JimMardis

My Acclaim has the continental version of Gami. My #2 Cylinder runs consistently 50 to 75 degrees warmer EGT. Is it possible to call Continental and have them make an adjustment for that injector? Has anyone done this before. Any advice would be greatly appreciated. Jim M Sent from my iPhone using Tapatalk

https://www.instagram.com/reel/C8aZ2bfv_7N/?igsh=Y3ljZGRsMzNsY2lr Just when I thought I had it all figured out, I saw this!!!! [emoji1787][emoji1787][emoji1787] Sent from my iPhone using Tapatalk

Will you please describe how to do the big pull. I’ve read about it but not sure on how to do it. The Salesman that sold me the plane showed me how cool the temps were at level off and stressed going real slow with the temperature changes as there was going to be 150 to 200 degree changes and you want to do that slowly. So could you help me out with this big pull. Sent from my iPhone using Tapatalk

Well thank you for the feedback! I do appreciate it. I’ve been out of GA for 27 years and have only recently got back in it. I read articles and try to educate myself the best I can. I appreciate your input and years of experience and value what you have been taught and have experienced. Some things don’t translate from the Business Jet world back down to the piston world. In the Global we always do reduced power takeoffs unless conditions dictate otherwise. The engines are rated for takeoff power for 5 mins, all engines operating, or 10 mins on Single Engine. So it’s normal for me to have reduced power in the climbs. When I read articles about these big continentals and see all these cylinders being replaced like on the one I bought, I am naturally predisposed to wanting to take it easier on engine. I’ve only tried the reduced power climb 3 times and each time the climb rate 1000 to 1200ft/min so performance was not significantly reduced at all and the CHTs and TITs were easily within the range with a decesnt reduction in fuel flows. So, I was thinking as long and I’m not heavily loaded why not? Like almost anything, you can find your data to support the point of view you are seeking. You mentioned several types of folks. Well, you left out a type. I’m sure there are others. But, I am the type that listens a to information being presented, does additional research to verify and try to acquire all available information and then come to a conclusion. I am the type that will learn from mistakes and help others to not make the same ones by presenting the material to help them. I watched several YouTube Videos on the Acclaim and all the information presented in those videos and the Training that you received and the Realization that the engine is already quite de-rated at 280hp, that even at TO Power it is not being stressed. You and others also pointed out the other reasons why the cylinders weren’t making it to TBO. I appreciate everyone’s input. Maybe this thread will help any new acclaim owner not entertain this idea of “saving” the engine for longevity. I appreciate everyone’s input. [emoji120] Sent from my iPhone using Tapatalk

https://www.avweb.com/features_old/operating-tips-for-big-bore-continentals/ I think this guru has something to say about leaning in climb. I’m just learning here and trying to take in as much information as I can. Discussion is good and makes us all better. How does this article fit with the M20TN? Isn’t 30.5” and 2500rpm 75% power? It you run take off power for 2 to 3 mins and then reduce to 75% and you climb and cruise at 75% isn’t that less stress on the engine as long as temps are appropriate? I know the manufacture has to have a published climb profile and power setting. That’s where you get your performance data from for planning purposes. But you don’t have to always climb at TO power. It’s not a limitation. As long as you are operating the engine within the limitations of the POH and Engine Manufacturer limitations why can you not make adjustments that may increase engine longevity and operational efficiency? There are many occasions where the aircraft manufacturer and the engine manufacturer don’t see things in the same light. One is trying to meet performance goals against competing manufacturers while the other is trying to reach longevity goals or win a contract for the airframe. It’s hard sorting everything out. But all of this is a great learning experience and I am grateful for the discussion and various points of view. Sent from my iPhone using Tapatalk

Learned a lot from reading this thread. Thanks a lot. Us newbies need all the help we can get. No sense in reinventing the wheel. Sent from my iPhone using Tapatalk

So whoever did the SB before didn’t patch the tailpipe but manufactured a makeshift plug for the exhaust nipple that the hose connected to. That’s what prompted him to think it was installed incorrectly. Which it was because the nipple was supposed to be removed and patched over. SMH [emoji1751] Sent from my iPhone using Tapatalk

Oh shoot!!! So he put it back into a condition requiring inspections! That wasted some money. Sent from my iPhone using Tapatalk

I have a question regarding the coking issue. My breathing tube was not connected to the exhaust pipe. My mechanic noticed it and connected per a service builten. Did a later service bulletins take it off the exhaust? Or was that improper? Sent from my iPhone using Tapatalk

The TIT comes into play when there is too much fuel due to atmospheric conditions. 1350 to 1450. So TITs below 1350 would be a reason to lean in the climb to keep the fuel air mixture in the proper range. Initially I was running things too cool and too rich and had some spark plug fouling. Another operator suggested to lean a little while taxiing before and after landing to help with not fouling the plugs and also suggested the reduced power climb for longevity and to give the ability to lean in the climb keeping in mind the other engine parameters. The drop off in performance was only about 200ft/min. Still able to climb over 1000ft/min. Most of my climbs were to 12,000 ft and below. I just make my first flight at 15,000 the other day come back to FL from KATL to try out this O2 canula thing. I’m used to pressurized aircraft. It wasn’t too uncomfortable. Might use it more often now. I appreciate your input and effort you have put in to help bring me up to speed. I’m beginning to get the sense that Acclaim pilots enjoy the speed and power and live with the fact that their cylinders typically don’t make TBO, even if they have purchased a factory new engine. Unless they have a great mechanic that properly adjusts the valves. Read that in another post. My engine has had all the cylinders replace around the 650 mark and 2 more replace since then. On the prebuy they replaced another one for compression, leaking at the valves. Both turbos got replaced at the 600hr mark by a service bulletin. So I guess I was a little predisposed on taking it easy on the motor. But I guess 32”MP and 2500 is taking it easy already on a motor that can run 38”MP and 2700Rpm in other configurations. Sent from my iPhone using Tapatalk

