Bentonck

Deb, I keep coming back to this thread. I am in a non-WAAS (there are no WAAS approaches in Brazil) Acclaim that has the 0401.30 software. So to do the data logging on my Mooney I would have to upgrade it to WAAS? That's a bummer.

Alex, I have enjoyed reading through the thread.... Don't know you but admire your spunk. Wish you all the best, bud.

That's it...after talking to Deb and reading through all this I went and tested. The gauges show 44,5 (let's call it 45) full....they work their way down, when the fuel totalizer get's to about 40g left, it starts matching the gauges, before this the gauges show less than the totalizer. I landed with about 35g left and everything matched up, the fuel totalizer on the G1000, the G1000 fuel gauges, and the physical when I checked. So it takes off with 102 gallons and the G1000 will keep track of it (as long as you reset the fuel ... ) 102g full leaves me enough UL for me and the wifey....pretty much exactly. With 130g it would be me and MAYBE enough UL left over for a can of coke or a stick of gum...

Sharp looking Missile.

I am playing with this now, will get some pictures but when landing my No. 2 EGT Goes over 1700 on a normal basis. On a 4.5 hr flight yesterday I was playing with it and runs great LOP but the 2 EGT worries me while leaning. The TIT never gets to 1700, it tops out about 1670 or so it the EGTs go right through on the No. 2 .... once I get it leaned and smoothed our it comes down to about 1670 or so, but is it ok running it there for extended periods? I have read the same that you can’t get EGT hot enough to hurt anything but that seems pretty warm.

Thanks everyone for your input. I understand now, the 102 gallons is technically the same tank as the 89g, it's just a different fuel neck which allows you to stuff a few more gallons in there, all going well, weather and angles permitting.... I understand the fuel senders should be correct and the gauges will only start down once I have burned off a few gallons. I'll watch that a lot more carefully on the next flight and see.

I know one of you will know this so I'm going to ask here after suffering some confusion yesterday... My Acclaim was originally R242RJ which was exported to Brazil and rebranded PT-ALN. It is Serial No. 30-0015 and in the original POH it has the Flight Manual Supplement for the 106 gallon extended range tanks. Inside the cockpit, the Fuel selector on the floor shows each tank at 51 gallons (usable) which is correct for the plane. The placard is correct. On the G1000, when you reset the fuel it shows 102 gallons usable. Up until this, no problems. My issue is, on the G1000 Engine page, the tanks both show "full" at 45 gallons and they start down from there when you start the engine. The plane was repainted in Brazil and they painted the fuel info onto the wing where there would normally be a decal, and it shows (in Portuguese) 44,5 gallons usable each side, 89 total (which would have been correct without the extended range tanks but is not now, I believe).... so the fuel selector and G1000 fuel computer show 102 gallons, and the fuel gauges and wing decals show 89... We flew 4.7 hours yesterday and I burned up 73 gallons of 100LL (that's how much went in when we arrived) ... the fuel gauges in the plane were showing 20 gallons left, and the fuel tabs on the wing were showing 20 gallons left (the gauges you use to partially fuel) ... so basically I want to know if I am correct in assuming that these were not calibrated with the larger tanks when installed and, in fact, I had 29 gallons left in the tanks total....or.....I only had 16 gallons out of 89 which would leave me a bit uncomfortable... does someone know this? Also, is there someway to change the gauges in the G1000 to show them with 51 gallons usable a side instead of 44.5? This would make me feel a lot more comfortable when I look at them.... I think about 5 hours is as far as I'll ever want to go at one sitting but I would like to know that I have another 90 mins of fuel left when I get there...had I got stuck in bad weather with a hold and the gauges were in the red the pucker factor would have been very high. 16 gallons is about my personal minimum. Weather was good yesterday or I would have stopped for fuel anyway. I just want to know how I confirm the 102 gallons and if I can reset the G1000 somehow to reflect this. Thanks in advance, Benton

Omar, you did get seriously dicked on that. I hope you came out alright on the sale. I love your plane and saw it up but I already have one Acclaim and while I would love to have one available in the states I can't justify it. Best of luck to you!

