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Showing content with the highest reputation on 03/19/2019 in all areas

  1. My issue with iPad technology as a backup for loss of primary instruments is it isn't being realistic in meeting the demands of helping a pilot when the failure occurs in IMC. That is no time to be distracted by setting up the iPad page and trying to verify you're getting good ahars data. Before you get that far the pilot could be in unusual attitudes and fighting trying to not over stress the aircraft. Just imagine turbulence in IMC such as probably the case here. The pilot shouldn't be taking his eyes off his remaining instruments for more than a couple seconds, if conditions allow. If the failure occurs in VMC conditions, such on top, and the pilot needs to descend through a thick IMC layer, then by all means the pilot has time to set up his ipad (synthetic vision with AHRS or primary instrument display) and verify level pitch while in VMC before entering IMC. Recall the Bonanza pilot and his pax that didn't survive more than a couple minutes trying to descend through a IMC layer; an iPad fed by an ADHRS could have saved their lives. But contrast that with what we know of this downed M20C. All we know is that the pilot communicated a loss of Attitude. Its also looks like he was IMC and experiencing significant turbulence. (A local pilot on the BT thread remarked winds were forecasted to be 50-100 mph, even if that is an exaggeration other pilots remarked turbulence is very common in that area of the mountains with any wind. Until he fell off radar at the end he was doing a pretty good job with altitude but you all saw the radar track.) My point is even if he had the iPad with an ADHRS feed he would have had a very difficult job trying to get it set up all the while he was trying to keep the wings level and pitch level in turbulence; especially with a portable ADHRS. Thus counting on having the extra bandwidth to get that setup and confirm wings level attitude when likely you have never looked at that in flight yet isn't very realistic IMO. What you do see may not inspire much confidence if you weren't able to confirm the data in VMC either. (A panel ADHRS source like a GTX-345 would be much more reliable and trustworthy.) Consequently the only backup's you can really count on is the one already in the panel that has been on since takeoff and allowing you to cross check against your other instruments. Pulling anything out in the heat of battle should a failure occur at the worst time isn't going to be much of a help if any, and possibly portable ADHRS is more of a distraction than value if the pilot loses control before they get it working; especially if it has to be relocated because of the turbulence. Although backup instruments are a great addition to save the day with such failures, the other thing these events should be inspiring us in is to maintain our partial panel skills. Such as in doing IPC's which requires partial panel work. All of us had to demonstrate partial panel to get our IR. That shouldn't be the last time we were capable of flying partial panel. So we really need both, reliable backups and to keep our partial panel skills practiced on the equipment we fly. Only the modern glass panel with glass battery backups relieve us of the need for our partial panel skills but we still need to practice using our backups.
    6 points
  2. A few months ago I flew down to the good people at Mooney in Kerrville, TX to have them complete the tail Service Bulletin that came out in December. During their work, they discovered both of my batteries were never secured by the screw down clamps and safety wired. My #1 battery was all scratched up and gouged from bouncing around for 11 months and completely out of it's containment tray. The battery had severly damaged at least 12 wires back in the avionics compartment, and the wires had to be replaced. I was delayed 1 and 1/2 days at Mooney because of the wiring that needed to be replaced. I was very lucky I didn't have a fire or some type of failure during the last 11 months while flying as high as 25,000 feet. My annual last year was accomplished at a MSC that's been in business for 30+ years. I use to live by the motto of "Trust, but Verify", now I just don't trust anymore. It's sad that its come to that, but my experience is that some people just don't do their job, get distracted, and never finish the work properly. All at the aircraft owner's expense, after paying $5,000+ for an annual. There's been too many instances where I go in for maintenance, and they screw things up badly. It's happened at every annual for the last 3 years. When I speak to the owners or shop foreman, they advise me that their senior guys are retiring and it's hard to find anyone experienced. At my last annual, I barely recognized anyone from the year before. They tell me it's a big problem. It didn't start out well, when the young mechanic working on my plane at my last annual last month tells me, "I incorrectly installed a part in a Cessna Centurion a few years ago, and it almost killed a family of four". I'm not trying to discredit MSC mechanics, I'm just trying to make owners aware that when the plane comes out of maintenance, there's a GOOD chance that something got put back incorrectly or forgotten. WE are the last line of defense!
