daveydog

Byron, I agree with what you are saying. Thats is what I did which caused the problem (severe nose up stick with one exception... I trimmed back for a light stick. I don't do that anymore. I have since done many approaches and now simply trim for glideslope/speed and leave it alone. That puts me in the white arc or very close. If I go around (in my case it was windshear), I add generous and consistent power while also trimming and going to T/O flaps. Its all seamless. Power, trim, flaps. Positive rate I put the wheels up. The lesson here is NOT to trim back outside of T/O range on final. This was the problem.

I owned two Cirrus SR22's. One non-turbo and one G3 Turbo (loaded and very nice including TKS). Prior to the Cirrus I also owned an F33 Bonanza and turbo normalized it and upgraded the panel. Then I bought the acclaim after flying a buddies. The final analysis... not even close. The Mooney Acclaim is an amazing craft at every level and a far superior ship in my opinion. Certainly price is a major factor, but assuming we are talking airplane to airplane comparisons...speed, efficiency, quality, re-sale and other similar comparisons, I can tell you the Mooney wins by a big margin. If you compare similar equipped Cirrus G3 Turbo to the Acclaim... By the Acclaim. Metal versus composite is just one reason, but there are many others. Annuals... I can tell you they similar in cost even with retract vs. fixed gear (retract way cooler anyway). Operating cost... similar, except Cirrus POH suggest flying LOP all the time. I like ROP, therefore there is a 4 gph delta Thats significant but so is the speed delta. I wish fuel was priced like it was years ago but I still like speed. Insurance... wash, assuming your clean and have IFR which carriers want in theses FIKI airplanes. There is more to be said as far as feel, firmness, sound, and how well your treated in an emergency, but in the end its hands down the Acclaim for me.

Okay... it was an interesting discovery. The advise given was spot on. Thank you once again.

You all are excellent. This was extremely helpful and valuable. I'm headed out again to practice now. I will report back. I know where I went wrong, and Duke's comment about the seat back is particularly scary. I like the idea of adding only enough lower to arrest the decent while trimming. It seems to me, any excess load and stick pressure is unnecessary. Why load the airplane, the seat, or the mind with extra workload. I also read the POH again and I agree with PMcClure. What I am going to do is: 1. Add slight power to arrest decent 2. Establish a positive rate 3. Trim for T/O 4. Flaps to T/O 5. Add additional power 6. Wheels up after clear of obstacles This seems most prudent and practice important so its automatic. Thank you again. This was excellent feedback!

Hello All, I had an interesting event yesterday and I would really like some feedback. When I land my Acclaim, once I have the field made and on short final, I immediately use electric trim to trim up for the landing (as instructed when I got my check out training). Yesterday, I did a go around, and when I added throttle, my trim was all the way up and I literally had to use both hands to push the nose forward to maintain a safe attitude... very scary. I could not get the electric trim down fast enough and used manual trim to get it back into Take-Off trim range. The weight on the stick was unreal... I doubt a lady would have been able to get it forward, it was that hard. Here is my question... is it a good idea to trim up on short final? I think I now know the answer and I say NO, not after this event. I feel the trim should be left alone and even though the stick may be a little heavier for landing, well worth it in the event a go around needs executed. Trimming back down quickly is not alway feasible on a short runway. The electric trim issue yesterday was very concerning and I would like feedback form other Acclaim or similar drivers as it relates to how you might use trim on short final. What procedures do others use? After going full flaps, I trim for glide slope, then once the field is made, I trim further for landing. I guess the real question is, should I avoid the trim on short final and just leave it at glide slope trim? Much appreciated.

my acclaim goes in tomorrow. so far Arapahoe Aero did three airplanes and all were okay. I sure hope mine does as well. Its true that the spacer is missing on the rouge airplanes they found so far. Pretty bothersome that this can happen. Regardless, I'm glad the pilot of the subject airplane is okay. I sure wish Mooney would also be more responsive while in this shut-down mode. I understand the owner is a billionaire and can afford to keep the company up until sold, but in the meantime, I am waiting for a spring for my landing gear (mandatory service bulletin at 1000 hours) as well as a resolution to the oil/air separator issue on the acclaims. Anyone have any information on these issues? Thanks!

