orangemtl

Flying my wife to her favorite restaurant in Bisbee AZ, and an overnight stay. Out Saturday afternoon; home by noon the next day. 6:30 hour drive; 1:40 flight. No contest!

Quote: jetdriven You can use a bad elf which plugs in to the ipad or a GNS5870 which is a bluetooth remote box. both work, you can search they have been discussed on here the pros and cons. Can you take a picrture of your acclaim in flight? I be tthat synthetic vision is reallty neat.

If you don't live in Florida, and don't work there, and have no commercial operations there, and the plane isn't based there, isn't the defensible answer that they've no jurisdiction over you, the plane, nor your finances and should therefore go p--s off? I'm no lawyer nor accountant, but: They can only do something to you if they have leverage. Maybe I missed some essential details, like part time living down there: but if I live in AZ, bought a plane from Florida, and based it in Nevada (for example), what exactly could FL do to touch me?

I lucked out when I bought my Acclaim, because I wound up with both WAAS and Synthetic Vision. SynthVis is pretty nice: but, if I didn't have it, would I add it to the G1000 for TENS of thousnds of dollars? Errr, no, thanks. I'm fascinated by the ability to download it to the IPad. My wife wants to carry her Ipad onboard: tell me, do you need an external antenna or add-on thingie (I'm very tech savvy, as you can tell by my vocabulary) to get reception? I'd like to have GPS and SynthVis just as a backup: especially for a matter of a few hundred dollars, max. Heck, for that price I'll get a BOX of them and keep them in the luggage compartment!

A few self-imposed absolutes that I hope to never, EVER break: 1. If I absolutely HAVE to get there, I'm not piloting the aircraft. 2. Nice, big, rounded Grandma patterns where possible/safe. Square corners are for making beds. 3. You never find out what your absolute limits are, until you exceed them. When it comes to flying, why bother? The aircraft and the laws of physics really, really don't care who you are, nor how much your family enjoys your company. 4. Avoid interesting weather. 5. Excess fuel is good fuel. 6. Don't let testosterone make your go/no go decisions for you. Be boring, and live long. Yes, these are the words of a low time pilot, but NOT a low time person. Sometimes it's worthwhile taking risks, or cutting corners. Not in the air.

Both perspectives seem right---the central deciding factor is the perceived cost of your own time, and frankly if you have the necessary skills. In our household, we have two types of tasks/household chores: "Do It Yourself", and "Pay The Man". Sometimes, "Pay The Man" is the better route.

Makes sense. Lean of Peak it is. Thanks!

My paint job was done by Tejas Aero in 2008. I was, and remain thrilled with their work. Granted, I've only one example and little comparison, but: having perused more than a few 'shiny' planes, which upon closer inspection look like they were finished with Benjamin Moore and a spatula: I am VERY impressed with what they did for my previously factory white plane. Highly modified variant of the BMW factory scheme; if you don't care for orange, you'll HATE it. To each his own.

I've been stepping up a little at time with my Acclaim, in terms of distance, and altitude (based upon MY capacity, not the aircraft). Upon reaching cruise, I've run it at 25-26", and 2500 RPM. While the engine is fine to run LOP as we know, I've reasoned that fuel is cheaper than an engine, and I've run a bit rich of peak with more attention to cylinder temps: call me ignorant, but cool seems better than hot. Any mortal errors in my logic? Yes, hurtling along >200knots is great, but on a 3 hour flight, the additional 5-7 knots is not going to save me that much. Am I better off with a higher manifold pressure, and yet <30inches?

It rarely escapes my attention: for purposes of reinforcing humility: to review accident reports, and see "The pilot, who was IFR and multi-qualified had 1700 hours, with 800 in type...", followed by a description of what occurred that happend to kill him. It's not simply low timers that have incidents, although we lead the pack; it can also be those with plenty of experience that 'blink' mentally at just the wrong time. I was taking off from KMYF a few weeks ago: had everything set up correctly (I thought), and upon leaving the ground the nose went up like a rocket, with the stall lady starting to chant in my ear. Looked down to see the trim on full UP; pushed the nose down to something less than vertical and trimmed down like crazy with the other hand (FORGET electric trim in that circumstance). All's well, but: how'd it happen? Inadvertent electric trim pressure? Didn't look the THIRD time before departure? All's I know is that it was just one of those instantaneous educations, that one occasionally runs into---and should NEVER require repetition. And a great reminder that checklists have no shortcuts. Ever. Thanks for your initial post.