    5 points
  3. I do have empathy for the late M20C pilot’s situation. I have flown numerous hours in bumpy IMC using a single AI powered by one vacuum pump. My luck was better than his.
    4 points
  4. You can make it fly level hands free. You can’t fix a heavy wing with travel boards on the ground. You need to adjust it, fly it, then adjust it some more until it is right. you want to get it so it not only flys level but also stalls level. Too bad you are so far away, we could have a day of plane tweaking.
    4 points
  5. 140. Yup. theres three kinds mathematicians - those that can count and those that can’t.
    4 points
  6. I think the most successful backup tool is the one you are most accustomed to using routinely. As @kortopates notes, if you're fumbling to set up synth vision on your ipad in turbulent IMC after your glass panel goes out, it may not work out so well - you'd better first focus on the attitude instruments you have left in the panel. But the same problem exists if you only vaguely remember that it's possible to fly pretty accurately on ASI, TC, and altimeter in your 6 pack after your vac pump bites it. If you practice partial panel regularly (how many of us really do this?) it will likely be ok. Likewise, if you reference synth vision on your ipad as an added tool during approaches, that may feel quite natural also and offers quite a bit of extra info. Except for a few holdouts, we all have these things on our yoke now - we might as well get comfortable with how to use them to get out of a jam alive.
    3 points
  7. I've been there- a heavy wing is very annoying, really messes with your hand flying in the clouds too. The pertinent advice has already been given above. There is a trial and error component, so it has to go into the air after each adjustment. All MSCs are not equal in their abilities as I'm sure you've noticed. In case you happen to spend time in the Northeast, Airmods in Robbinsville NJ is outstanding at the rigging stuff. They got mine flawless in about 2 hrs of work - it will put a smile on your face the first time you fly it without the roll tendency.
    3 points
  8. Agreed, and I wouldn't ever suggest that the iPad is valid as a primary backup. But it can be very useful in the right circumstances. Often times my iPad stays in the bag on the seat next to me. It's a short flight, I know where I'm going, and it's VFR. But certainly when I know I'm going to be IMC for a period of time and/or shooting an approach in IMC, the iPad is up in it's mount with the ADHARS either on the screen or a single click away, before take off, or long before encountering the expected IMC. It's not ever the ONLY backup, but it's not just a toy either. FWIW... I've never owned a Mooney that didn't have two AI's in the panel. And now with the AV20S, I have three. Although at the moment, I'd use the iPad before the AV20S.
    3 points
  9. My Ovation has no vaccum system. It does have a G500, two batteries, two alternators and a backup digital AI in case the G500 fails. If that fails I have a FS 210 that sends AHRS to the iPad. If that fails I have a Sentry that sends AHRS and GPS position to a second iPad. If that fails in IMC then it was just my time...