I recomend the Monroe STC. We fly a Bravo with the Rocket 351 conversion (TCM TSIOL550) which is similar to your engine (low compression, water cooled and higher output on T/O but essentially the same everywhere else). We have flown Denver CO to our home base in PA 1400 miles non stop LOP using 104 Gallons in less than 6 hours with an hour+ of fuel left. So if we can do it you certainly can do that and then some with 130 Gallon on board. The problem becomes physiological rather than fuel at that point. The weight penalty of the Monroe is negligible; just need to keep an eye on W&B and fly high and LOP. Hi, Im in Colorado as well and grew up in PA and fly there several times a year. Im in Boulder and Reading, PA. We should meet. David 303-775-5502

Congratulations on the new Acclaim. It's an amazing bird. I love mine. Here is how I fly LOP and this is based on speaking with TCM and some pretty smart guys who seem to know the TSIOIO550G well. 1. Full rich climb. Full power is 34"/2700RPM, but thats not always necessary always. If you want go hard, then thats max climb and good if breaking a layer, ice and snow layers, etc, but if your not in a hurry I will pull it back a bit. Be ready to raise flaps as soon as wheels suck up because your out of flap speed at 100 IAS and that comes quickly. If I don't want full power climb, At 500 agl, I pull RPMs back to 2600 and manifold to 33". They suggest forgetting the LOP climb and I agree. I have done it, but the efficiency improvement is negligible in terms of fuel flow and time to climb. 2. At Cruise, slowly bring manifold back to 30.5"/2500RPM. TCM says don't be in a hurry. Let it settle in and slowly dial it back. Once trimmed and level 3. Press lean assist button on G1000 and somewhat aggressively lien until you hone in on 1600 TIT (big pull), then slow down and seek peak EGT/TIT indication on lean assist temp indication (it will show 0 and illustrate). You many be around 1675 TIT or so... 4. Continue to lean and monitor lean assist temp indication and slow the leaning down (turn knob slow) until -50 LOP. Continue to monitor EGT as well and make sure coolest EGT is also at minimum -25 LOP. It is possible to be -50 LOP on the hottest cylinder and also be at near peak on a cooler cylinder. This is a problem. Continue to lean so coolest cylinder also get to at least -25 LOP. This will ensure all cylinders are truly LOP. Very important. As long as injectors are performing as they should (and NO, you don't need or want GAMI's... the TCM tuned port injectors that come with the TSIO550G is what you want) 5. Depending on atmosphere, you should end up with about 29.5"/2500RPM and 17.5 GPH. The engine will be smooth but perhaps a shade more harmonic, but still very smooth. 6. CHT's will be all at or below 380 and usually cooler... like 350's 7. Dial up your aux screen on the G1000 and marvel at the efficiency and MPG. Its like 12 MPG on many days. Pretty darn good. Thats Chevy Suburban fuel flow at 220-230 TAS. With TKS you also get the 4X4 features! Pretty Cool! Other Acclaim Drivers, please share your approach. We all learn from each other!

no, I didn't write it that way. Can figure it out. Must be a bust with the site. Thanks

is it my computer or is the forum posting incorrectly?

