after watching his vid I felt like there were a couple of things to work on...so my session notes on doing TGL's in a long body Mooney are as follows: 1) Yes, if you put in full flaps, GET THOSE THINGS UP before you hit the throttle. 2) The Acclaim has a hell of an acceleration kick once it gets past about 25" of manifold on the go-around.....see #1 and get it done before #2 happens 3) If you forget to put up the gear or the flaps, you will find out before turning downwind, I promise. 4) The electric trim is useless and you CANNOT SPIN THAT WHEEL FAST ENOUGH if you do ignore #1, and you'll have your hands full even if you don't. 5) Throttle pull has to happen before you level out or the thing accelerates and you'll be doing your base leg a mile past the runway ... 6) It's just as fun in a Mooney as any other thing... I had a blast doing TGL's and after one initial timid pull and flat landing I was able to nail it. I tried to wheelie down the runway on my last one but I had dropped too much speed and couldn't keep the front end up....that will have to wait for the next session. I understand that if you had more than one airplane and could do TGL's in a Cessna that might be easier, but you fly what ya got and I have a Mooney....if I want to do TGL's, that's what we're doing them in... I really enjoyed M20R's video and picked up a few things, I immediately noticed my flare angle was just too shallow, got that fixed and everything else came right together.

Great videos, thanks for the effort! I enjoyed both of them. My landings in the Acclaim are a work in progress. I have always managed to successfully get it on the ground but not at this level just yet.

It is a beautiful plane! Enjoy it!

I am going to get the electro air and will give a pirep once it's installed.....I have only heard good things and they make some heady claims regarding fuel flows. I have a G1000 but mine is not WAAS enabled so does not have the software version that supports engine logging. I have been in contact with Don's son Paulo to purchase the modules and install the WAAS enabled units and updated software that will let me download the engine data...I talkd to Mike over at Savvy and wanted to keep track on-line of the engine but I can't at the moment due to lousy software support. Sorry...I really wish I had the new units installed already.

I just had a 2nd mag failure on my Acclaim in about 100 hours. The first time I went to run up on the runway and the left mag was just dead. It was the cap and after a glue job it was fixed. I flew last week and after I got up to altitude and went to lean the engine the EGT went off the gauge on the G1000 and flashed the red x (#2 cylinder) and the engine started misfiring. I had flown up to altitude through IMC and it was at night so I decided that a rich mixture and a quick landing were the order of the day and proceeded accordingly. I called my mechanic and he said it sounded like a mag (I thought it was likely a fuel issue) ... so they pulled the mags again, and off to the shop they went. They came back yesterday and were reinstalled and the plane is running again, weather is bad and it runs find on ground but am not going to fly (or likely tomorrow) but after this I am ready to try a electronic module in exchange for one of my mags. I have quoted it and will likely give it shot......the mags have not been friendly to me. I got my plane back from a 100hr three weeks ago and since picking it up it would not run lean at hardly at all......after much discussion it seems a consensus here that it's an ignition issue... we seem to have hijacked the FIKI thread but anyway...

I put 8-ply Goodyear 140mph tired on my Acclaim and have had good results. The manual stipulates 6 plies but they aren’t readily available here and I had a blow out on the runway a few months ago upon landing....(we still don’t know what happened, but it looks like I locked up the brakes because there was a bald spot all around the blow out and the other tire was bald spotted....the brakes or so weak I never would have thought I could have locked them up but I guess I did... Anyway, with a lighter touch on the brakes and the 8 plies it’s all been hunky dory so far. I put the same tire all the way around since I was switching.

It seems like what I said has been taken out of perspective. I have purchased two planes, a Mooney and a Cirrus. Both used. The Mooney we agreed on a price and I took it to a pre-buy, had a list of 15 squawks, none of which grounded the plane but one of which (the exhaust SB) I felt should be done. And the #2 VOR was out. He offered to pay for he #2 VOR and I agreed to take care of the SB out of pocket. The Cirrus I am buying currently with Steve, who has been on this forum, and the list was quite extensive as the plane was flown under a lease back arrangement and saw little in the way of TLC apparently. None of the issues were show stoppers but there were a lot. We got a quote to get all the work done to bring the plane up to a "new-used" plane standard and we agreed with the owner to split it down the middle. The total, including 4 airworthiness items, was $7500 and we agreed to pick up half each. I mean, if someone tells you he's selling a 2-3 year old car in great shape and you show up and the headliner is hanging down and the the leather seats are ripped, you might want to take that into account even if you had already asked him if he'd take less than the listed price. Noone is obliged to sell, and noone is obliged to buy. This is definately case-by-case. When I sell a car, boat, or plane, I'm just always as up-front as can be as to what kind of condition I think it's in and give them the squawk list up front, but most sellers don't.