    3 points
  10. I'm too old to remember my password. If it wasn't saved in the computer, I would never be able to log on.
    3 points
  11. A while ago, I published that my flaps would deploy and would not retract. After some extensive troubleshooting, it was linked to two sealed relays. Each micro switch in the circuit was methodically checked and found OK. The relays are hard soldered to a circuit board. Mouser electronics helped cross match the relays from the currently installed part. I looked in my service manual, but could not find any information on the relays. The new relays were installed and worked flawlessly until last week. Same problem occurred! I never found a "Smoking Gun" on the first replacement, so although the problem was solved, I could not conclude how these relays got their contacts fired. We use hundreds of relays in control panels at work and I have very seldom had relay failures. So why? It turns out the Flap Target was too close the the contact wheel of the micro switches. With the aircraft on the ground, and flaps at takeoff position (and Gravity doing its thing) the separation of the target and the switch contact was enough to drop the circuit. BUT...... when the flap were generating lift, it moved the target fractions closer to the switch contact and created relay chatter. Ill admit, this was discovered by accident when a friend in the hangar happen to lift up on the flap when I was staring up at the flap motor. Sure enough, the relays started humming and the motor started pulsing. Its a wonder they lasted as long as they did!!! Just wanted to pass this along. This site should be all about passing on information to solve problems! Rick
    2 points
  12. "something cheaper" often ends up being significantly more expensive in the end when it comes to airplanes
    2 points
  13. I had this exact same problem with my F. It flew pretty decent, but during my first annual the A&P noticed the rigging was out of spec, so he broke out the travel boards and rigged the flaps, rudder, and elevator to spec. After that, the wing drop was really bad. He "fixed" it by dropping a flap and it flew slightly better. Before you start "fixing" it, you need to know if they ailerons or the rudder are the problem. With your feet on the floor, hold the plane level with the yoke, if the ball is centered your tail and rudder are fine. Repeat with using just the rudder pedals, if the ball is centered, your tail/rudder is the problem. At Oshkosh I talked to Don Maxwell about this and he said he sees this commonly with A&P's who are used to working on other planes. My rudder was fine and only the ailerons were off, so he offered me the following advice: First, put the flap back where it belongs. Fixing this with the flap adds a lot of drag and does little to stop the roll (that whole moment arm thing). Second, check the ailerons with the yoke level and see if one is higher than the other, if so, get them level. (That fixed my problem, so I stopped there.) Third, bend the trailing edge of the aileron on the "heavy" wing up slightly. This will act like a trim tab and push the aileron down raising that wing. A tiny bit of bend goes a long way, fly, rinse, repeat, until it flies straight. If the rudder/tail are out of alignment, I can't offer you any advice... other than call DMax and see what he recommends. Oh, your step has virtually no bearing on this. I've flown with mine up and down and can't tell the difference other than it flying a lot slower (again, that whole moment arm thing).
    2 points
  14. If anyone's looking for a top of the line J, this is probably the one. I like that you list the UL in the ad. It's a beautiful J.
    2 points
  15. If you have all the history of W&B revisions, do this: Open up excel or another spreadsheet, start from how the plane left the factory and work forward. Some pieces of equipment will go in, some will come out, and at the end you should have something very close to or matching the most recent W&B, and if not it can help you spot an error. It may consume some time but I think its worthwhile. But as a gut-check, with 2 in the front and 100 lbs in back you will be fine If you put 2 adults in the back seat it will start getting aft fast...
    2 points
  16. Just remember, when it comes to avionics, there is no such thing as a stupid pilot, only pilots who didn’t read the manual. [emoji1787] Sent from my iPad using Tapatalk Pro
    2 points
  17. The GPS constellation is in a continuous state of flux. In order to aid in acquisition time, modern gps units maintain an “almanac” of ephemeris data... basically the coarse positions of all the satellites. As you use your GPS, this data is also downloaded into the receiver and updated. If you haven’t used your GPS in a while, it’s almanac will be out of date, and it won’t be able to compute your position without re-downloading the entire almanac first. The almanac is re-broadcast every 12.5 minutes... thus...it shouldn’t take more than 25 minutes to re-load the almanac. My guess on your issue: either your antenna has failed, the wiring between the antenna and the unit has failed, or the unit itself has failed. If you had a clear view of the sky, though, and flew for 90 minutes... then you most certainly gave the system enough time to download a new almanac. oh, if GPS was being jammed in your area- you also wouldn’t get an almanac... but that should have been NOTAM’d.
    2 points
  18. The oil pressure went to zero. The tech who looked at it in MD believes that the main bearings failed, after having ruled out all of the other simple explanations. There was no indication of any problem prior to the failure. The engine shop still hasn't torn down the engine, so I don't know for certain if that is the cause. About 15 years ago I had an engine failure in a -GB engine on another K model. I didn't make it to an airport in that case, but I was able to land on a road with only minor damage to a wingtip. Ever since then I am constantly asking myself, if the engine failed RIGHT NOW, what would you do? I am not a big fan of night hard IFR as a result of these incidents .