I did the STC on the Acclaim. It's not perfect yet, but its an impressive climb. Performance on three flights: Elevation in Boulder is 5050 (KLMO). 34"/2700 full rich climb was a steady 1700-fpm climb at 120 knots. Baro was on average 30.25" (great weather lately) and 80 gal. of gas and me (220 lbs). Other two flight very similar. So the consensus at this point is the upgrade was well worth it to me. I won't use the 2700 rpm on every takeoff, but if I'm at gross, high density altitude, I like the extra 30 hp (and yes, it makes a huge difference). I also like it for breaking through an icing layer, or just getting on top faster. In terms of programming, there are some issues that remain. The STC does not yet address the G1000 for programming, but Matt at MidWest Mooney assures me he will resolve this ASAP. (Matt seems to be a great guy to work with as well). The Manifold pressure on the G1000 does not red line (as it should) at 34" since the G1000 must be programmed as an Ovation (need to trick the G1000) so it believes the engine is 310 hp, which it now is, but this leaves a manifold pressure issue in terms of programming since the TSIO 550G must not exceed 34" manifold. The non-turbo Ovation will never see 34", therefore, its mute, but very relevant for the turbo Acclaim or other turbo's if they are behind a TSIO-550G engine. This meant that the manifold pressure needed placarded until the programing correction takes place. This is a little troubling if you want to see a red-line indication. For me, I don't care that much, but for re-sale it definitely matters. I will have the controller dialed back to 34" so if fire-walled, the manifold will max out there, but this has yet to be done. The reason I want this is because N343BK jumps pretty fast and I don't want to play with dialing in the Vernier to peak at 34" (or dialing in 2700 on the blue knob). I want these both to be at 34"/2700 at firewall. Right now, that is not the case and its just one more thing to manipulate during takeoff. While not a big deal to handle, why not perfect the procedure without needing to monitor the throddle/RPM too closely. Id rather slowly dial in the power to firewall and look down the runway than scan for over powering the manifold/RPM. As far a unleashing the engine to do what it was built to do (310 hp), I still can't understand why Mooney de-rated the engine at the factory for 280-hp. I spoke to TCM before I did the STC and they said to go for it. Its what it was built to do. So the only thing I can imagine is trying to help ensure the engine goes to the stated 2000-hr. TBO. Anyway, its a marked improvement to an already amazing take-off. By the time I'm out of ground effect and wheels up, it's time to bring the flaps up because I'm at the end of the white arc, and at Longmont (KLMO) where have 4950 ft. of runway, that all happens before the departure end of the runway. This leads to my next quest which is to consider the Monroe Upgrade and wet out the wing. I often will fly from CO to PA (1375 nautical) and with a "little johnny" and a LOP setting, I could easily make it with this STC, so any thoughts from those that have it would be, once again, GREATLY APPRECAITED! I will keep the updates coming on the 310 upgrade and thanks to all who weighed in on this discussion!

First off ... thanks again to all for the great insight. That said, my wife feels less satisfied because I dropped the dough I was going to use for an extented vacation and I did the STC on the Acclaim instead. I gave her all your contact information! LOL. Seriously, It's not perfect yet, but its an impressive climb. Performance on three flights: Elevation in Boulder is 5050 (KLMO). 34"/2700 full rich climb was a steady 1700-fpm climb at 120 knots. Baro was on average 30.25" (great weather lately) and 80 gal. of gas and me (220 lbs). Other two flight very similar. So the consensus at this point is the upgrade was well worth it to me. I won't use the 2700 rpm on every takeoff, but if I'm at gross, high density altitude, I like the extra 30 hp (and yes, it makes a huge difference). I also like it for breaking through an icing layer, or just getting on top faster. In terms of programming, there are some issues that remain. The STC does not yet address the G1000 for programming, but Matt at MidWest Mooney assures me he will resolve this ASAP. (Matt seems to be a great guy to work with as well). The Manifold pressure on the G1000 does not red line (as it should) at 34" since the G1000 must be programmed as an Ovation (need to trick the G1000) so it believes the engine is 310 hp, which it now is, but this leaves a manifold pressure issue in terms of programming since the TSIO 550G must not exceed 34" manifold. The non-turbo Ovation will never see 34", therefore, its mute, but very relevant for the turbo Acclaim or other turbo's if they are behind a TSIO-550G engine. This meant that the manifold pressure needed placarded until the programing correction takes place. This is a little troubling if you want to see a red-line indication. For me, I don't care that much, but for re-sale it definitely matters. I will have the controller dialed back to 34" so if fire-walled, the manifold will max out there, but this has yet to be done. The reason I want this is because N343BK jumps pretty fast and I don't want to play with dialing in the Vernier to peak at 34" (or dialing in 2700 on the blue knob). I want these both to be at 34"/2700 at firewall. Right now, that is not the case and its just one more thing to manipulate during takeoff. While not a big deal to handle, why not perfect the procedure without needing to monitor the throddle/RPM too closely. Id rather slowly dial in the power to firewall and look down the runway than scan for over powering the manifold/RPM. As far a unleashing the engine to do what it was built to do (310 hp), I still can't understand why Mooney de-rated the engine at the factory for 280-hp. I spoke to TCM before I did the STC and they said to go for it. Its what it was built to do. So the only thing I can imagine is trying to help ensure the engine goes to the stated 2000-hr. TBO. Anyway, its a marked improvement to an already amazing take-off. By the time I'm out of ground effect and wheels up, it's time to bring the flaps up because I'm at the end of the white arc, and at Longmont (KLMO) where have 4950 ft. of runway, that all happens before the departure end of the runway. This leads to my next quest which is to consider the Monroe Upgrade and wet out the wing. I often will fly from CO to PA (1375 nautical) and with a "little johnny" and a LOP setting, I could easily make it with this STC, so any thoughts from those that have it would be, once again, GREATLY APPRECAITED! I will keep the updates coming on the 310 upgrade and thanks to all who weighed in on this discussion!