There is a lot of difference between a pre-buy and an annual. Pre-buy will catch all kinds of stuff that will not be included in annual. They will look for the obvious airworthiness stuff but you will get a complete report, such as: -Broken buttons on the avionics -Seat tears or worn carpet, stains on the headliner, worn door seals, just a myriad of little details and annual would never deal with. It's worth the cost and gives you a lot to negotiate when you go to close the deal.... Definately worth the cost to get another pair of (trained) eyes on the airplane.

That's my guess too, it's interesting because of sipping the Jet-A here in Brazil. The Acclaim does everything i want it to do but carry 4 people and fuel....but that AvGas here is $7,50 at the moment and does nothing but get more expensive. Jet-A can be had for less than half of that and 9 gph > 16-17 gph...(or 14,5 if I slow it down) But as my dad once told me when I wanted to swap out my 4x4 truck for effeciency purposes after I got a job travelling "Do you know how much fuel you can buy for $1mm???"

My dad has a C-414A and he looked at the EGT gauge when I pulled up the engine screen and nearly fainted. I told him that was normal... I am pulling back the RPM in flight due to the Mike Busch school of thought, I did get the TSIO-550G Engine Installation and Operation Manual and it shows the cruise range from 2500 down to 2100 RPM allowing up to 30.5" at any of those settings. I am currently running most of the time at 30.5" - 2200 RPM - LOP and getting arnd 190kts +/- with 14.4gph...the cylinders are real, real cool there though. In the POH they say to keep cylinders above 300 and at that setting they'll be right at or slightly below at cruise altitude. This is when I'm going far and don't want to stop. (In Brazil my average mission is several 200nm legs after one initial 860nm leg that I need to pull back the power to make without stopping) ... the short legs I just leave the power in and pull the mixture back and run around 200kts on the shorter legs when I don't need to conserve fuel.

@MBDiagoMan ... that is awesome. I grew up in Lone Star and Daingerfield before moving to Longview. Used to have to go over to Mount Pleasant all the time to get tractor parts. Great place. Enjoy the plane! It is made to go places.

If you need help with shipping let me know. We ship to Germany product out of Texas all the time in containers, we can get a container to you if need be, most likely a lot cheaper than a drop shipper or seller will be able to do it. -Benton

Nice plane!

Thanks for the feedback @exM20K .. that looks like my bird too. I have not found a setting in the POH that yields what it says. Mostly the fuel flows are too high for Best Economy. If I run there I'm at or very close to peak EGT. I have to pull the red knob back to get it leaned and all the BE settings are 2-3 gallons lower at TIT -50 than what the POH shows, which obviously is giving up the ponies so it's not going to make the speed they have on there but she runs like a top. How many hours do you have on yours now? Mine got two new cylinders at 650hrs buthe compressions are all good accross the board now and the guy I bought it from was running it ROP 30.5" - 2500rpm all the time. I think leaning it and bringing the RPM back a bit will help cylinder life, too.

@exM20K looking at your picture, the only difference with my Acclaim is that the #1 EGT is consistently 50-75d lower than the rest of the EGTs. I'm taking it this week for a 100hr and I'm going to have them look at it. The CHT sensor has a problem too, it is all over the place. My question, however, is with respect to your EGTs in your Acclaim. Are those figures in the picture about what you run after leaning or are you in the process there? During cruise, I'm dialing it back to about 75% power and getting 185kts...my CHTs stay just north of 300 for the most part, which is actually on the chilly side, and my EGTs are in the 1640-1650 range, is that where yours stay during cruise? What about CHTs? Is low 300s about right in cruise? I'm usually about 16000-18000'. I usually file for 21k or 22k but so far they have never given it to me.

Great quote. My original CFI told me the same thing, he was ex-Navy and came with a gruff countenance, little chit-chat (for a pilot, anyway), and a lot of solid knowledge imparted through the measured use of one-liners. I (me being 16 at the time and thinking $100 was a LOT of money to spend on sunglasses) asked him one day if I should spend the money and get Ray-Bans or just keep using my WalMart el-cheapos that I had used up until that time. He looked at me with a little frown and said "You only get one pair of eyes, son". That was it, end of conversation.