Quote: PilotDerek Hello, I’m an active duty Marine out here in California. I am not a Marine Pilot just a private pilot. I recently got my complex sign-off from a Marine pilot with a M20J. After flying his plane I am addicted to mooneys.

Learned to fly in 1989; flew OCCASIONALLY at best for the next 18 years for family/career/usual reasons. Decided it was 'fish or cut bait' time, particularly since I'd been shopping, if only mentally, for my first plane since I was an adolescent. I flew to Kerrville on my crosscountry flight in '89 in a Beech Sport trainer. Had a chance to walk around the factory that day. When I walked out, I told the man, "The next time I come back here, I'm buying a Mooney". Bold statement. But I did, and I ultimately picked my Acclaim from the onsite stock in Kerrville. Chose my tail number, designed the paint scheme, and found myself in possession of a LOT of aircraft: with 60-some hours of 'experience', most of it pretty old. I was determined however to force myself to the wall in terms of flying, ensuring that I'd never run out of plane, and have an aircraft that would always fulfill the mission for the 20 years I'm likely to still fly. Once or twice in life, you have to decide to leap off the high dive; this was it. After the MAPA course (mixed experience, for me), I worked with a CFI with >2500 hours in Mooneys, much of it working for Mooney; thereafter, worked with an experienced CFI here in AZ. Both were, and are, excellent. The wrong instructor can scare you; the right ones build confidence. The latter two have been great confidence builders---let's face it, a modern Mooney is a LOT of plane for an amateur, with lots of opportunities for foolishness if you do not pay attention. I've put it about 50 hours since April, and 2-3 hours a week, playing catchup. It continues to make me a better pilot, and in turn I hope to make the Mooney a more effectively utilized aircraft. The region I fly in is not far from Edwards AFB, and the opportunity to educate myself in an area so steeped in flight tradition is a gret experience. It also keeps one focused, given the number of holes punched in the desert in this area courtesy of quirky aircraft or one second's inattention...

Can't speak as to the airport just yet, but: stayed there for a family trip this summer. The Renaissance Hotel is right next to the airport, and for the money is a nice venue. You could almost walk there from the terminal. Almost.

Let me display my ignorance for a moment, since I'm a novice, and have only owned a single plane (Mooney). The anwer honsetly is: it depends. If you purely want to fly because you enjoy being in the air, and have only short hops in mind, a Light Sport aircraft is a valid consideration. Also, if money is not an inifinite resource for you (like all of us), the 4-7gph consumption of LSAs has appeal. Two close friends are looking to enter/reenter aviation. They are looking variously at the Luscombe LSA; Aviat Husky; and a few of the new Cub variants (Legend, Cubcrafters). I must admit, they are very appealing WITHIN THEIR LIMITS. The Husky is great, if you plan on camping, or hitting the impossible short grass fields, or the like (I admit that the Acclaim with all of its qualities will remain an asphalt princess, and never see a short grass field). If 'retro' appeals to you, there's the Ercoupe (yes, I know: slow as dirt, no pedals, etc.). While I'm a short time owner, I've been shopping for thirty years. There's no single perfect plane just like there's no single perfect spouse--except for the one that's perfect for YOU. All that said: I love my Mooney. Beautiful; fast; just demanding enough to expect you to pay attention and constantly work on your technique, which to my way of thinking makes you a better pilot; it's also nice to have at least one person, every time you land somewhere, say "That your Mooney? Boy, those are fast planes...", or the like. Whatever you choose, enjoy it!