    2 points
  19. I wish you guys would stop with the new toys that I really ought to have.
    2 points
  20. Obviously IPad with an Ahrs works pretty good as a backup of last resort, and I’d use it if I had to. I think the AHRS in my gtx345 is pretty accurate & stable. It’s the Bluetooth connection and occasional ipad/FF restart that would worry me. I’m gonna get an AV-20S as a backup ADI. At least it’s purpose built and has internal ahrs. One other thing I think about as a backup... if I lose the ADI, get the autopilot on asap if not already. My stec30A is rate based, which is usually a drawback, but it works just fine without the adi. Use the heading bug and gentle trim/power adjustment to get on a good instrument approach or better yet, get vfr.
    2 points
  21. On the apple site there is only the new mini. There is no reason to buy an old model, the cost saving is not really significant. For some things, like TV sets where they have a new model every year and don't change that much between models I think it makes sense to buy the prior year version. But in case of the mini it has been several years. Your new mini 4 will be obsolete several years earlier than your new mini, a false economy. I plan to buy the 256GB + cellular version for $679. 256GB because you can't upgrade storage, and you can never have too much. Cellular because it is so convenient and has the GPS chip.
    2 points
  22. I do not buy the Ipad as a back-up thing. In an emergency situation, you want to quickly find and use traditional instruments as back-ups. You want the back-up instruments to be ready, waing, working and available at a glance. With a heightened level of anxiety, even small changes in procedures or thought processes can be problematic. The cost of additional equipment to insure a seamless transition is negligible when compared to the consequences. I have 3 artificial horizons in my plane, G66, Vac AI and electric AI. Yes, there is a story to that. I started out with a steam gauge panel, with a vacuum artificial horizon and a 2" electric one. When I bought the G600, I though of taking out one, but then realized that: 1. If I had 2, it may take more time to recognize the problem. If I had 3, I can see immediately which 2 correlate, and thus see which is bad. If in IMC, that can save precious time. 2. There is no fussing with transitions, just fly the remaining 2 and cross check 3. I realize there is a push to get rid of the vacuum pump, but in my situation I have redundancy in instruments and also have redundancy in what drive them. All my back-up instruments are traditional gauges. The new electronic stuff is real nice, but it is still a computer. John Breda
    2 points
  23. I think a brand new D3 is under 800 bucks. Edit: $879 https://m.aircraftspruce.com/catalog/avpages/efis10-06727.php
    2 points
  24. My mission is changing (upgrading) and N44ZT is on the market. I fly her regularly (100-150 hours per year), I defer no maintenance, and she's fresh off her annual. She's ADSB ready, has numerous upgrades and is an IFR machine. Contact Performance if you're interested! https://www.controller.com/listings/aircraft/for-sale/31473371/1992-mooney-m20j-mse
    1 point
  25. When you have it rigged really well... Still expect the wings to drop, one side or the other, based on cabin loading and fuel level... My 65C was able to follow a black ‘magenta line’ in Smooth air... black magenta line = LCD G186... I tried on one flight to see how well balanced its rigging was... it did incredibly well, hands off, using weight shifting, by the pilot while the other three people were sleeping.... turning to the left is hard... The pilot’s head runs into the window... Cg related, Side to side... yes. front to back... no. Nobody usualy discusses lateral Cg very often... rudder trim is used for lifting heavy wings... when the rigging is properly set... Best regards, -a-
    1 point
  26. when the plane was listed in 2014, it had 400 hrs since it was topped at 1620tt, now it has 120 hours on 4 new cyl, 1850 tt. 500 hours on a top isn't much, engine would concern me.
    1 point
  27. There is a setting in FF available when connected to the 345 that limits visible traffic to only the traffic in your hockey puck. I don’t remember the exact name, but it is something like “Hide Distant Traffic.” Hope this helps.
