gmonnig

Weird that your insurance would be so high on a Comanche. My 250 was cheaper to insure than my M20E was at the same hull value. It was around $1500 vs $1850. I sold my E to a fellow MS'er. I miss it but the Comanche 250 can be had for the same price. It'll beat a C/E in all categories.... speed, room, useful load, climb rate, range, routine maintenance, better corrosion resistance, quieter, and more room to work under the cowl. Good ones don't come up as frequently as good Mooneys, but both aircraft are getting long in the tooth.

I did a lot of flying this last week and figured out a few things. The heater does blast hot air with very little vent air mixing, like barely cracked open. I think pulling too much vent air will obviously dilute the air too much. Some of the problems I had last winter were from overhead vents leaking (which were fixed) and also realizing that the avionics cooling air duct was on all winter long. So straight cold air on your legs. I never even noticed the avionics air lever until I replaced the nasty old tubing. Closing that would've made a substantial difference in feet comfort.

About 6'1" and 245lbs, broad shoulders, you will fit absolutely fine.

Actually just had a lightbulb moment from the lower diagram. I don't get "strong" airflow with just the heat on. That's why I initially thought I had a blocked/pinched hose from the cowl to heater muff. It's not blocked but the baffling that should be touching the lower cowl doesn't really seal. The high pressure air that should be forced into the engine baffle inlet is probably blowing by the lower cowl seal. Well, I think I found the answer

Correctly installed? I don't know how anyone can mess up the install, it's a very simple system. I'm gonna look at the flap again when it's not 100degrees in the hangar. I don't have the slider valve, it's the circular butterfly valve that gets lubricant twice a year. With all the hoses off, it seemed to seal good and divert the heat from dump overflow to the cabin. I'll mess with it some. Not arguing just stating that this plane has never been "Hot".

There's nothing to examine since it's all new. My Lycoming is new, so maybe the exhaust heat exchanger is different? The Mixer is the only thing in the system original, so maybe I just replace the flapper. I do think there's a slight difference in the 65. My friends 66 does not have the dump scat off the mixer. I've wondered if plugging that up would make it hot like your temps. During the interior refit, everything was sealed up. The overhead vent duct was sealed up along with intake vent door on the roof of the plane fixed. So there was a lot of cold air leaking in but that has been fixed.

Oooo, an Aerostar would be so cool. I've never flown one but I heard they handle so well. I am thinking of making the jump to a twin. For some reason, it's terrifying and stressful. I fell like aircraft ownership should be fun.

Definitely nothing disconnected it's all been gone through and new. Everything firewall forward is 3yrs old with less than 300hrs, everything behind the panel is 20hrs old. While doing all my avionics I made sure every scat tube was replaced. Maybe it's normal but my other planes have been face melting hot. Just thought it was a Mooney thing. My Comanche could melt the windshield if you left the defrost on.

I have. This tread even reminded me to go out to the airport and remove the scat tubing from the cowl front to the muffler shroud to check for blockage. Nothing blocked, all new tubing throughout the entire plane. It's a mystery to me but I want to get it figured out before the cold comes.

I loved the T-tail NA Lance. Despite what the internet says, I really like the way it flew. I don't know if I'd mess with the Turbo Lance unless you need it, I've heard the maintenance is crazy on it (my previous partner in our Comanche 250 bought a Turbo Lance). Basically you are paying Cessna 310 maintenance but still have a slower single with less useful load. The T-tail made walking around the aft end, parking cars by the cargo door and loading easy! I saw 155kts on 14gph with about 1400lbs useful. In my option, the "all forward facing" seats were the better than the club seating since everyone has more legroom. The biggest drawback for the Lance was the ceiling. I'd have to pull out a POH but I recall the ceiling being around 14k feet. If you fly around the mountains, then better keep the plane light, and even then they can ruin your day with high density airports.

Super weird because I have the complete opposite problem. My plane is so cold in the winter time. The mixer opens up as it should but for some reason I don’t get much warm air, certainly not hot air. I am actually limited to how high I can fly due to the cabin getting too cold.

I got I to it with Dan on that video. I was the controller working that plane, technically waiting for the Baron to check on while they were crashing. Literally had another aircraft pass off their right wing descending into KSUS and reported negative ice. At no point did the arrival, descending from FL230 to Surface accumulate ice. There was also a radar return that showed a steep left turn followed by a huge descent rate on the Starcheck.

I loaded up my E with all the new fancy avionics, new carpets, interior (skipped leather to keep weight down) and weighed 1676lbs. So 899lbs useful load. The previous owner was an A&P that owned it for 40yrs. He was meticulous with log entires including W&B. I was curious to its real weight but I waited till all my mods were done before putting on the scales. His calculations over the years must have been close but we did find the CG was what was actually off. A miscalculation shifted the CG aft exactly one inch in the 80s. Not likely to cause a big issue but it’s nice to know everything is as accurate as I can make it.

Absolutely not. Also won't have new paint, new interior, new engine etc etc. I have 9yrs before early retirement where I could own whatever I really want (piston). I can still see myself riding out this E to retirement!

Yep I get that. But if you ARE loading it up more, then the performance will take a hit. The POH says 100lbs will change true airspeed 1.1mph and obviously we already talked about weight vs climb rate. I wish I had an Encore, that useful load is crazy and the extended range tanks are nice!