dkkim73

Brian Kendrick came to my hangar

Any basic info on removing them? There are hose-clamp fittings on the ends and screws attaching them to a bracket/baffle. The whole system has some rigidity, so curious where you just need to apply brutane (ie. bend the hoses a bit to disengaged) and where there might be a hidden point that needs to be unscrewed or relieved. Do you have to remove the hoses from the other ends, etc. Interestingly, the PDF manuals I have don't provide much specificity.

Does anyone have any advice on getting access for upper spark plug work on the TSIO-550? It seems that one must remove the intercoolers and possibly associated mounts and baffles to get access to upper plugs. Getting some rough running and thinking of checking all the plugs. Thanks, David

That is a wonderful painting. Giving me ideas. The Cessna Mixmaster has always held an odd fascination for me.

The first and last two points are worth keeping in mind. These planes are fast and slick. I got handed off to local approach almost 40 miles out yesterday, at 16k, and hitting the IAF for the approach on-altitude took an aggressive descent. Add a tailwind and point the nose down and you'd be surprised how fast you are, for how long. The speed is a mixed blessing for building time. Sounds like you fly distance regularly. Sometimes I dial it back a bit, fly airways etc. I practiced VOR nav half the trip yesterday but eventually wanted my week to be done so took direct and pushed it up a bit . You're going to have a good time.

Congrats! While on the couch, you could start "couch flying" with a poster and checklists! I keed, I keed....

That's a pretty good essay. Pushing me to finally get around to reading it.

Can anyone confirm that there isn't a separate breaker outside the "AP" rocker switch on the Acclaim? (I think this is a GFC 700 question) The electric trim runs, IIUC, through the AP so there aren't two "parallel" ways to actuate it. I didn't see anything on the schematic or the panel, but the devil might be in details. Where it usually lives, I think...

There is a quote repeated by Paul Bertorelli in comparing a recent Cirrus model to the Acclaim Ultra, "there's an old joke about the Cirrus taking birdstrikes from the rear".

Heavier than I want, but less than 2700 lbs unless you are including the plane!!! Seriously, though, I probably don't like to operate with much below 24-30 gals in the tank, so call it 2800 at lowest weights. On commutes, I may be landing close to 3200lbs (MLDW) when tankering fuel. I keep it closer to 75 heavy and 70 light. Once within a few feet of the runway, it's comfortable to slow down a lot more. Generally don't go below 80KIAS while maneuvering or reconfiguring. A "designated min. maneuvering speed" (1.4Vs) would seem to be 75-90KIAS based on configuration. So 80-85 until established on final, then trying to slow and stabilize, adjust angle as required. 55KIAS sounds really slow until in ground effect.

Did you just try to match colors while keeping adjacent choices distinct, it did you have a category in mind eg red => emergency/failure and yellow => precautionary, etc? I was starting to think of a category approach.

*That* is a great idea.

Someone taxiing behind me once referred to the plane as a Bonanza a few times, then apologized when he realized it was a Mooney. In a classic case of l'esprit d'escalier (wit of the staircase) I realized 10 seconds later I should have popped the speed brakes and said, "now I'm a Bonanza".

Perhaps for the preferred diet of the rake-tailed greatwing North American bugsmasher?

Clever! Thank you. Yes, I bought the overpriced collars from Aircraft Spruce.

By "servicing", do you mean fueling? The problem did spontaneously go away. Tanks are low again now, without recurrence. I am told that "0" means low resistance, so possibly grounded as well. If I get a chance I will look for worn wires, connectors etc but for now just monitoring. Reminds me, I need to build a squawk list...

Original capsules sold. TY for the interest and additional info above!

Thanks for the clarification. I get fuzzy on the nomenclature... I got to fly a T-6 Texan II sim once, a while ago... consolation prize at the time, but I liked it and was going back to an Eagle squadron so couldn't complain. That would be a fun personal plane, no doubt. I had been thinking of the old Navy-ish trainer with the radial. An instructor was doing upset training at my home drome recently in one of these for TBM drivers (there goes the neighborhood! ;)).

I would think the T-6 could be made to bleed like stink if needed. Saw one in person yesterday, looks *solid*! Or do you mean the turbine version? (AT-6?) that's a cool plane, too, no doubt....

I was initially given 85KIAS on final during transition training. Reviewing Don Kaye's video course and reference materials, I have been transitioning to 70-75KIAS on short final, based on weight, aiming to enter the round-out phase at this speed. Tried 1. trim-back-and-push-forward early on, 2. don't use much additional trim, and 3. trim to maintain light forces into the flare to better control height below a few feet, which usually wants a bit more aft trim vs. the above, once the plane is in ground effect and bleeding off energy. Sounds like different planes have different trim appetites, though...

Hi All, I recently bought some circuit breaker collars in a few colors, and am looking to label a select few breakers for easy access. e.g. finding the "speed brakes" breaker quickly just by reading takes longer than I would have guessed. Any suggestions on what to collar? My thoughts: -speed brakes (in case of malfunction or incomplete retraction) -alternator circuits (main and field?) -the AP/trim breaker *seems* to be part of the switch itself, but if anyone knows differently, please say -? battery This is all for the Acclaim (M20TN) but hopefully some circuits will be of more general interest. Thanks, David

I wonder... When some of the CARB standards were appied, a lot of excellent gas cans suddenly became "no longer gas cans" and you were instead directed to buy flimsy, overpriced plastic cans with ludicrously complicated theoretically-vapor-reducing designs. A lot of good cans were suddenly no longer approved. E.g. the Sceptre plastic cans used by the military among others. I got the impression that some cans sold as "not for fuel" could easily and safely be used for fuel, but others not. The whole thing was a great example of unintended consequences of well-meaning regulation. So it might be worth some legwork on materials, etc. my 2 cents

Here's a question that applies to that maneuver as well as an overhead recovery: Is choosing the fixed-distance markers (1000', "fat white bars") a better general reference than the threshold? We all learn (civilian) pulling power etc. abeam the #s in a standard power-available VFR pattern, but I wonder if it wouldn't be better to always aim at the 1000-footers unless on a very short runway.

Interesting to re-read those Bob Kromer articles after flying the plane for a bit. I've encountered bobble due to the tailplane's stall (or partial stall) twice; it was very unnerving the last time. Kind of a potential gotcha I think when trimming heavily into the flare at forward (CG) loadings. I don't recall being in much of a slip at the time, but it does raise the question of how to handle crosswinds otherwise. It doesn't look like the mains offer any caster, so any crab would have to be removed down low. I suppose the decreased downwash over the tail in ground effect gives you more margin to transition, if you're near the margin. Though I like the predictability of already having established a sideslip and knowing "how much is needed" before things get dynamic close to the ground. Watching the tailplane during different phases of flight has been interesting (haven't watch it during a stall yet DK

@cliffy thank you for the point-out on smoking rivets.