Danb

Agreed..plus there isn’t much anymore

For sure Dan the high speeds are nice and there if needed but for life longevity of our engines they appear to like LOP along with cool CHTs, it took a year or so to rid myself of flying my Bravo, which I loved, love Lycomings just the efficiency isn’t there vs acclaim. Also had LR tanks in Bravo which made up for higher fuel use. I’ve been concerned about cool to cold CHTs but now believe that’s the best thing, seems out of sorts seeing 270;CHT vs 370 … D

Upon landing at KGPT on Friday I couldn’t latch the door closed from outside? Could from inside but I needed to get out, I eventually forced the door latch closed by starting it with a little help from folding the inside handle open a little and closed the door while using all my might to close the latch, hopefully it will close from inside for my trip home.. What’s up? D

Exactly my setup, easy using old ram mounts

About 188, dropped to 177-179 when I went to 13.8 GPH D

Another accolade for the versatile flight profiles of our Acclaims.very similar to Kmillers post above. I left Wilmington De for a trip to Gulfport Ms with an intended stop at Moton Field for fuel. Also LOP. I have no clue how lean I WAS since I always lean towards a fuel flow, so after take off and a slight tailwind and at 12,000 ft for my passenger’s comfort I was flying at 30.5/2450 16.1 gph TIT 1560 CHT 265-300 it appeared I may make my trip without the stop. Went to 28/2450 13.8 GPH TIT 1560 still cool CHTs. Made the 1000 miles in 4.4 hours 20 gallons left in tank. Awesome versatile machine as mentioned no clue how LOP I was. When I adjust my mixture I go swiftly to 15 Gph and adjust to attain TIT and never worry about CHTs even wonder if there to cool. Couldnt make the trip in my Bravo I calculated my fuel savings over the Bravo to approximate $140 and saved about 45 minutes in flight, roughly 18 Gph vs 14. Gotta love our versatility. D

Obviously your on a Mooney forum asking if it’d be a good plane, first off questions answer is no it’d be a great plane. I went from a Piper Cherokee to two J models then a Bravo and now an Acclaim. Your choice should be your mission, I hate that word, or your intended use. Speed efficiency or both. As far as comfort in my opinion I’m very comfy in mine and was in all my others. A 201 is a great trade of speed vs efficiency. Your 235 hauled quite a load albeit on a lot of fuel and minimal speed. A 201 should give you 150-158 Knots at say 10gph, if you need a turbo you’ve got the premium Encore up to an Acclaim. You’ll get a lot of real world opinions here remembering we’re bias toward our brand. Good luck and enjoy the hunt for your plane. D

Things keep getting out of control, I replaced the MFD in my Bravo about 5-6 years ago and the cost was under $1500, my avionics man told me the cost was going up to $2000 in a week or so back then. It appears they raise the cost $500;every year or so. Also the replacement was a new unit.

Exactly what I do

Hey Don my AOA is installed and I’ll be going up to calibrate it in a couple days, my installer never calibrated one before. Looking at the manual it said to calibrated at Vs, and Vs x1.3. How did you and or Paul set yours up? Which speed did you do. D

Great I also spoke with mark who seems like a top notch guy, he helped me with info on the eagle D

David my Acclaim is in the shop getting the AOA Eagle installed. I’ll let you know how goes. D

I’d clearly opt for the Bravo I had my bravo for about 17 years without any real repair issues beyond annuals and oil changes, it had LR tanks which I dearly miss with my Acclaim. I flew similar to above 30/2400 18 GPH TIT under 1600 10-15 hours for a quart of oil basically one between oil changes around 12-13000ft I’d true about 195 no FIKI and similar speed to my Acclaim with FIKI although the Acclaim is flown LOP at 14.5-15 GPH. If I could got back I’d have kept the Bravo.

I’ve been to about a dozen programs and still get a good deal of worthwhile ground and flight instruction D

I was similar to those above was a student pilot and purchased a warrior as an accountant back then it made sense to purchase vs. rent. Anyway my instructor owner a Mooney E model which I thought was unbelievable gorgeous slick and fast would run circles around my Piper on just a little bigger power plant, I wanted one, as I was finishing up my PPL I flew to Lancaster where Weber sold and serviced Mooneys with a 1977 J for sale he took my warrior on trade I never looked back, my best day as a pilot now four Mooneys later I’ve never regretted my move. All choices are correct. Fast, efficient sleek and elegant looking to me, I’ve always had sport cars and the Mooney brand fit in. I’ve jumped from a couple Js fast and efficient to an M fast comfortable not so efficient and now a TN fast efficient and perfect.

As far as loss speed i goes I generally fly Lop but my trip this week had 45+ headwinds so i flew Rop at 10,000 feet i had 30/2450 19.8 GPH hottest cylinder 350 true airspeed 202 return trip LOP 9,000 feet 30/2450 14.5 GPH hottest cylinder 315 true airspeed 184.. thats about 5 gallons difference for 18 miles per hour which is a lot. Therefore my engine runs cool at LOP CHTs 295-315 very efficient saving on a 4 hour trip 20 gallons at 7.00 yields a savings of about $140 for two flight nice!! Oh kept TITs around 1580 D

Thanks Rick

I managed to lose my performance profile in ForeFlight What’s the easiest way to add one, also can one be downloaded from another source D

Awesome

Yep it’s FIKI I decided to order the heated probe. It quite pricey though, guess it’s an airplane thing..

NOW

Years ago I was going into Hartford and was kept high by approach control, when handed off I stated I couldn’t make it I was to high and asked for lower a few times but never granted, they told be to turn left climb and maintain say 5000’ and put in a hold for 10-15 minutes it seemed like an eternity I was then given a turn back and descend to 2000 contact the tower who rudely asked if I thought I could make the airport now I’m lower stating your out of the penalty box. I was like 150 hour pilot without a clue upon landing I asked ground why I was put in a holding pattern he said we waited for the pattern to clear, I asked if I could talk to there manager was told he wasn’t on duty. Quite unprofessional they were in charge not the lowly Mooney Pilot.

Dave I don’t think it can, aircraft spruce it’s back ordered, I’m going to contact alpha systems tomorrow to see if they have them in stock. The heating probe is about $650 I assume I should order it as well although I don’t fly in those conditions D

LAHSO is listed in the supplement for FRG

If nothing was edited it appears to be a nonevent. I’d file a report call the number, the Bonanza pilot needs to take a chill pill along with the controller. Could have been a student pilot who had don’t cross runway’s without specific instructions to do so. This should be a nonevent.