exM20K

https://apps.savvyaviation.com/legal -dan

I am a paid subscriber. I do not understand this question. If the analyst's comments to a prospective buyer are with my prior permission, then obviously we're all good in the hood. If the analyst is doing so w/o my permission, that's a problem for me. also, the email on savvy's website privacy@savvymx.com bounces. -de

Not necessarily, unfortunately. Last week I saw a serious started with the cowl plugs in. One was thrown to the side, and the propeller parted the strap connecting them. the other was sucked in as the engine attempted to fire. Nothing was damaged other than the cord, but I wouldn’t count on the propeller, snatching both of them out. If you have TKS, it’s also a good idea to avoid letting that cord between the spinner and the front of the cowling. The right circumstances get hung up on the spring nozzle for the TKS prop slinger. -dan

Not good. This casual approach to privacy and data ownership is similar to Blackstone labs and was cause enough for me to cease using them. I will check on a privacy opt out with Savvy, though this should be the default. this sharing does not appear to comport with their policies. https://apps.savvyaviation.com/legal -dan

Saw this at the Springfield, IL airport a few years back. Robins are notorious for putting their nests in the dumbest locations, and if eggs are present, I believe it is unlawful to move a nest.

Maybe, but it can also mean waiting on a tank. They are backordered for months now. And with that in mind, I’d be less interested in one with INOP O2. -dan

It depends…. I just went through this. If it’s the intake plumbing on one cylinder, that cylinder will be richer than the others at altitude and with a > ambient MP. I don’t remember what the TSIO360 intake looks like, but in the TSIO550, all the tubes are fed by the single throttle body, so unless the leak is right at the cylinder, they SHOULD all see the same MAP. If it’s the upper deck pressure line to the injector, (my issue) it will run lean. If you have an engine monitor that records data, do some slow mixture sweeps with high MAP. It should be obvious what is going on. Pressurizing the intake with CLEAN shop vac output and spraying some soapy water is pretty easy, too. -dan

Considering the Acclaim has one TIT probe and two turbos, it’s not obvious that the lean find is all that informative. Knowing the richest, last-to-lean cylinder is more useful to me. I’m not a fan of the CHT method as it is in no way normalized as is a 50* LOP EGT. Abnormally cold or hot days don’t mean my engine is making less or more power as measured by CHT.

Tom, Thanks for the update. I hope to see N994PT again some day. It was an amazing build. Nice work "flying as far into the crash as you can." PM/email if you need a ride between FL and MI -dan

@andrewniesen This may not be a terrible idea, with one financial caveat. First, my costs in the acclaim track what @donkaye and @Rick Junkin posted, but then there’s the odd annual like this year (2 turbos at hartzell’s “improved” (for them) pricing), mags, harnesses, recent prop o/h, $1000 battery, etc. These events will come along whatever you buy. I started in an archer partnership and bought a Cherokee 140 to do my instruments. For me, it was a good choice, and 30-some years later, my only regret is that the DA40 wasn’t yet a thing. My first X00 hours were learning about aircraft ownership, aviation decision making, and of course instruments. Like you, I was in a complex airspace (KTEB), and things just happen slower in a Cherokee. If I were again in your shoes now, knowing what I know now, I’d buy a DA40, which is a delight to fly, fast enough, simple, reliable, and modern. But here’s the caveat: trainers are stupid expensive. 2008-2012 DA40XLS aircraft are transacting at or above what they sold for new. Moonies, not so much. The only nit that I’d pick with Rick’s cost spreadsheet is that it doesn’t account for cost of money, which is obviously significantly more today than 3+ years ago. And insurance premiums scale with hull value. Of course, you’re not getting into flying to save money, but rather, I hope, to improve your life. I’d get a DA40, fly the heck out of it, decide if this flying thing is really for me. Then up or out is easy with an easy-to-sell plane. Good luck. It’s been a rewarding journey for me and mine. -dan

Some owners are unconcerned with burn test tags on interior materials. I used to be, too, until I had a chafed line drop burning insulation on the Pep Boys floor mats I had in my 231. Never again. I’m glad the ATSB noted the interior renovation and lack of burn tags, and I’m of course saddened by the loss of life in what must have been a terrifying final few minutes. -dan

