RobertoTohme

Quote: Theo What got me thinking was the ad in the front of AOPA Pilot for the L3 Trilogy. So I went to their web site and cut and pasted it onto my panel! It is TSO'd and is legal for backup. I don't know why a guy couldn't use it as primary, but I am sure there is a wonderfully legal and logical reason that it can't be done. But it sure looks like it would fit. http://www.l-3avionics.com/

Quote: jlunseth I was thinking about what I am going to need for the next step up, which is flying instrument up to FL24. In addition to the built in system I think I am going to want a good full mask and a back up portable system readily accessible. The built in system in the 231 is supposed to control flow automatically, depending on altitude, so in theory a flow meter is not necessary. I got one so that I can look in my lap and see that there is actually O2 being fed through the system. A safety check to make sure the system is operating.

Quote: JimR I know that there are some Eagle owners that post here that would know better than I, but I suspect that 170 knots is more like it for a stock Eagle, but the nice thing about the Eagle is that you can always modify it, basically just with a prop and RPM limits change, via the STC'd "Screaming Eagle" conversion if you want more speed. I personally think that the Eagle is one of the neatest and most under appreciated Mooneys out there.

Quote: rkallies The most recently completed full strip and repaint for a customer that post on this page frequently, left the factory with an invoice for the paint totalling $16,500 out the door.

Well, thanks to Ronnie and Stephanie, I got my new alternator and regulator and I'm back in the air again. I wanted to praise them both for kicking TCM's butt to get moving and get me the parts much sooner than originally quoted. A big thank you for both of them!

Well, it sure was a big mistake not to bring at least 1 airplane to the show, but take into account that the company is owned by non-airplane people that doesn't understand what Oshkosh is. Trey told me that he practically begged management to send an Acclaim for exhibit, and he got the cold shoulder.... On another note, I know that there's an offer on the table from Germany to buy the company that has not been well received, and there's interest from an asian group too but no offer yet. I hope that the company changes hands quick before the current group sinks it deeper, because they seem to be happy with the service center and parts department making money but doesn't seem there's much interest in building airplanes in the short term.

David, even if I can't make it to the convention, I'll take your offer and will give you a heads up next time I'm headed east and will stop at Kerrville to go and have a steak with you. Cheers.

Quote: Parker_Woodruff As in they are already sold or they are attempting to sell them? Were they ordered previously and picked up at at KOSH?

Quote: Piloto Alternator most stress is at night while taxing. The landing lights current draw combined with minimum air flow can cause overheating, specially during summer. Check the rear of the alternator to insure you have good cooloing outflow. I think you probably got a defective alternator anyway. José

Quote: Mcstealth ROBERTO!!!! You were in town and you didn't let me know!!!!!! Bad boy!! David............

Quote: GeorgePerry Mooney should pull an alternator off a unsold production bird. They are sitting there collecting dust anyway.

Quote: Piloto Must likely the rotor winding is shorted to ground. This happens when there is insufficient cooling to the alternator. Check the alternator cooling baffles so it does not happens with the new one. José

Last week, I was on takeoff roll at KELP and right after liftoff noticed the master warning flashing, checked the annunciator panel and found that the alternator wasn't charging... after resetting the main alt field to no avail, went to the stanby alternator and surprisingly it didn't pick a load at all. Went around the pattern and landed uneventuflly; took the plane to the shop and they diagnosed a bad regulator. No problem, replaced under warranty. Then yesterday went out to test the plane before going x-country, and again the same problem popped up. The end of the story is that the alternator is over volting and frying the regulator, and now my plane will be AOG for a while since Mooney is out of alternators for the moment, and since it's a warranty item I don't want to go and buy somewhere else... I'll call the factory tomorrow to see what kind of quicker solution I get to this problem, as the information about the lack of alternators was given to me by the shop. Anybody has had this problem happened on your plane?

Congratulations on your IFR ticket and your first actual IMC encounter, Seth. Keep the blue side up!

