aviatoreb

Quote: allsmiles A modified airplane is a lot harder to sell. There are less available buyers. It is further affected by the stigma of it being modified. Add to it a less than impecable maintenance history it becomes so much harder to sell. If there is one thing that ticks me off is an owner who flies his airplane a few years does some spotty minimal maintenence along the way and then suddenly wants to sell at a premium! When are we going to finally learn that there is no free lunch!

Quote: KSMooniac My 496 is fast enough IMO, but I know it has a faster processor and screen refresh compared to a 396, so perhaps the 396 isn't quite as good? I too have an electric AI with a battery backup, so I don't plan to use the 496 option but it is there in case of doomsday I suppose...

Quote: KSMooniac The "virtual panel" page on the 396 or 496 is certainly a useful emergency tool and has enough fidelity to keep the wings level, or at least provide another reference if the AI rolls over.

Quote: Jeff_S My only reason for replying to this post was that I noted the author flies an Acclaim...and I thought those birds were MADE for interesting weather!

Quote: Daniel Hi Daniel, Why did you always fly ROP in the 340? Was it something special with that engine. I ask because I have a rocket and you may know that the rocket conversion uses the exact engine and prop from the C340. I hear you on the speed brakes. My speed brakes are at the factory right now getting "retreaded" the rubber got old.

Shakespeare flew a Mooney?

Quote: Daniel First, in the Cessna 340 with Continentals we always flew ROP. Didn't help; the airplane was always a maintenance hog.... Best luck. Fly safe. Don't trust the speedbrakes--they fail just when you going to impress the Citation driver on the parallel approach.

Quote: fantom

Quote: fantom

Quote: WardHolbrook Is it really not a problem or have you just not had any problems? There are plenty of areas that I wouldn't overfly in a single under day VMC. It comes down to being able to see to survive when the inevitable occurs. For me, the precudes a lot of SE ops such as wide-spread LIFR and most night ops. Don't take me wrong, I'm not afraid of losing an engine (note the Glider and CFI-G ratings in my signature) but I am afraid of putting myself in a position where the outcome is totally dependant upon luck. That's just my operational style. Of course your mileage my vary.

Quote: Toflyordie

Quote: jlunseth That's a beautiful Acclaim. You got the one with the "Bandit" paint scheme that has been on Controller for awhile it looks like. I think I must be in a skeptical mood this morning, so take what I say with a grain of salt. First, I have attended the APS. It was very good, but notably short of advice on how to run a turbocharged engine LOP. I am not saying there was no advice on that, just not nearly as much time as they spent on big bore normally aspirated engines. Further, there was practically no time spent on small bore turbos. Yours is not exactly a small bore turbo, mine is. But the 231 engines like mine are notably finicky about running LOP, and so far I have not had alot of luck trying to run LOP, which leads me to my next point. I am coming to the conclusion with my engine, that LOP is a great theory, but my engine won't do it, and trying to force it is probably not good for the engine. There is not much information out there on the Acclaims, because they were not in production long before the factory shut down. But the one piece that has concerned me (I have been looking at them and thinking about getting one) is the scuttlebutt that there have been quite a few Acclaims that have needed a TOH at between 200 and 400 hours SNEW. The MSC I take my aircraft to (Willmar) has said it depends on what training the pilot has gotten about how to run the engine. That is all I know. I can tell you if I had the privilege of owning an Acclaim, I would want to find out what method of running them is causing the TOH's. I think it is the "firebreathing dragon" method.

Quote: Mazerbase If you are going farther, hotter, or higher, the turbo is nice to have. If gas prices ever get back to $2.77/gal (right), the cost difference/nm is zero.

Quote: 201-FLYER

Quote: Awful_Charlie I get pure IPA from a friend who has a friend in the chemical biz ;-) It's near as dammit 2GBP a litre (12USD/gallon) so more or less the same price as AvGas over here :-/

Quote: Mazerbase If we should use 1% alcohol on a 100 gallon tank, that would be 1 gallon per tankfull at $25/half gal that is an additional $50/ fill up. That adds 10% to the cost of fuel at $5/gal. Seems steep.

Quote: carusoam Thoughts on Grass and long bodies.... [1] My insurance company will allow for it as long as it is an actual airport (not bryan's family ranch). [2] At full power I was still unable to taxi out of my parking space at KOSH last year. Once freed, Taxiing was quite a chore to maintain proper speed - throttle jockey. up an down small hills.... [3] I think it needs to be dry (er) and hard (er) to not get stuck. Remember your training, use power, elevator up, and keep it moving...... - throttle jockey I have not tried landing on anything that isn't paved. Maybe with enough friends available to get unstuck..... Best regards, -a-

Quote: borealone Most industrial chemical suppliers should stock it - it's a pretty common chemical. Also check industrial paint suppliers - it's commonly used in prep and clean up. Should run about $25 for a 1/2 gallon.

Quote: Seth I'd love to fly into a grass strip, but I don't think I'm going to in the Missile anytime soon until I really get a good feel for landings. The F, maybe I'd try, but I never did. I do hovever want to fly off grass at least once. -Seth

Quote: kortopates Thought I add my two cents to this discussion and reading.... ...Definitely, IPA or Isopropyl Alcohol is the only approved additive for our Mooney per both your POH and Mooney SI M20-64, which limits it to quantities not to exceed 3% for the Continental’s and 1% by volume for Lycoming powered models*. It must of course be anhydrous IPA, not your drug store variety blended with water. ...The primary reason keeping me from adding IPA is that it will trash the rubber o-ring in your fuel system components. I know of one K owner that added it regularly every winter and then found it trashed all soft rubber parts in his fuel system after 4 years. ...BTW, its Bruce Jaeger, not Yaeger and he’s certainly seen a lot of this in MN and an excellent person to discuss directly with. I’d bet he would recommend adding a conservative amount each winter to be safer... ...Kudos though, for raising questions about this as a new turbo owner. Still, I think you’d benefit from hearing from someone with many years of Rocket experience. But so far you’ve heard from one Rocket owner is reporting no issues in very cold conditions.

Quote: Mazerbase The plane had been in a hangar overnight and was taken out of the hangar a couple hours before I got there in -5 degree temps. Maybe I should have pre-heated it but I don't do frigid starts very often here in FL. I hope the one time didn't hurt and the engine has been overhauled since then so whatever it did is done and gone.

Quote: Mazerbase I was surprised that my cockpit remained comfortably warm and I was in shirt sleeves at -40. Ground operations were very cold and the FBO in OH pulled my plane out of the hangar hours earlier than I requested but it started and ran fine. Ignorant or stupid. Either way, I never thought about adding anything for the potential of fuel i cing.

Quote: PilotDerek I bought a yoke mount for mine from Sporty's. It allows me to set it up either way. I prefer foreflight orientated horizontally. I had no issues with it being in the way in a M20J on the yoke.

Quote: KSMooniac He caught me landing at OSH last year too. Browsing the J's I saw this... incredible!

Here is the picture.