    1 point
  28. Not to mention alternator, starter, propellor, mags. I would strip and repaint the engine frame (you can do yourself): Tom
    1 point
  29. All good points! None of them justify the “little more than toys” comment. If you’re having that many problems with the solid-state iPad with software that has likely been revised at least 10 times, then some troubleshooting is in order. FlyQ locked up on me exactly one time in the last 10 years and that was one of the earliest versions of the software. If your iPad is failing in the cockpit due to overheating then I would suggest you find a cooling solution (Just like you would for an instrument in the panel). The only time I’ve seen an iPad malfunction is when someone leaves it in the aircraft, in the sun for an extended period of time, an unlikely event in IMC. I didn't disagree with anything you’d said until you referred to some of the most revolutionary cockpit tools we’ve ever seen as little more than toys.
    1 point
  30. Look here: https://www.mooneysafety.com/proficiency-programs/ The schedule of locations is on the "Register" page.
    1 point
  31. You may know that your plane was built in late 1963 but it is #132 of 366 1964 M20Es. There's no such thing as a 1963 E. Think model year as with automobiles: http://www.mooneyevents.com/chrono.htm (The date showing on the government data base is not correct.) But you probably know that. Random thoughts on rigging: Did the MSC use the Mooney rigging boards to adjust the flaps, ailerons, and rudder? That's just step one. From there tweaking really requires a certain amount of experience and test flying. These planes were hand built. Does your step retract completely? Hand crank? Wing drop can be speed sensitive. (And possible CG sensitive as you seem to be experiencing.) If the problem is the ailerons or the flaps you might get it to stay level with the rudder but you don't want to do that. It ain't elegant and it will cause drag.
    1 point
  32. I think you’re doing a prudent thing- apply for the ferry permit- it will only be good for a single flight. They may ask you for a date range for which it’s valid, too.... really- the thing is more CYA for the FAA than anything- you aren’t actually required to submit it or phone in or anything... just carry it with you in the plane. timeline from submission to FSDO inspection to issuance of the letter was about a week. That was back in 2011... not sure if it will take longer now- suppose it depends on the region. Good luck!
    1 point
  33. I’ve never lost the GPS signal with the onboard unit, even in my all metal hangar
    1 point
  34. You should turn the ELT off when fiddling with the antenna, and I'd even disconnect the antenna cable at the ELT before working on the antenna. This will help protect the output of the power amplifier from any transients or static discharge while you're handling the conductors around the antenna. If the ELT transmitter comes on (inadvertently or for whatever reason) while the antenna is missing or disconnected it can damage the transmit power amplifier. Likewise handing the output conductor via static discharge (from a person or a tool to it). Once you're all done with an antenna replacement, execute the self test and make sure it can be heard strongly on a 121.5 receiver. That'll let you know that the amplifier survived the entire process.
    1 point
  35. Yeah.... but ....does lightening ever strike three times?
    1 point
  36. I know what you are saying, and it still may be difficult to see over the cowl on approach (given the size of the radial engine up front) but a T28 is a tricycle gear aircraft, not a tail dragger.
    1 point
  37. Let's see who she is . . . Does this help any? Seriously, she is supportive of your flying; she encouraged you to buy a Mooney; she wants you to refurbish the seats. So fix up your seats now! Get it done while she is still happy. Keep her happy with the plane by making your flights more pleasant for her, and for you, too. You already have permission.
    1 point
  38. I thought it might make things easier to rig the entire gear system. Haven't done it yet. With hard rods 4 ways its a goat rope sometimes. Change one preload-change them all 4 vs 2 Would have to measure them to make sure they are exactly the same length. It would probably take a Letter of "No Technical Objection" from Mooney to make any sign off legal. I can't just put them in without a legal sign off. Still thinking about it.
    1 point
  39. You think my password "Iseefatpeople" can be hacked? Hope not.
    1 point
  40. I guess on a positive note, you got yourself on the ground in one piece. A total catastrophic engine failure with no warning is my biggest fear when flying over the frequently inhospitable areas I fly. What happened, and were there any clues that any of us might learn from your unfortunate experience?
