andysmith11

fwiw, emply weight on my Acclaim is 2,504 lbs per Parker's comments. Other factor in flight planning some flights is max landing weight is 3,200 lbs.

Couple of places you could try ~ hour from Dallas: Horseshoe Bay - you mentioned a cabin/house on the lake. If you are willing to consider a hotel, there is a Marriott there. If you are staying at the Marriott, HSB has a private airport, DZB, and transportation will take you to the hotel. You can also arrange a rental car through Enterprise if you want transportation. Alternatively, if you rent a house or condo through VRBO or some other avenue, you can fly in to Burnet, BMQ. Not sure what the rental car situation is there. Worst case, you fly in to AUS and pick up a rental car there. It is about a 45 minute drive to HSB from the Airport. Other hotel recommendation is Lakeway Resort and Spa, although it is a hotel, not house/cabin. You can fly in to Lakeway Airpark. The hotel has a shuttle and will pick you up. The shuttle will also take you to area restaurants. Last thought is a place on Lake Travis. You could fly in to AUS and pick up a rental car there.

I flew with Jerry at the MAPA safety foundation mountain flying school in Colorado last summer. Good guy and good instructor.

Had mine inspected on Thursday, and was fine.

Mooney issued a SB yesterday on the assembly of the trim fitting. It looks like the installation of a plate on the trim fitting may have been installed in the improper order. Mooney is saying it should be inspected before the next flight. Aircraft impacted are M20R # 29-0465 thru 29-0519; M20TN #31-0003 thru 31-0127 SB M20-313 http://www.mooney.com/images/pdfs/sb-pdf/m20_313.pdf

I have to echo other posters on here. 90kts over the numbers is waaayyy too fast. Not sure how else to say it, but with that kind of speed you are going to float, and float, and float. You may have lots of runway today to tolerate that, but what happens when you go into a shorter (note shortER, not short) field and you see runway getting eaten up in front of you as you float and float? It's going to be hard to resist trying to force your Acclaim onto the runway, and with that kind of speed, it's going to get really ugly really quickly. Get a a good Mooney instructor, do lots of slow flight and approach to landing stalls as Parker suggests. Mooney's handle well at low airspeeds. Otherwise you may be looking at a new prop, engine tear down and inspection, new gear(s)....or worse. Fly safe.

btw...congrats on a sweet new ride.

Hi Joe, As per other posts, not a lot of detailed info around on running ROP/LOP on the Acclaim Type S. I was trained to pull MP back to 30.5" as you mentioned, with the prop either at max RPM or pulled back closer to 2400 RPM (supposedly matches RPM efficieny with MP). Then run ROP or LOP as preferred. I've heard the rumor about TOH at 200-400 hours too, but I have run almost exclusively LOP other than engine break-in and have almost 400 hours on the engine with zero problems. Now, I am hitting the high end of the rumored window, so we'll see what happens. I burn ~16.5 gph LOP, max CHT is 330 degrees or less, and max TIT is just over 1600 degrees. I generally see about 195 TAS between 10,000-12,000 ft That ramps up nicely as I go higher. The one thing I've found is the fuel/speed benefit of ROP vs LOP in the Acclaim S doesn't make sense to me (potential maitenance costs from ROP aside - given the unknowns). I burn an additional 4-5 gph running ROP and only gain about 7 kts running ROP vs LOP, so for me, the extra costs of fuel for a 7 kt improvement in speed is just not worth it. The couple of things I try to be very finicky about is pulling power back gradually on descent/approach. I look for 1" of MP reduction per minute. The Acclaim will force you start thiniking in terms of time and not distance quickly. The other engine management technique is a 5 minute cool down of the turbos with the engine at idle. One question I've had about this, and have never gotten an answer I felt was a solid answer is how the temperature of the internal rotating parts of the turbo behaves relatively to TIT. I find that in the last ~2 minutes of the cooldown window, the TIT levels off. I get the concept that the internal rotating parts of the turbo can be hotter than the TIT, but my question is how does the tempture of the internal rotating parts converge with the TIT? In other words, if the TIT levels off, are the internal parts of the turbo still cooling down. I've taken it on a bit of faith that the 5 minute cooldown window is the result of some analysis of these factors, but have yet to have an explanation I feel really confident with.