exM20K

A couple of us at the Diamond booth bought these @ OSH in 2016. Shockingly, as of OSH2017, none of us had lost, sat on, or otherwise ruined these very expensive glasses. The manufacturer came by with a tool to measure the wavelengths of the light penetrating the canopy, and obviously they'd thought a great deal about this. They are really excellent sunglasses. Survey size of three gives three thumbs up. -dan

Thanks, Dan. Rosen sent me this from an Ovation (99 model). I think i'll give it a whirl but keep the protective plastic on just in case.

A non-Mooney-sized service person broke my pilot side visor. I find both the visor and the power chart useless, so rather than replace with an expensive Mooney part, I'm considring an expensive after-market Rosen system. I did search the archives, and can't find the answers to these questions: Do the Rosen visors cover the overhead lighting switches? Do the visors interfere with the cabin door? Does their size/bulk impinge on interior space? Any pictures of a G1000/DX installation available? None found via google image search. Thanks in advance. -dan

True. Also, the horizontal stabilizer is the last surface to wet (and the first to accumulate ice). I'd fly around with the system blasting away on high for at least a full tank or until the panel got wet. It can take some time.

Ditto the TSIO 550 G. 80* LOP is what I generally run.

It's in the chart I copied: 34"

You usethe same dull pencil as I do for assessing TCO! Reality includes $50-60 for engine reserve, something for props, brakes, etc, but you're probably not too far off the rental piston single price. -dan

ok - but these are not the same engine. Attached is a screen shot of the the operator manual. 210# is 36GPH, and that is the high limit

280HP runs 30.5GPH in the TSIO550 / M20TN. I haven't flown with the 310HP yet, and I don't have the POH supplement with me, but I believe it's set up for 33 or 34 -36 GPH at full power.

For sure. That's part of the STC. Sadly, there's no free lunch available: more HP=more fuel.

I didn't want to clog up the Springfield, OH off-field landing thread with this, and I think it's an important topic. I climb at full power in the Acclaim, and as an APS attendee and reader of the engine manual, I'm convinced that there is no additional engine wear or increased likelihood of catastrophic failure from climbing at full power. Higher detonation margins and better cooling at full power are undeniably "good" for the engine. What there is: increased safety. This incident has been widely written about, and it's a testament to the pilot's airmanship and the importance of climbing at a rate > engine out sink rate. The prop departed a Malibu on climbout from Aspen. It doesn't get much worse than that except for maybe being IMC instead of visual. This pilot was able to maintain control at best glide and return to Aspen. Amazing. My Acclaim is just now getting the 310HP STC, and even with only a puny 280HP, this plane will climb, at typical weights, at 1200-1400 FPM. Class B restrictions notwithstanding, I can well out-climb my glide, meaning passing a safe altitude for the impossible turn happens very quickly. To me, this is a really important safety of flight feature and well worth a couple AMU's to bump the power and climb rate. -dan

before you replace it, try whacking it a few times with a rubber mallet. The old-style pumps had a habit of seizing after a summer's disuse. You may be able to free it. -dan

news reports: http://www.whio.com/news/local/plane-lands-field-near-springfield-beckley-airport-osp-scene/uBTSIS1FeTV8pj1QTDPq1L/ Photo looks like gear down - hopefully it's a non-event.

The TKS panels really save the paint on a Mooney. Many M20's flown in the rain at high TAS frequently will have the paint eroded from the leading edge of the wings. It looks terrible and is not easy to patch. The TKS panel completely cures this cosmetic mess.

My guess would be that it fell off and you have no piston problems, but I'd want to know for sure. Compression test is useless. The shop should have or be able to borrow an oil cap fitted with an airspeed indicator. Refill the oil and run it up with this cap in place. It's the best way to know for sure if you've got a pressurized crankcase problem.. there's a CMI S/B that talks to this diagnosis. Your a&p should be familiar. Good lick

Meh: you can fly an ovation at "C" model fuel flows if you so choose. 55% is 10.2GPH for 170 KTAS at 10,000 according to the book. That's about 50 gallons with reserves for your hypothetical trip. The long bodies offer more room and more options for how fast/far you want to fly. -dan

There is an excellent knowledge course in the wings program advanced phase 1 IIRC. https://www.faasafety.gov/gslac/ALC/CourseLanding.aspx?cId=33 -dan

GFC700 and G1000/WAAS and FIKI are the reasons I bought an acclaim in stead of Bravo. You're looking at it right - or at least the same as I did :-)

Clay County Sheriff's Office has identified the deceased as Herman Steele. RIP. http://jacksonville.com/news/public-safety/2017-11-24/pilot-identified-fatal-crash-camp-blanding Vacuum Failure?

my comments at beechtalk: Plane is in a cached controller.com ad from October. It's possible the instrument rated owner listed in the registration had sold it and the registration is not updated yet.at 10:00 ATC: "Are you able to climb and turn?" Pilot: "I need to go out and do a long, flat approach" That doesn't sound like an instrument rated pilot with a vacuum failure to me.Controller adhttps://webcache.googleusercontent.com/ ... clnk&gl=us

Thread drift..... is there any way to get the voice stall warning to shut up? Non-pilot pax don't really enjoy bitchin' Betty hollering "stall, stall, stall" many knots above the real stall speed

From DW Davies, the 2.5 and 5 gal come with a HAZMAT charge for shipping. 1 Gal, even in the same total quantities don't. 55 Gal drums are great, but I just ruined about 30 gal with either a cheap pump's corrosion or drywall sanding dust (or both). the fluid now has floaties and is relegated to bug-sprayer duty for pre-flight surface de-ice. For me, the 6x1 gallon boxes are the best value. -de

What is the hull rate quoted and what what are the liability limits? FWIW, I paid 0.96% hull first year with very little M20TN time but a couple thousand M20T hours. When I asked for a quote on an M350 I was taking on trade for a Diamond, I was quoted 1.15%, and the agent told me that 0.9% was about as low as it would go with time in type. Mooneys are very cheap to insure (relative to PA46, at least). My renewal was at 0.65% hull. Unless you're looking for >$1MM smooth, the liability part should be not a lot - a few $ hundred. I suspect that lack of retract time is going to crank up the hull rate for the first year and require 25 hours of dual. Finding a qualified M20TN CFI from whom to get that dual is not easy. MAPASF may be able to help.

I'm curious: what is your TKS fluid extra supply strategy like for a long XC trip like this? In 20 years of flying tks planes, I've never exhausted my supply but always carry extra when traveling many miles from home.

For those that have done this STC to an Acclaim-S, can you show/tell where you put the aux tachometer?