Awesome footy. Now my wife wants to go to England to meet y'all.

I absolutely think he did the right thing in putting it down ASAP, where he could. He had a BAGGAGE DOOR, STUCK TO HIS ELEVATOR. I looked through the POH and this is definately NOT addressed. I understand how you might want to see how the airplane is flying and assess characteristics and maybe fly to a big airport....I will take next available. You can see him trying to control the airplane right after the door departs....look at the damage the thing did, he absolutely needed to get that airplane on the ground, ASAP. Structural damage does NOT get better in flight. If something is bent but not broken (yet), I WANT IT ON THE GROUND. I am 100% sure I would have done the exact same thing. Maybe not as well....

Thanks much! I was there to see them drop that Icon off the trailer the other day...looks fun but not my thing. I’m sure your talking bout Sam and the Sugarland 182, I talked to him too and he wanted to sell me on the same situation. I think his idea of professionally setting up partnerships is great and I have nothing against 182s but I have an Acclaim here. I flew it halfway across Brazil today in 6 hours and it would have taken 2x as long in a 182... if you decide on a high performance plane and need a partner just keep me in mind!

@SteveC I just came back from KDWH, I finished up my instrument (that I started in 1993...hehehe) with American Flyers. I passed. I own a Mooney Acclaim in Brazil that is my airplane but I would like to have access to a plane in the states as well. I rented the Piper Arrow that The Flight School has there for a flight to San Antonio and it was less than ideal. I am in the States about 10 days every two months so I would not be that active a user but I would like to have a nicer and more capable airplane to fly when I am there. If you would like to discuss let me know.

I think all of us would love to see any owner at this point. I just can't believe it was so badly mismanaged after it was purchased again. They pumped what, $100 million into it? Planning on reviving the old airframe as a trainer ... and that's gone up in smoke. I agree that TBM could get it for a song, the question is would they want to? It's like buying an old airframe...for the purchase price you are just getting started...

So this is basically a win/win? Easier starting & better LOP operation? Sign me up!

Guys, sorry for my parachuting into the middle here. As you know, all new to me. I used to swap my 172 at 50hr as designated in the POH. I read through the M20T POH and it calls for 50 hour changes as indicated in the text above, but it seems that everyone is ignoring that and changing at 25 hrs. I ran back through the logs and it looks like the previous owner was changing every 50. (He was flying the plane 200 hours a year the last two years so this was every 3 months or so, his usage was pretty linear as his business (as mine) is far from "home") ... So I have read through the discussion and noone is advocating 50 hr changes, the discussion is whether or not you change the filter at 25-30 hours when you change the oil.... (from my days of hotrodding 4x4's the argument was that if you are going to spring for oil why would you leave a dirty quart in there? Although in our engines there is always a couple of residual quarts in the oil cooler and prop hub that you can't drain anyway, but if I am changing the oil, a new filter is going on too) ...so how did everyone land on the 25-30 hr oil change as a necessity if I can back up and ask? Thanks...

Thanks again Aspen, I will keep that in mind and work on TO flap approaches in IFR, that's good advice. Heading out to warm up the engine this morning. We are still in quarentine here but having a new plane sitting in the hangar certainly does put ants in ones pants! B

And you are right, Caruso, regarding the GA not needing full throttle. I was more asking as a general "How much MP can I use" ... I have read a lot on this forum about trimming in the flare and that is one of the things I was worried about. I was practicing (with a Mooney pilot friend on the right and my wife in the back) an aborted landing and I found I had a lot more trim in there than I thought when I hit the throttle. The nose was pointed a lot higher than it should have and I had to fight the yoke until I could get the trim down.... with flaps full and trimmed for a flare you are not set up to go around... I will practice that a bit more, probably without the wife in the back next time... (she didn't get sick but she looked like she was going to)

