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exM20K

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Everything posted by exM20K

  1. exM20K
    Welcome back. They're hard to beat if you have the right mission. -dan
  2. exM20K
    It’s not great, but it is ok flying. The real challenge if both displays go dark would be NAV. The best standby gauge placement I’ve seen is Diamond: Airspeed, Altitude, and Attitude w/ball are at the top center. There just isn’t a lot of room to put these things, especially when they’re steam gauges. The new all-in-one stuff is a lot easier to find space for.
  3. exM20K
    No. These traces are the run-up and mag check. I shut down after #3 went cold. Turning the right mag back on can get noisy and expensive with the unburned fuel/air in the cylinder and exhaust.
  4. exM20K
    I just lost my third Tempest fine-wire plug of the year this morning during the run-up mag test. The first two dropped the center electrode, and this morning’s failure is just a failure in the engine and on the tester. Has anyone here gotten any support from tempest for failed plugs, and if so, through whom? thanks in advance -dan
  5. exM20K
    This for sure. my TSIO550 goes through them like they're free, which they are definitely not. erratic readings is also another failure mode, but I agree, TIT and EGT will read colder and colder before they croak. -dan
  6. exM20K
    @201Mooniac Did you upgrade to the new Sirius radio? It's a pity garmin isn't offering something by way of trade-in. -dan
  7. exM20K
    This, in retrospect, was a very good choice.
  8. exM20K
    Wow. That is an astonishing mass of metal to remove for balancing something that is spinning so fast. Thanks for pointing this out. I’ve never seen a cut like that on mine, but it does look machined. props, spinning at a fraction of the rate a turbo does, get balanced with washers. -dan
  9. exM20K
    I would want to know where that piece of metal and the shavings from the blades rubbing the housing went. -dan
  10. exM20K
    @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
  11. exM20K

    LOP again

    exM20K replied to Danb's topic in Acclaim Owners

    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
  12. exM20K

    LOP again

    exM20K replied to Danb's topic in Acclaim Owners

    what sort of true airspeed were you seeing at 12,000 and that power setting? -dan
  13. exM20K
    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
  14. exM20K
    what has been the delta vs book in your experience with multiple examples. Mine is 8-10 KTAS in the mid teens. -dan
  15. exM20K
    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/
  16. exM20K
    @qwerty1 you may benefit from reading this recent thread.
  17. exM20K
    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
  18. exM20K
    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
  19. exM20K
    yes, had that new plane smell (feel) when it came back with warranty. -dan
  20. exM20K
    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
  21. exM20K
    @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
  22. exM20K
    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.
  23. exM20K
    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.
  24. exM20K
    My readout is accurate, as determined when I refill. I cannot imagine an overly pessimistic readout being engineered in as a safety measure. Many, many more mishaps happen because of fuel starvation or exhaustion. Would our planes be safer with deliberately pessimistic fuel gauges? -dan
  25. exM20K
    The concern with old fluid is that it will become acidic. The spec PH is between 6.5 and 8.5. If you’re concerned about old fluid in the tank, should be able to collect some and test the pH as you run the system, or else, you could dilute it with known, good fluid to get the pH back up. I have run mine down to less than a gallon, but I don’t think I’ve ever run it dry. dan
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