great idea! Thanks.

Thanks everyone, and I certainly appreciate feedback from Ovation 2/3 drivers as well. I was interested in acclaim drivers specifically because turbo operation is impacted very differently. For instance, the MP requirement for the acclaim is 34" at 2700RPM. Non-turbos will never reach this MP, therefore, fuel flows are also impacted. The STC states that fuelflow must matched to increased RPM and also should be redline fuelflow at takeoff to establish a benchmark for leaning at altitude. This has particular interest to me. Also, I was very interested from hearing from Acclaim drivers who already have it. Theory or marketing claims versus actual results. Anyone flying the 310 STC on the acclaim would be very helpful to hear what performance actually is. Thanks again. A lot of smart guys out there. Jose, I need to trust you on the math... LOL... my math SAT's will prove that I am not suited to be an engineer! )

any acclaim drivers out there who did the midwest STC for the 310hp upgrade?

I had a question for anyone who drives an Acclaim and has upgraded to the Midwest Mooney STC for 310 hp. Im interested in knowing if the increase from 280 to 310 was as dramatic as claimed and how the G1000 was upgraded to accolade the 2700-rpm. Any performance comparisons would be great to those who have this STC. Thanks!

Joe and others... here some new information. Any advise: I am considering removing my oil/air separator due to crank case pressure buildup in my Acclaim. I posted the breather tube issue and SB issued by Mooney for the same issue but my mechanic feels it might be prudent to remove it all together. Sure it may need a little more belly cleaning and oil, but at the risk it causes to the cylinders, I'd rather do that. Any thoughts. He also stated some other and better separators such as air wolf. Any thoughts? Thanks!

Scott. Thats good advise. Thanks. Going Flying now for no other reason to test. THX

Michael, Im Serial Number 104. You make a valid point ... is rigging worth an extra few knots. The problem for me is ... I'm completely a speed junkie (not the chemical kind). I bought right into the Mooney Pitch ... "We like to Fly. Fast". I believe in ROP, I believe in the 310 hp upgrade (climb and shorter take-off), and if they start production again and come out with a Type SS, I'd probably develop buyers remorse within hours. It's completely irrational, illogical, and un-defendable, but speed is what its about for me. Turbines are above my pay grade and besides, how do you beat the efficiency of the Mooney. Acclaim, Encore, 252s, etc. They are all simply unbeatable birds. All that said, how much would rigging cost, would I get 3-4 more knots, and how can I find out the answer. Can someone send me the contact information for Webers. Thanks

