exM20K

Good grief. I deleted that post almost immediately after making it as I find the drift into insurance and liability for hypothetical events icky, given two airmen perished, people on the ground, including children, were likely traumatized, and one of our members lost his plane… I really didn’t want to contribute to the ickyness. There are two families dealing with the loss of loved ones. They may happen along here. Im trying to be a decent human being, so I deleted my post, which you quoted within seconds. Please do the same to yours, and I’ll delete this one. My comment, which I immediately deleted was in reference to yours: “And if you are underinsured you are screwed for no fault of your own.” That is simply not so. It is the owner’s responsibility to adequately insure their plane. Why would you suggest Im suggesting anything beyond that? But, seriously: this is a tragic event for all involved. I’m thankful that the OP and family are OK, but mostly saddened by the loss of life. -dan

Very glad to hear you and family escaped injury. Sorry about your plane. Any word on the involved pilots? -dan

It is worthwhile to practice an “icing conditions” approach. Minimum airspeed in icing conditions is 120 KIAS. Maximum flap extension if icing has been encountered is 120 KIAS. Practice would be something like an ILS or GPS approach flown at >120 KIAS, takeoff flaps only and a full stop landing also with takeoff flaps only. Do you know your approach and stall speeds in this configuration?. It’s very different from SOP for me and good to perform in benign weather before trying it “in anger” -dan

Unfortunately, these dates coincide with my daughter's college parents' weekend. I would like to support the event, though. Are there other ways to contribute? -dan

Craig Fuller was interviewed on a sporty’s podcast a couple of mo the ago. He talked about the Flying Magazine purchase in terms of the content library being the most valuable piece along with the brand. This is not so different than Sportys buying the rights to Air Facts. But Sportys is using content for inbound marketing, which I think is smart. Content for content’s sake is hard to monetize. Probably the vast catalog of Aviation Consumer content is what he’s after. While it’s not obvious to me how he will make it all pencil, he doesn’t appear to me to be a dumb guy, and if he makes a go of it, then I think that’s a win for all of us in GA. It is also not obvious that the current Belvoir / AvWeb model could continue, especially with Sporty’s turning into a content engine. Things change.. -dan

Hangars protect a plane from more than just the environment. I can’t imagine what a hangar costs or how long the waiting list is in Sandy Eggo, though. -dan

@Pmaxwell have your ears stopped ringing yet? -dan

looking good, team Mooney. My YouTube skills don’t include cueing it to a time stamp. Starts at 1:40 -dan

Disuse is the death of engines. If there is corrosion on the cylinder walls, then expect oil consumption to be elevated, if it is not already. If you can get a $17,000 concession from the seller, you should be safe financially. Mine was topped 800 hours ago, and I’ve had no issues since. There was a history of disuse and corrosion on all six jugs. IIRC, the top was $2000-2500 per cylinder six years ago, and that was with a re-honing of the cylinders, not replacement. LOP/SOP/ATT since, and compressions, borescope, and oil consumption are all good. -dan

Your observed speed shortfall sounds about right to me. Does the Ovation POH have this note which is in the Acclaim’s?

Sure it would: Just throw a Kelly Aerospace air conditioner in the back. very little weight or CG change.

The Kelly Aerospace built-in unit for the Mooney is 11,500 Btu/hr, so your math seems about right. I use the B-Kool mostly on the ground and approach/landing, say 12 minutes (0.2 hr per flight). It is maybe half or 2/3 exhausted after that (using cubes), so 2000 btu's per .2 hour or 10,000/hr though you can't sustain it for an hour. Used for taxi, approach, landing and taxi, it is putting out approximately the same cooling as the Kelly unit, just with limited duration. I'd still consider the Kelly unit if I could get the lithium battery people's attention for an STC. I have an evaporative vest for use on a motorcycle, which is similar but worse. Once the water is fully evaporated, I have a nice, warm vest around my core! -dan

How would you handle a "bad" electrician, plumber, doctor, or lawyer?

The B-kool is fine. I had a breaker-protected outlet installed on the back bulkhead f the baggage compartment, which is a short run to the batteries. +1 on the remote. I find that block ice sloshes around and dislodges the bilge pump, so I stick with cubes. Considering the factory A/C cannot be used for takeoff, this is a 95% solution. Get a chest freezer in the hangar to store ice, and you’re good to go. -dan

I have never observed more than a few degrees drop in CHT when flying in the rain. -dan

Same. No issues with either the factory masks nor the ones set up for O2D2.

There’s a third camp of at least one: the total cost of servicing the O2 semi annually doesn’t even register in the total cost of ownership, it can be done along with an oil change for convenience, and I’m too busy/lazy to mess around with a cascade tank setup. -de

@Pinecone impressive range. I assume that was powered back and LOP? 130 KIAS is, I think, a very favorable spot on the L/D curve of the Mooney wing. I find very little degradation in cruise climb going from 120-130 indicated. -dan

@Rocket 305 is a CFII and Rocket owner based at 06C. If he doesn’t see this in a few days, PM me, and I’ll connect you. -dan

probably applicable only to NA aircraft. Your turbo gives only a few poops about DA on takeoff. Even no wind and MTOW, the 280HP acclaim is at 3400 ish ft over 50' Acclaim Type S 50ft TO.pdf

take off: yes. Landing? dunno. But that is the extent of the performance notes in the STC IIRC. Same deal for the 310HP Acclaim. -dan

I don't think the Rocket STC came with full t/o ldg tables

Landing def a bigger deal: Total Distance 3461' Ground Roll 2218'

Subscribe to ForeFlight Performance Plus. In the rocket, you'd probably be safe using Bravo T/O numbers, right? Heck, it's probably not that far off the Acclaim numbers since those are for the 280HP version. Lemme know if you'd like the Acclaim T/O chart from the POH. -dan

I had a set of drawings for my 231 that I gave to the buyer. They came from Essco https://www.esscoaircraft.com/collections/mooney