Aspen thanks a lot for your insight. I have thoroughly enjoyed flying the plane to date, it certainly is fun to fly! I went out this afternoon to update the databases and the jeppensen charts in the G1000...everyone at the hangar wants to know all about the plane. You are right about the airspeed control, that part is all new to me as my time is in high wing planes that slowed down pretty much at will....the Mooney takes some doing. You have to keep reducing the MP well out to get the plane down. It is fast... Thanks again for your thoughts and insight! Benton

Howdy to everyone... I am looking for a little guidance on maximum manifold pressure in the Acclaim. I have read through the POH which states Maximum Manifold Pressure at 33,5" ... In normal takeoff procedures it states: Power advance slowly to full RPM (Watch manifold pressure, adjust throttle as required to avoid overboost) and in the go-around procedure it states: POWER....FULL FORWARD/2500RPM (no mention here of overboost...) The last owner has flown about 7 hours in the plane with me to help me transition and told me he just never used a throttle setting over 30.5" ... (On a side note, I don't think he ever used one under that as well but it's a different issue).... so while the POH says you can go up to 33.5" and the previous owner says you can get all the performance you need at 30.5", and the G1000 illuminates in flashing red the pressure if it get`s over 31.5", what does everyone use for take-off and go-around normally for MP? Thanks in advance...

Looks beautiful! Congrats on the new paint, it looks very nice. Benton

Again, that's awesome. My dad was an MD and he always said he would retire to the islands to live out his retirement flying cargo in DC-3s but that didn't happen. He came to help me grow a business and kaboshed his flying in the islands dream....but he would probably be just as happy flying rich people and celebs but I guess he missed his window...

Another question for other Acclaim owners, following the Mooney link above I found SB-319 which is much more extensive than the SB-312...now instead of a cleaning and inspection they wanted a revised breather installation...has everyone complied with this? Obviously this would be out of pocket in my case, I asked the mechanic to take a look at it and see if it had been complied with and get back to me but my guess is that it has not. Anyone have any experience with this? This is the SB I'm referring to.... M20_319.pdf Has this been carried out on most of the fleet in the States?

That's the one Carusoam, my plane is still in the shop and I'm going to shoot this over and have them look while it's still there. They are buttoning it up tomorrow and if my wife let's me out I'm going to pick it up and bring it back this week.... Thanks for the help!

Great thread, and enjoyed the post Randy as I am stuck at 14500 feet for a while until I finish instrument training and get my license validated here. (14500 is max VFR altitude in Brazil!) .. Does anyone have that SB in a saved pdf? The link that is posted is busted and I would like to take that to my shop here...

That is awesome. To be honest, I have a partner in my biz and we were between fractional ownership in a King Air or small jet (Phenom 100) or buying a smaller plane I could fly. I went back and forth 10 times and finally decided that I have missed flying too much. For what we spent on the Acclaim we could have had a third share of a King Air or a 1/4 of a Phenom but it wouldn't be "ours" and I wouldn't get to fly it....I traded off some of our mission capability for my own enjoyment of flying. Our mission would be much better handled with a jet, most of the places we fly to have asphalt runways that can handle jet traffic, but if we get there I want it to be me flying the plane. My dad went from C210 to C303 to C414 to C90A King Air to Citatation Mustang, and now back to C414 over the years of my flying so I've watched him transition up (and now back down after retirement) and I am getting my twin license so I can fly the C414 when I'm home as he doesn't put enough hours on it. I would have finished up my IFR rating this month and been doing the twin training by month end had the coronavirus not landed...I already paid the rest of the block hours to finish my IFR in the states and had reserved a Seneca for the twin rating but all that's getting pushed out now... Anyway, congrats on the move up to a Falcon 10, that's an interesting choice of plane but I'm sure there's a story....