Hi Dan... please see below or click on this link. Dave. http://www.mooney.com/images/pdfs/sb-pdf/m20_312.pdf MOONEY AIRPLANE COMPANY, INC. SERVICE BULLETIN 165 Al Mooney Road Kerrville, Texas 78028 MOONEY AIRPLANE COMPANY, INC. 165 Al Mooney Road, Kerrville, Texas 78028 tel: 830-896-6000 www.mooney.com Page 1 of 5 THIS BULLETIN IS FAA APPROVED FOR ENGINEERING DESIGN SERVICE BULLETIN M20-312 Date: June 27, 2011 SUBJECT: Mooney M20TN - Crankcase Breather Tube Inspection and Cleaning MODELS/ SN Mooney M20TN Acclaim and Type-S Aircraft w/TSIO550G( ) installed. AFFECTED: TIME OF WITHIN NEXT 15 FLIGHT HOURS - Re-inspect at intervals not to exceed 100 hours time in service. COMPLIANCE: INTRODUCTION: Continental Motors Inc. has found instances of oil coking and deposit build up at the crankcase breather outlet tube inside of the left hand exhaust tailpipe, which could result in the engine exhibiting higher than normal crankcase pressures and or increased oil consumption. This Service Bulletin is to provide instructions for inspecting and cleaning of the crankcase breather tube outlet and/or replacement of the crankcase breather rubber hoses. The attached compliance card needs to be filled out and returned to Mooney Airplane Company upon completion of this Service Bulletin M20--312. INSTRUCTIONS: Read entire procedures before beginning work. BREATHER TUBE AND HOSE INSPECTION: 1.1. Turn master switch - OFF. 1.2. Remove top and bottom cowling per instructions provided in Chapter 71-10-00 of applicable MAC aircraft Service & Maintenance Manual. 1.3. Using a bright light source, inspect crankcase breather tube tailpipe fitting on the left side engine exhaust tailpipe. Viewing from tailpipe outlet look into the tailpipe and inspect for oil coking and build up of deposits at crankcase breather tube tailpipe fitting on inner wall of tailpipe (see Figure SB M20-312-1) . 1.4. The outlet opening is approximately 5/8 in. (.625) when clear. Inspect all rubber crankcase breather tubes for damage or cracking (see Figures SB M20-312-2 & 3) a.) If outlet is clear and rubber hoses are in good condition, proceed to step 1.9. - Re-inspect at intervals not to exceed 100 hours time in service. b.) If outlet has build up of deposits and/or rubber hoses are found damaged, proceed to Breather Tube Cleaning. BREATHER TUBE CLEANING: 1.5. Loosen clamp and slide hose from crankcase breather tube tailpipe fitting on left hand exhaust tailpipe (see Figure SB M20-312-2). 1.6. Using a hard wire brush and/or a scraping tool sized to fit inside the tailpipe fitting, insert tool into tailpipe fitting and break away any deposit build up from interior of tube. CAUTION: Care must be taken to prevent damage to the interior of tube and tube to tailpipe weld connection. Remove only deposits from oil coking. DO NOT use any graphite impregnated tool on exhaust pieces. MOONEY AIRPLANE COMPANY, INC. 165 Al Mooney Road, Kerrville, Texas 78028 tel: 830-896-6000 www.mooney.com Page 2 of 5 1.7. After removing build up, use wire bristle brush to clean any fine particles that remain and flush with Stoddard solvent. 1.8. Reinstall hose(s) onto breather tube outlet tube(s) and tighten clamp(s) (see Figures SB M20-312-3) NOTE: Replace any rubber breather hose if it is damaged or cracked using P/N 628555--45 (trim to fit). Per the engine maintenance manual, inspect the entire length of the breather system for blockage (FOD) and remove as required. 1.9. Re-install top and bottom cowling per instructions provided in Chapter 71-10-00 of applicable MAC aircraft Service & Maintenance Manual. 1.10. Complete log book entry. NOTE: Fill out compliance card and send by MAIL or FAX to Mooney Airplane Company as indicated on the attached Compliance Card (see to Figure M20-312-4) 1.11. Return aircraft to service. 1.12. Procedure complete WARRANTY: Mooney Airplane Company, Inc. will warrant labor 1 hour when corrective action is done in accordance with procedures of this Service Bulletin for aircraft currently covered under the Mooney Airplane Company, Inc. factory warranty program. REFERENCE 1. MAC Maintenance Manual (applicable A/C) DATA: 2. Continental Motors M-18 Maintenance and Overhaul Manual PARTS LIST: Refer to Continental Motors - Customer Service at 800.326.0089 for part procurement. Parts Kit P/N: Item P/N Description Qty 1. 628555--45 HOSE (.75 I.D. X 30”) Trim to Fit 1 MOONEY AIRPLANE COMPANY, INC. 165 Al Mooney Road, Kerrville, Texas 78028 tel: 830-896-6000 www.mooney.com Page 3 of 5 HOSE ASSY HAS BEEN REMOVED NOTE: INSPECT FOR OIL COKING AND BUILD UP OF DEPOSITS 5/8 in. (.625") WHEN CLEAR Figure SB M20-312-1 - CRANKCASE BREATHER TUBE INSPECTION HOSE CLAMP(S) Figure SB M20-312-2 - CRANKCASE BREATHER TUBE, HOSE AND CLAMPS MOONEY AIRPLANE COMPANY, INC. 165 Al Mooney Road, Kerrville, Texas 78028 tel: 830-896-6000 www.mooney.com Page 4 of 5 REPLACE ALL DAMAGED OR CRACKED HOSES IF REQUIRED ANY BLOCKAGE REMOVE AND/OR COKING LH SIDE VIEW 628555-45 HOSE P/N TRIM TO FIT (2) PLACES Figure SB M20-312-3 - CRANKCASE BREATHER HOSE INSPECTION MOONEY AIRPLANE COMPANY, INC. 165 Al Mooney Road, Kerrville, Texas 78028 tel: 830-896-6000 www.mooney.com Page 5 of 5 MOONEY AIRPLANE COMPANY KERRVILLE, TEXAS 78028 -- 1-800-331-3880 SERVICE (BULLETIN) (INSTRUCTION) NO.________________HAS BEEN COMPLIED WITH ON AIRCRAFT MODEL _______________ SERIAL NUMBER ________________ Tach. Time: Owner: N-Number (Reg. No.) Date of Compliance: Complied By: Form 07-0001 Inspection Report: MOONEY AIRPLANE COMPANY ATT’N: TECHNICAL SUPPORT 165 Al Mooney Road, North Kerrville, Texas 78028 PLACE STAMP HERE SEND TO: Mooney Airplane Company 165 Al Mooney Road North Kerrville, TX 78028 OR FAX: (830) 257-4635 Figure SB M20-312-4 -- Compliance Card