I could do that, but I’ll have to frame it up as I can’t penetrate the wall. Thanks

Can someone here tell me what the inside diameter of the nose gear is? I’d like to make a rack for my sidewinder towbar so it’s not laying on the ground. -dan

No. He is an attorney. I’m grateful to him and CFO David for trying to resuscitate the company. It was not an attempt to flip the company, but rather it was an attempt to raise fresh capital. They failed to do so, and this doesn’t make them bad guys, and I imagine the whole endeavor was personally costly to them both. We all have a finite but unknown and dwindling number of years of work left in us and must make choices to best use the time remaining. …which is precisely why I ended my association with a manufacturer and product line that I am still fond of: I must focus on businesses that make money reliably while I’m willing and able. Hobbyists have a low success rate in business. -dan

https://www.aerox.com/repair-station-and-support/ they bought the Scott business

Yeah, the number of times I’ve needed that light is very small. I never trusted it to go off on its own, so I would have to linger in the hangar to see. In a world of LED flashlights and headlamps, I’m disinclined to spend a lot on this. -dan

After finishing up an interesting annual, I found a dead battery. Replacement was installed, and I noted the baggage light was on. The switch is spring-loaded, and it’s supposed to time out. Timer failure? The bulb is out, and TBH, my give-a-poop meter isn’t even quivering off the bottom peg considering how often I need a baggage light. -dan

@Ragsf15e do they tie out when the winds aloft are light and/or more aligned with the track? The Acclaim POH has an IAS->CAS adjustment table which adds a knot or three. -dan

Considering that there is a TIT probe on the right side only, using TIT to set power doesn’t seem really precise to me. I lean my 2 richest cylinders (3&5) 50* LOP. set power big mixture pull enrichen to 18.5 find peak in 3 & 5 take a picture of the engine page with my phone lean to 50 LOP in those 2 cylinders, which is usually about 65* LOP on the TIT gauge. add back an inch or so of MAP if fuel flow is below what I want (16.5 GPH) Mine is a Platinum Edition engine, which supposedly has balanced injectors. It runs quite happily down to 100* LOP or more on the TIT gauge. -dan

The POH power setting tables are crap IMHO. I suspect they are an artifact of certification standards rather than an indication that Mooney doesn’t understand power settings. The ROP settings are way leaner than what you’ll get, and LOP settings adjusted for OAT are stupid. The Best Economy settings cannot be duplicated in my plane (published FF is near or at peak TIT.). No matter… Mid teens… if I fly 30.5x2500, 100ROP is something like 22.5 GPH. I don’t fly cruise settings ROP. LOP, power is a function of fuel flow. Period. 13.7* FF is approximately the power produced. This table is a dog’s breakfast of various power settings. 18.7 != 17.6 != 16.4 in terms of power. And if you’re flying LOP and fixated on a MP/RPM combination, you’re doing it wrong. I fly 30.5 ish x 2400 @ 16.5 GPH. 16.5*13.7= 226HP, or 73%. Same FF at different RPM/MP combinations are very similar in IAS. I vary MP to achieve desired FF at desired TIT-EGT’s. so… 16-17,000, where I cruise most of the time, that is 203-205 KTAS on the G1000, which is 2ish knots below true-true. My plane has TKS, which probably costs 5-10 knots in cruise. It really is an amazing machine. -dan

Maybe this list could help. https://themooneyflyer.com/cfi.html -dan

Interesting, it looks like he doesn’t offer them that way for Mooney anymore. It’s worth a call to redline. The ones that lock over center work better in my experience. I moved to D42 quite a bit with one.

Works fine with the considerable weight on an Acclaim. I would, however, recommend the version that uses a locking lever arm over the old style “push down” version. Both are available new. I chose the old style because I didn’t want to change my hubcap and wish I’d gone the other way. But it’s not a big deal either way. This is in Florida. Up north, no bueno. Snow, slush, or ice on the nose tire really reduce the roller:tire friction. -dan

FWIW Ijust got 2 for my TSIO550G from Spruce, easy, peasy. I believe Eaton just blasted out a bunch to the parts distribution channels. Maybe Lycoming clamps are different and still on special? Price was $800 ish. -dan

Nicely set up and sorted Ovation. Can you elaborate on this? ….asking for a friend :-) -dan