exM20K

Maybe, but not likely. In addition to the annunciator panel red fuel low warning, there is an indication on the G1000 MFD, and, most importantly, there is a blinking red master warning right above the master switches and just left of the PFD. It is deliberately annoying and hard to miss. Regarding the evident steep dive on final: There was a mishap in an acclaim during which the pilot reported uncommanded pitch trim activation. Final Report here, but the investigators were unable to duplicate later. If the NTSB does investigate, and I hope they do, it is beneficial that the plane's wreckage didn't burn, and maybe there is something left to point to a probable cause. If, for example, they find the carcass of a turkey vulture inside the cabin or the pilot's seat locks disengaged, maybe there can be some closure here. -dan

It is a very strange one. The plane flew often, not a new owner, not terrible weather, and relatively clear ground and low terrain on the approach. Very sad.

https://asn.flightsafety.org/wikibase/502469 https://www.flightaware.com/live/flight/N242RE -dan

consider yourself fortunate if your IA found some sort of failure when he or she inspected the clamp. Inflight failure is a bad, bad thing. Can you describe or share photos of the failed clamp? -dan

Funny, this was just in a “Ask the A&P’s” podcast. The provenance of this SB was Cape Air and their 402’s run at high power and low rpm. According to Mike Busch, there were no other reports of issues, save for a handful of Cape Air reports and maybe one or two others. The SB is based on 4 reports? Good grief, there are thousands of these engines flying, so not on my top 100 list of things to fret. And, as @brandt points out, the -G isn’t on the list, probably because it didn’t exist them. -dan

If I’m not mistaken, that is Ron Gilbert’s old TLS. He was a very big part of the early mooney mailing list and created a Palm VII app to receive weather in flight. He had an engine failure in Michigan (again, IIRC) and quit flying. Pity about another mishap for that airframe. -dan

I will run mine down to the panel Low Fuel annunciator light, just like I did in the 231, as corroborated by the totalizer . That is in level flight. The warning comes on early in the descent. I have verified after many of these flights that the warning comes on at 8 gallons remaining. That is sufficient certainty for me should I need to use that last half hour of fuel. -dan

I don’t know if I’d go through the cost and aggravation to go Bravo -> Acclaim. Transaction costs, catch up maintenance, downtime, etc are significant, especially if importing a non-WAAS plane. The acclaim is faster and has longer legs, but unless your 90% mission needs the range, the trip time will be similar. In Illinois, where my plane is registered, sales tax alone would be the better part of $30,000, and unless you can run a trade through the seller’s balance sheet, sales tax is collected on the purchase price, not the delta. In your shoes, I’d take the money and do a modern Garmin autopilot and panel. I got WAAS-compliant with a 330-ES transponder, which was maybe half or a third the cost of a 335. It won’t do ADS-B in, but I don’t care. While out of production, you probably could find one. -dan

The unit and both batteries were bought new in late April 2021. -dan

This is a question for your lawyers and accountants, not one for internet strangers. -dan

Current model. Same as this works fine / no damage. New is over $2400 with shipping. $1850 pickup at KAAF or LL10 (Naperville, IL) or somewhere reasonably close to a line between those airports, or plus actual shipping and box. -dan

Same (see post #3 in this thread). I am, however, careful to select battery #1 when I'm running the B-Kool. I experienced a somewhat depleted #1 battery when on #2 for a long trip. Coincidence? not sure, but the fan does draw some power... Regarding block ice, I found that the 20# blocks were knocking the bilge pump off the bottom. Some genius on another forum suggested a piece of plexi cut to fit the shape of the cooler bottom and with a cutout the size of the bilge pump and some drain holes. I'll try to get on this before it gets too hot this Spring. -dan

There is a SB at least in the acclaim that permits a modification to the mixing box. Dunno if there’s anything for the Bravo. https://mooney.com/wp-content/uploads/2020/12/SBM20-308B.pdf plenty of heat for me, even at night, after that was done, though might could use a few more BTU’s in the descent at night. -dan

I agree. Even with my 50-hour-old cylinders, I don’t get above 385 rish in the climb to 17,000 at 33x2700x36GPH @ISA +15. Maybe continuing into the flight levels would heat them more, but I hardly ever go above 17,000. The new cylinders do run warmer but not alarmingly so. Cruise cooling is more than adequate. -dan

Welcome to Hartzell’s new, improved (for them) pricing. I was advised by a director of maintenance I trust that, pricing notwithstanding, O/H is the wiser path as they have seen more than a few cases of infant mortality in the new Hartzell units. People wonder how engines cost so much now…. A $4000 starter, $4000 alternator, a couple of $10,000 turbos and an exhaust system start to spin the big numbers on the total. -dan