Really enjoyed reading on this post chain. I never had an airplane rigged and always wondered about it. I have an acclaim and would ask for opinions regarding the necessity of checking the rigging of a newer airplane. Did Mooney do that at the factory? Do they have a process to check it during the testing phase? Is there a good procedure to follow in flight that I can implement to check how straight my bird is flying? I would definitely take it to Weber or others if it's a good idea to do so. Final question... how many knots can one expect to gain in a best case scenario if an airplane is truly in need of rigging? Thanks for the help!

Joe ... brother Dave here. After a long talk with TCM, they feel pretty strongly that the issues with the cylinder longevity is directly related to the breather tube that terminates into the tailpipe. The tube builds carbon and restricts the breather tube and therefore the pressure inside the cylinder builds (measured with an airspeed indicator which is rigged to where the oil filler cap is). The indicator reads water head pressure converted through the use of the airspeed indicator attached to the oil cap during a good run-up. The test is called a blow-by test and anything over 90mph is a problem and indicates too much pressure inside the cylinders. With this restricted breather tube due to carbon build-up, poor line routing and perhaps even an undersized oil/air separator. the result is increased oil consumption and wear on the rings. This is principally the cause for reduced life cylinders. As a result, and SB has recently been issued to clean the breather tube at each oil change (50 hours) to ensure this tube is not restricted. I felt TCM was very knowledgeable on the subject and feel confident this is a correct assessment based on feedback from my service center. So Acclaim drivers ... sounds like a good idea to check that breather tube and make sure it stays clean. I hope this helps!