exM20K

Have you checked your detector? I just sent my 6 year old Tocsin unit in for sensor replacement. Sensor is good for two-ish years. Maybe another pilot near you has something you could borrow to check your device. -dan

100% agree. Especially in the winter, my clothes and kit can push 25# or more. As you say, bags and all the junk we carry in the plane (what does a wet cover weigh?) add up. In order to have a better handle on true takeoff weight, I carry a fishing scale (AKA: the fish reducer) in the baggage compartment. My briefcase/computer bag is 15# typically. My wife’s camera bag is pushing 35. So right there is a true 50# that would be easy to assess visually as 20. pity we can’t have truckstop-style CAT scales to optionally weigh our loaded aircraft. But “don’t ask, don’t tell” seems to prevail. -dan

It’s not obvious how this illustrates anything other than a competent multi-engine pilot executing a routine engine-out landing after a precautionary shut down. in a single, this event is about half as likely to happen. A competent single-engine pilot would divert to nearest suitable field when the OP starts going. An engine-out in a single is not a death sentence, but rather is something to deal with. As with twins, many do not make it into the stats because no substantial damage or serious injuries. I have quite a bit of multi time and may own a twin again some day (waiting on Bob Kromer to make me a smoking deal on a Blackhawk C90), but until I have substantial time in type, I am certain that I’m safer in my Acclaim. We pilots are a link in the accident chain some 75% of the time, after all…. Especially we high-time studs that know it all :-) -Dan

Every once in a while, I retract the flaps after initial level-off when I see I’m 10-15 knots slow. -Dan

@aviatorebthke a look at the window and door dimensions in a P210 vs a non-pressurized 210. Airtight bladder is a interesting and new-to-me solution, but it would be very difficult for the existing windows and door latch to withstand any pressure differential. Anything can be beefed up, of course, but there goes your useful load. -dan

Amen, Jerry. If a meridian or jetprop fit my mission, I’d buy one. with another 200# of useful load, I think the Acclaim is about the perfect HPSE plane. Range, speed, climb rate, operating economics are all excellent. -Dan

Yes, the TN can touch the yellow in straight and level flight at high power and low altitude. Since turbine conversions do away with the yellow arc, there is little practical use for more cruise power in the TN. -dan

Vle on the acclaim is 164 KIAS. Yours should be similar. speed brakes shed approx 20KIAS everything else constant. Gear extended is about the same I think. so next time, try to get to Vlo, drop the gear, pull the power, and pitch for Vle. -dan

...and a creeper, preferably one that has an adjustable backrest and height. And eye protection, of course. -dan

Ditto. I spent 20 years building trading systems, and the road to ruin is paved with in-sample data to which the model is perfectly fit. Out-of-sample (real-life trading) will often show dramatically different result. Mine came back with "All Hands On Deck" for four of six cylinders. 'Scoped them, and everything is jiggy. Whew. I did send them my photos and results so that they can perhaps learn the cause of my false positive, but with small samples, the likelihood of coming up with an over-fit model is very high. The rotator issue is a single malfunction mode which expresses itself in EGT traces. The multi-factor model is a whole different animal. I'm a big fan of what Savvy and @kortopatesdo with respect to analyzing engine monitor data traces, and I'm with @DXB: Cylinders get borescoped every 100 hours and at the annual. -dan

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

@Harrio PM sent

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.

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.

St George Island, FL, a skinny island in the Gulf of Mexico and a place I don’t leave my plane outside….

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

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

Audio is up

CAV Aero, for one. -Dan

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

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.

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

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

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.

In the Acclaim, you also go from 2500 to 2700 rpm, which contributes substantially to thrust on takeoff. I believe Ovation is similar. -dan