    1 point
  41. Engine swap is pretty straight forward. Having a meticulous iA that knows the ins ands out of an aircraft and where to spot any “gotcha” items is a whole other story.
    1 point
  42. 1 point
  43. A GPS 6pack of any sort is indeed quite a bit better than nothing. An IPad with AHRS and synth vision would be very usable. The issue is not that these are “toys”. Far from it. They’ve brought a great deal of redundancy and situational awareness to the cockpit at a value previously unseen in GA. In my opinion, the issue is the unidentified AI failure that is only recognized after the airplane is in an unusual attitude and the pilot on his way to disoriented. If the situation is not rectified in an immediatel but calm and smooth manner it will likely be exacerbated by panic and overreaction. A second AI is a great idea, but training partial panel and having a very bright, low vac annunciator is is just as important. No gyro turns from straight and level are something most of us could do proficiently. Recovery from a descending, steep turn in IMC while disoriented? Not as likely...
    1 point
  44. It is a great outfit Miss wearing it everyday
    1 point
  45. We were all taught to practice partial panel, but sadly in an emergency it hasn't worked out well. The FAA eased up requirements a few years back and encourages a 2nd attitude indicator in place of a turn coordinator https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC91-75.pdf
    1 point
  46. Sadly, I agree. We've had a couple other CFITs at night in just the past week, much like this one. One was another VFR only pretty new pilot who took off at night, but departed VMC into IMC into a low clouds without following the ODP turning into a hill - pilot dead, instrument rated pilot on the right seat survives. Then another C172 left LA area headed to vegas at night and also hit just below the ridgeline of canyon wall at about 3000'. This wasn't an isolated mountain like Mt Diablo but flying from the low desert of Palm Springs to the high desert of Joshua Tree area that encompasses a large area at ~3200 right ahead of him. Very possibly following the 62 highway to navigate just below him. No survivors. Those that want to wait 18 months to see the NTSB report rather than speculate are fine to do so, but seeing these happen over and over again I don't need to wait to learn that lack of flight planning coupled with low level flying, especially on dark nights, kills, as does IMC into VMC.
    1 point
  47. I think of it as continuing education and I feel it is very useful to me as a matter of reminding myself how to behave and make decisions even if In principle, yes I already know.
    1 point
  48. So therefore I think I will buy a new airplane for the drink holder!
    1 point
  49. It sounds to me like you’re being very realistic in your expectations. I've said this before, there are caveats associated with the operation of any aircraft - regardless of the number or type of powerplant. The big thing when it comes to singles is when the engine quits on you, you will be landing shortly. Hopefully, as a result of dumb luck or good judgment, you’re VFR over survivable terrain because you'll be “up close and personal” with it in very short order. You can rationalize and play the odds all you want, but never forget that it is just a matter of time. If you fly enough you will have an engine failure at some point and you won't be able to select when or where it happens. The big caveat when it comes to flying a twin is that when that engine quits on you, you had better have made the required investment in training and have the prerequisite level of skill and proficiency to avoid turning the airplane into little more than a lawn dart. A properly flown twin operated by a proficient pilot within its limitations is inherently safer than a single. If they are not operated that way, they are more dangerous than a single. I'd guess that the majority of the non-professional light twin drivers and many of the "pros" would be safer in a single. It takes a lot of effort to gain the necessary proficiency and even more to maintain it. That's dang tough to when your recurrent training involves little more than a basic flight review with a CFI every couple of years and you’re only flying a 50 to 100 hours a year. It also takes judgment and discipline to operate a light twin in a manner that doesn't severely compromise their inherent limited OEI performance capabilities. Just like in a single, you can play the odds all you want in your light twin, but never forget that now you've got two engines so you've got twice the likelihood of a failure in any given period of time. All of this takes money. Proper maintenance and training doesn't come cheap regardless of what you're flying. Single-engine performance in nearly all piston-powered light twins including the Cessna 340 with all of the engine increased horsepower STCs is abysmal. They have two engines because they need two