Quote: randypugh Hey John/ I must say on my Ovation the guage reads acruate. A little different on the ground compared to in flight but only 10ths. When I fill it I spill out the overflow on the bottom almost exactly where it says it will.

Gary, On the "Emergecies" chapter of the POH you're reading in the picture, do you get a lot of "if unsuccessful, pull the eject handle"? Just curious...

Well, George, I swear by K&N in street applications where you can notice the better breathing of the engines, so I'd expect similar performance improvement on the airplane... Please let us know your findings. Roberto.

Seth, Your 496 talks to those Xaon traffic devices, I just don't know what kind of cable you need to get; I've seen a lot of postings on the Diamond Aviators forums about how good that combo works. On different subject, I've been flying the Aspen unit for almost a year now, and it does great with my GNS500; it'll be a well worth investment in your panel if you decide to go that way.

Oh, and congratulations on the conversion! You'll have a blast with it.... Who's doing the conversion for you?

Quote: jhbehrens Hi there I fly an M20S Eagle and its about to get the Screaming Eagle STC from Midwest M20 that adds a 3-blade and 310 HP. The POH supplement provided with the STC is a little basic. So I'd like to get some more performance charts etc and I assume with the STC the plane's performance becomes pretty much identical to an Ovation 3. Does anyone have an electronic / scanned version of the Ovation 3 I could have? Please PM me. Many thanks! jhbehrens

The magazine they publish contains useful bits of information most of the time, and you'll get a nice window sticker with MAPA logo. The big plus is Trey's knowledge and contact network that sometime will come in handy during ownership of your bird... He has helped me out with the factory in Kerrville a couple of times now that they're "hibernating" and I needed assistance.

Let's face it, Cirrus has been a marketing machine selling the false sense of security of the CAPS system to the uninitiated; those who were somewhat afraid of small GA planes were lured by the marketing of a "safe airplane", and the wreckage record proves that they have been put into mostly inexperienced hands, that has led to bravery in decision making which ultimately resulted in crashes. Any company with Cirrus' marketing savvy could have sold lots of planes, but thankfully, it's mostly them making the news about crashes. One reason a lot of people don't get into Mooneys is that they're known as "hard to fly"; while that's not true, they're precise machines that command respect... they were designed many years ago to be flown precisely, and sloppy pilots have labeled them as "difficult". Respect is always a good thing to have for any machine capable of inflicting harm to it's user if used improperly, and I sense a total lack of respect on those young guns getting into Cirruses because of CAPS.... That's my view; some will disagree with it, but the statistics are there to be checked by everyone... I do respect my plane, and firmly believe that our planes, regardless of vintage, are superior to the plastic crowd.

Thanks for the input, Scott; I'll look into APS and find some time to attend. Cheers.

Scott, Math alone, 200 extra RPM times 2000 hr. theoretical TBO is an extra 400,000 engine turns... I know the engine is certified at 2700 on "other" applications, and understand that those list 1800 hrs. TBO... Who knows, but I'll sure start trying the max effort climb leaving the prop at 2700 all the way up... and yes, you can keep the jetstream to yourselves!!! LOL We don't need no jetstream here! Makes the FL's pretty slow westbound...

Scott, I've been trying to replicate the conditions used by Midwest Mooney when they did their record run from sea level to FL250, and Justin advised me that after takeoff, around 3000 ft, they backed down to 2600 rpm but cited no particular reason. This same engine model runs on Cessumbias at 2700 rpm unrestricted, and the STC granted to MM states that while it can run at 2700 with no time limits during climb, they advise to reduce rpm to 2600 "after obstacles have been cleared"... The engine certainly can sustain 2700 much longer, but I guess that TBO may be reduced by doing so continuosly. I'll try next time going all the way to FL250 at 2700 rpm to see how much climb time I can still chop off my 2 previous pulls; I will fly this sunday, but the winds aloft forecast at FL240 is almost 90 kts and well aligned with the nose of the plane so I'll stick to the "low and slow" technique at 12K, hoping that my return trip on tuesday the jetstream will back up north and higher bugging you guys instead of us southerners... LOL!