Regarding the 'low altitude' in the Acclaim: yes, it's faster and more efficient higher up. That said: it was my wife's first long flight in a small aircraft, and throwing oxygen masks onto the learning pile seemed imprudent. Plus: one of the reasons I enjoy having an aircraft is to look at things. So, yes, you're right: but only within the efficiency frame of reference. Dr Jrob, I hope your aircraft search is progressing well. Let me know if you'd like to have a go-round in the Acclaim, if you're out west, and I'll find a weekend afternoon to fly it out your way.

I've tried the boost pump 'assist' in this setting subsequently (still 110 in the Western desert midday, so hot restarts are a common experience)----it helps. Thanks for the recommendations.

Before anything: thanks for this string of comments and info. Being a low timer, it's invaluable data. While the G1000 allows for seemingly any setup of descent and flight parameters, I'm based in western AZ. Mountains tend to pop up from the surrounding desert base pretty sharply, and they look to be fairly solid---hence, descent from, say 9000 feet requires that you have a very, VERY clear idea of where your mountains are. They still make me nervous at night, even with Synthetic vision and the moving map---but eminently doable. I need to stay over 4000 until a few miles from home, then drop to 1700 in the pattern. Very different flying in my limited experience from, say where I first learned in Texas, or in Illinois where it's billiard table-flat. Speedbrakes definitely serve as a valuable backup, if you find yourself inconveniently high before you enter the pattern. I agree with others, that I hate to waste all that expensive altitude when I can pick up some speed in a long descent, instead. Once you're a few miles out however, the last thing I need is MORE speed, so: no loss, at that point.

My two cents' worth: Upgrade modestly (overhaul, new paint, and perhaps reupholstery if it's important to you), and wait until Ovations come down closer to a realistic price for you. I'm absolutely NOT an expert, but: you seem to like what you have, so improve the things that need improvement, enjoy the plane you love, and then when doable, move to something that's an absolute step up (so long as it includes the G1000). I had the good fortune to jump straight into an Acclaim-----I plan to die of old age, owning the same aircraft, as my skills will never exceed its abilities.

Just my ignorant two cents' worth: I'm a physician also; bought a Mooney Acclaim. Rec'd my private license 20 years ago, then rarely flew until I bought the Acclaim. I had 25 years to shop and think about the purchase. I've always loved Bonanzas, particularly the V tail, but: no new V's, and I wanted an aircraft that I would never, ever outgrow. I lack the broad based experience to quote Bonanza vs Mooney vs Corvallis vs Cirrus, but: I LOVE this plane. For low timers like me, you need to pay attention; it's no 152. That said: it rewards your attention with blistering speed, comfort, and with the G1000 (once you get used to the proverbial bells 'n whistles), it's just an amazing piece of machinery. I saw 195 knots true from Western AZ to Santa Rosa, CA last week at 8500 ft; 180 on the return with a headwind at 9500. Burned about 17.5-18 gph. Not cheap, but worth it. You REALLY need to stay ahead of the aircraft, and it is loath to come out of the air unless you plan ahead. That's OK; my personal bias is that you should have to be pushed by your aircraft a bit, so as not to become lackadaisical. Put me down for the Mooney. PS: Doc, if you have any queries, feel free to Email me at michaeltlyster@aol.com.

I just had the original Iskra starter seize up on a 200 hour Continental 550 in my Acclaim. Thankfully, had two of the nicest A&P mechanics I've ever met at KDLO (delano CA) who troubleshot it, put a 'loaner' on my plane to get home, and wouldn't even take my money! Amazing. Renews my faith in humanity. The question: hot day; hot start a few hours prior. I'm low time like the plane, but it seems uniquely 'cranky' in hot starting, as suggested in serial posts here. The starter should disengage when the engine catches, but can one burn it out after a series of three attempts to start a hot engine? Seems hard to believe (didn't crank it more than 2 seconds after perceived start). I'm planning to replace the Iskra with a SkyTec: as useful as some suggest here, or just placebo effect? Also: there's an ST3 lightweight, and an ST5 nonlightweight. Any advantage/dis to one or the other? I welcome any and all input.