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About exM20K

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    LL10 & F47
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  1. But…. Spirit. I’d rather crawl across broken glass. I look at the whole thing differently. It’s not just about DOC $$$. The benefits of coming and going on my schedule and being able to carry stuff and pets that are a pain on airlines, maintaining some shred of dignity by not being herded like livestock onto the germ tube, and the joy and satisfaction of doing it myself are worth the extra $. of course, I’m rationalizing, but that’s OK :-) -Dan
  2. Right. The AC can drop temp by, say, 20*. Keep the thermostat at 80, and you’re circulating 60* dew point air. The weekly cycle down to 70 loads the house or hangar with 50* dew point air. So far, so good for us.
  3. That’s not how air conditioning works. The indoor evaporator coil condenses water vapor (humidity) out of the inside air. What you describe is why swamp coolers suck as air conditioners, as opposed to something like the b-kool.
  4. St George Island, FL, a skinny island in the Gulf of Mexico and a place I don’t leave my plane outside….
  5. This may work if the hangar is an airtight-ish building… at our SGI home, when we are not there, the thermostats are all set to 85*. Once a week, all three drive the temp down to 70* and then reset to 85. It’s said to be as good as holding a lower temp for wringing out the humidity. We are recording levels to see if true. Does use a lot less power. -de
  6. What causes exhaust valve failure? Inattention. This stuff doesn’t pop up overnight, so building a library of borescope images at 50 or 100 hour intervals will show when something is going bad. It’s not hard, even on the TN with the intercoolers blocking access to the top plugs. -dan
  7. CAV Aero, for one. -Dan
  8. Richard is a great guy who was part of the old Mooney mailing list in the 90’s before having anything to do with aircraft sales. He is probably referring to this. Of course landing in a crosswind requires uncoordinated flight, but it is very mild as compared to a hard, gotta lose altitude slip. 201’s probably less prone to this than 231’s with the heavier engine making the tail work harder. -Dan
  9. Fuel flow on the CMI system does vary with MAP. Do you lean when you reduce power in the descent? Good essay on leaning and LOP from the Dean of LOP here.
  10. I start with the end (fuel flow) in mind: set an approximate power setting (29 x 2400, for example). Lean till the last-to-lean is 50* LOP. Add back MP to increase FF to my desired level (17). Re-check that richest cylinder is 50* LOP. Operated my 231 the same way. -dan
  11. Congratulations. I hope your deal goes through. There’s probably nothing new that you don’t know here, but the aviation consumer put its bonanza 36 review outside the paywall... https://www.aviationconsumer.com/used-aircraft-guide/beech-bonanza-36/ -dan
  12. I agree with the behind-the-power-curve stuff and recommend learning actual Vso at various weights. A 1.2 x Vso approach speed will dramatically shorten the landing distance. Mooney approximates this as 70 KIAS in the Acclaim POH. I disagree with the slip technique.
  13. In the Acclaim, you also go from 2500 to 2700 rpm, which contributes substantially to thrust on takeoff. I believe Ovation is similar. -dan
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