I have just used the 2 cards in the MFD. Haven’t touched the PFD Card. I’ve only done it twice and it seems to work as instructed. Sent from my iPhone using Tapatalk

I would greatly appreciate a copy as well. [emoji120] Sent from my iPhone using Tapatalk

I agree with everything you posted there. Not trying to blow this out of proportion. The POH doesn’t publish any reduced power climb power settings. That doesn’t mean that it is a limitation and you must always climb at full power. Folks may want to climb at reduced power for various reasons. All I am just pointing out is that the engine manufacturer and the POH says above 30.5 you have to be full rich. Below 30.5 you can lean. The POH also has a note right below those three published climb profiles that actually says “Leaning may be required during CLIMB depending on atmospheric conditions. If I’m not heavily loaded and, not going far and I don’t want to run full power above 3000ft agl for whatever reason, there is nothing wrong, that I can think of, to reduce the power to 30.5” and lean to keep the TIT between 1350 to 1450. Sent from my iPhone using Tapatalk

Well If you keep full power you are not supposed to. But if you pull it back to 30.5MP or less there shouldn’t be any problem doing so as long as temps are in proper range. Do you know of any harm that I am not aware of? I keep the TIT at 1450 or cooler and at 120KIAS the CHTs are below 375? Sent from my iPhone using Tapatalk

You shouldn’t lean above 30.5MP. Above 3000ft I pull it back to 30.5 and lean for the climb keeping it around 1450 for the climb. The CHTs are usually well below 375 or so. Then at cruise I’ve been using 29.5MP and 2350 RPM. Lean how you like. At 15k to 16k you will get around 205- 210 TAS. Sent from my iPhone using Tapatalk

Good Morning, #2 runs about 30 to 35 hotter on the EGTs while number #3 runs about 30 to 35 cooler than the rest. Any thoughts??? I did have #3 spark plugs cleaned as it would drop down with a little occasional roughness. But I’m thinking I want to replace both plugs. What about #2 running hotter. If I try to lean to find peak, #2 will get to 1700 and I don’t like that so I have to yet to find peak. Always running on rich side. Any thoughts??? Is the injector not working efficiently??? Sent from my iPhone using Tapatalk

Pulling the BATT CB just reduces the load so you can get a positive charge indication at a lower RPM than 2000. If you are getting a positive charge with the STBY Alt on there is no need to pull the BATT CB. I do my engine run up at 1700 then increase to 2000 and check the Standby. If I’m showing a positive charge at 2000 I don’t load shed the BATT bus; No need to. You’re just checking that the Standby Alternator works. Sent from my iPhone using Tapatalk

That is a legitimate concern. If we are in an Emergency situation I will try to get the engine going again tho. Another, pic your poison scenario but an excellent point. Sent from my iPhone using Tapatalk

Thank you very much for posting this experience. I know that many will add comments about what you may have done wrong or what you could have done. All of the information is very useful and helpful and goes to show what could happen. I am new to flying an Acclaim (less than a month). My real job is flying Bombardier Globals. I have been paying attention to what it looks like to be flying unpressurized, using O2 in the 20s. I do admit the thought is scary to me. So I have been developing a Quick Reference Card with Emergency Procedures on it for cases like this. One thing that is not mentioned to do by Mooney is to pull the gascolator ring airborne to dump out any water that might have collected there. I had that happen to me 35 years ago in a C172 that you could drain from the cockpit as well and it immediately cleared up my engine roughness. I believe I will add pulling the Gascolator Ring to my checklist. Here is a copy of my Emergency QRC I have been working on. Sent from my iPhone using Tapatalk

Has anyone priced out how much the software upgrade is? Sent from my iPhone using Tapatalk

Also, for anyone using the Aviation Checklist Editor .ace to make or edit your checklist, in the software program if you mark something as “Caution” it will appear white in the software program. If you change it to a “Warning” it will appear yellow in the software program. I have always seen cautions as yellow and warnings as red. Well, when you view the checklist in the plane, it will actually change the Cautions to Yellow even though they are white in the program and it will change the yellow Warnings in the software to Red warnings in the plane. You can also edit the File properties so it shows your correct series of Mooney and name. I learned a lot working with both checklist editors. If you need any help I am here for you. Sent from my iPhone using Tapatalk

Ok, I found out why the checklist was invalid. In the Mooney checklist there was a checklist with entries of Notes and Cautions. I moved the notes and cautions to pertinent locations. That left the checklist empty. I forgot to delete The checklist so the software didn’t like a checklist with no entries. Sent from my iPhone using Tapatalk

Does anyone have a complete M20TN.ace that includes the Emergency Procedures? Sent from my iPhone using Tapatalk

Aviation Checklist Editor .ace Sent from my iPhone using Tapatalk

Thanks for replying Paul. I have WAAS and 63W and the -34 software version. The checklist that I am editing allows me to change the File Properties information boxes. The original .ace file does not and that file works but is not user friendly. I did discover that the Checklist Name box I had copied what was in the original .ace file (Garmin Checklist PN XXXX-XXXXX-XX). Maybe it is looking at this file name since the file properties is now open. So I just renamed that to M20TN. I’m going to head out to the airport and see if that fixes why the file is invalid. Sent from my iPhone using Tapatalk