exM20K

I would want to know where that piece of metal and the shavings from the blades rubbing the housing went. -dan

@dkkim73 also note how the left side exhaust dumps under the fuselage whereas the right goes a bit outboard. The acclaim is burning 33-36 GPH in the climb, so that engine is making a lot more CO than 200or 210 HP engine. I don’t recall the full power/full rich fuel flow on my 231, but 150% of the 231’s horsepower is probably producing 150% of the CO. -dan

That’s about what I see. You are right about the versatility and capability of these planes. Big cruise numbers are fun, but quick climbs and fuel efficiency are what cut trip times. I figure that every fuel stop is minimum 20 minutes added to the trip, and the climb back to altitude costs 10 gallons with only 30 miles covered. If there is no compelling reason not to, for long trips I’m at 16,000 or 17,000, where the speed, comfort, and efficiency of an unpressurized piston plane are maximized for me. -dan

what sort of true airspeed were you seeing at 12,000 and that power setting? -dan

How good is your door seal? I have to put a piece of paper in the bottom corner, where it sticks nicely and reduces sound levels dramatically. That sort of leak will create a low pressure situation in the cabin and really suck in the CO. It is not uncommon to see 20's in the climb for me. It clears quickly, so I consider it NBD. Ditto on taxi back to the hangar. -dan

what has been the delta vs book in your experience with multiple examples. Mine is 8-10 KTAS in the mid teens. -dan

His first plane was a Mooney, and he did come cool things with a bunch of A*’s, including a turbine. What a life. RIP. http://www.bobbyallison.com/pilot.htm http://www.bobbyallison.com/pilot.htm https://www.nascar.com/news-media/2024/11/09/bobby-allison-alabama-gang-legend-and-hall-of-famer-dies-at-86/

@qwerty1 you may benefit from reading this recent thread.

I believe there is a torque test for the coupler, which I would do for sure. Bad things can happen when the coupler goes on a continental. -dan

You (and the POH supplement) are right, and I am wrong. Gauge read 2.3 on the ground. +3 (and a tiny bit more) gave me full, just like the chart you posted said it should. Precision in inaccuracy! Thanks. -dan

yes, had that new plane smell (feel) when it came back with warranty. -dan

The G1000 is generally not field repairable. O/H Exchange was like 2.5 AMU's last time I did one, and that was for a malfunctioning knob or pot switch. At least they warrantee the replacement unit. -dan

@Little Dipper that glare fence inboard of the wingtip lights was one of the most efficient ice collectors on my 231. At night, they would glow like neon lights. the unprotected wingtip will still accumulate ice, as will the landing light cover. (hoping the pic is right side up…..) -dan

Should be pretty straightforward to calculate. diameter (inches) * pi / 12 / 5280 * rpm * 60 even the big 210 prop tip is pretty far below speed of sound at SL. The T6’s always brought conversation to a halt when i worked OSH.

You are correct. Same in current supplement. I’ll probably refill to the top this week and confirm. https://mooney.com/wp-content/uploads/2020/12/SUPP0017H.pdf lazy design of the indicator. thanks.