Wingover

How did you know the metal was from the governor and not something else?

Don, What is the useful load with AC and TKS?

From all the 252 posts on here it seems the 175 ktas is achievable at 75% and at 12,000 and above but more like 165-170 is realistic to plan for.

Most of the time the trip is 700-750 with the occasional 850. I figured 17GPH at 180Kts is around 4 hours with IFR reserves the 750 should be a no problem. Usually I don’t have to fight the wind here in Europe and we are a bit flexible with the timing.

Any specific reason against the Acclaim?

Appreciate the feedback. My J in Lycoming and I am happy with it. I am aware of the debate that Continental is more "delicate" and needs more work if flown not by the book but I don't have real experience behind it to say that I have to avoid it.

I am looking to go from my J to a turbo. My usual trip is 2 people (total 300 Lbs) with luggage (around 80 Lbs) and around 700-850 nautical mile each way. Highest mountain is 12,000 ft on the way. We have done a few in the J (small deviation to avoid the top of the mountain) but it is just over 4.5 hours. We are looking to "shave" an hour off so need something in the 180-190 kts range. Also, need to be able to climb for weather in the fall or winter. This is all flying in southern Europe in winter and to central Europe the rest of the year. I see some of the people here who went from a Bravo to an Acclaim and back and some that just don't see the Acclaim as "better" than the Bravo. Could I get some feedback from those who actually had both and chose to either go back or stay, as to what were the deciding points?

Just following up on this in the hope it will help @ajudson and others. I spoke with Frank Crawford at Mooney and he sent me some drawings (attached). he also mentioned that Teledyne might be able to fix the B&D parts and Mooney advised customer to call 310-765-3600 ask for help.

I ended up buying @PT20J 's tach and generator (I guess he has enough money now to buy an Acclaim Ultra) . I wanted to thank @Aerodon for the time he took to try and find out the correct part number.

Skyman says they don't have the tach generator....

Try switching the probe with another cyl and see if the problem moves.

You are right. They are connected in a series so I would think it would make a difference.

Do I need to disconnect the wire from it or it doesn't matter?

Trying to figure out if my issue is the gauge or sender. The gauge shows less than full when I fill the tank. Right now I have about 8 Gal and when I pull the outboard float up it doesn't affect the gauge. Where do you start the diagnostic process?

So finally had time to look at the setup. I also went flying twice and the gauge doesn't fog anymore but also works for two minutes and dies. I don't know how to tell if it is the generator or the gauge Here are pictures of the location:

Wanted to get more info from people who installed the JPI900/930. I see the options to buy it with fuel qty sensors. In the M20J when you have 4 fuel senders in two tanks, which option do you choose? 2 tanks or 4 tanks kit?

And if you want reassurance that companies are there to cheat you..... https://www.justice.gov/opa/pr/justice-department-announces-largest-health-care-fraud-settlement-its-history

Lying about the CO2 emissions

I believe you can use the GPS for an ILS until the FAF but not 100% sure. Anyway, I can use the NAV (Garmin 255A) with the CDI to track the ILS down.

KAP 150 - Yes AP and G5 were there prior to the GPS175 install. AP (in heading mode) follows the heading bug on the G5 when I manually move it. Theoretically should it also follow the glideslop on the G5 when in approach mode?

I am more interested to see if the AP even reacts to the GPSS in any shape or form.

It’s Garmin 175 connected to G5 with GAD29B. I couldn’t get the GPSS option to come up on the G5 but after reading the installation instructions I made the changes and can activate it now. I was hoping to test on the ground first since you can’t make changes while flying and the weather is bad on top of that. My avionics shop in an hour flight from me and too busy right now. You say I need lots of space, do you mean taxing while testing? I meant stationary on the ground.

Hi All, Is it possible to test the GPSS on the ground or you have to fly it to see if it anticipates the turns? I can test the AP on the ground when I turn the heading bug and the AP turns but not sure about GPSS.

I will test it all next week when I get back to the hangar. It is not foggy all the time, it starts to fog during flight only, fine on the ground and only started doing that a week ago.