engines. Loss of power is the primary culprit. Remember, normally aspirated aircraft lose power with altitude. An aircraft's climb ability is directly proportional to the amount of "excess" power that it has available vs. what is needed to maintain level flight. For example, if a 200 HP normally aspirated airplane requires 100 HP to maintain level flight it would (at SL, ISA day) have 100 "excess" HP to use for climb. At 10,000' MSL, the engine might only be able to produce 130 HP, leaving it with a 30 HP surplus. This is also why light twins typically perform so poorly on one engine. Take, as an example, a twin Comanche with two 160 HP engines. If that airplane required, say, 150 HP to maintain level flight it would have 170 "excess" HP to climb with. If it lost an engine, it would have lost 50% of its available power, but with just 10 "excess" HP, it may have lost 95% of its ability to climb. This, of course, will also apply to all other light twins and is the reason why turbocharged aircraft perform so well - you would be able to maintain SL power up until you reached the "critical altitude" for the particular engine. In some cases, this can be as high as 18,000' MSL. Weight is the key to the safe operation of ANY propellor driven piston or turboprop twin light aircraft. Airplanes have better performance when they're not flown at maximum allowable weights. It's that simple. It's too bad that many (most?) twin pilots don't seem to understand or care about this. It takes real discipline to operate these aircraft in a manor that will insure safety. The aircraft manufacturers don't help much either. About the most information they give you on piston twins are the almost universally ignored accelerate/stop charts - after all, they're so restrictive. And whenever a manufacturer or modifier comes up with something that does enhance single engine performance, hence increases safety (ie VGs, increased HP mods like Ram conversions, etc) they almost always seem to up the allowable gross weight just enough to bring the performance back down to barely enough to meet certification requirements. The result is that, in spite of having installed all of the available mods to enhance safety, pilots end up adding payload to the aircraft which once again means that they end up flying airplanes that will meet - but just barely - the certification minimum requirements and that's if they happen to pay attention to the weight and balance and other limits. I love the 340s, they are great airplanes and most of them are equipped with all of the whistles and bells, which means that you will have a whole bunch of stuff to learn on top of just learning how to fly a 340. Oh, and find one with air conditioning. You won’t like it if it doesn’t have airconditioning – even in your neck of the woods. I like the electric ones as opposed to the factory’s engine-driven option. They’ve got weather radar. Take a course on how to properly operate and interpret it. There's a lot to know about tilt, gain and attenuation. A lot of guys who think they know how to use it don't - even airline captains. Radar shadows can get you killed. Sportys has some courses. Without proper training, you're probably better off not even turning the thing on. The 340 is a high altitude traveling machine. You’ll spend a lot of time in the lower flight levels – that’s where the airplane is most efficient. You’ll want to spend some time doing some refresher training on weather and IFR procedures. Get two books, Weather Flying by Buck and Instrument Flying by Taylor. If you've got older editions, spring for the newest editions of each. It will do you good out in the real world. Also spend a little quality time on this website: http://avwxworkshops.com Like I said, you've got a lot to learn and this guy can help you learn it. I would also suggest that you spend some time learning about LOP. It's probably not something that worked very well in your M20J, but it's definitively something that you're going to want to do in your 340. Your wallet and your engines will thank you for it. These guys are as good as it gets when it comes to LOP operations and training: www.advancedpilot.com If you can't make their course in person you can take it on line. When it comes to systems, everything is real straight forward EXCEPT for the fuel. Pay close attention to the fuel system. Know what each of the pumps do. Remember, especially when it comes twins, currency does not equal proficiency and there are few things potentially more dangerous than a non-proficient light twin pilot. Simcom is your friend, regardless of what the insurance company requires. You'll be biting off quite a bit, but you can do it. It takes a commitment of time and money. Now, on the plus side, you’re going to love the comfort. Pressurization takes it to a whole new level. And, for us and just about everyone I know, the increased maintenance associated with it was minimal.
    1 point
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