kevinw

Thanks, I missed that one.

I fly a M20J with inadvertent TKS that was installed by the previous owner after a scare with icing out in California. Living in the Midwest the advantages of having it are obvious. The disadvantages are also well know; loss of speed, weight of the system, it's messy and it's supposed to be ran every month which translates to a sticky hanger floor most of the year if you do this. I run mine about every 90 days. I was browsing through the February edition of The Aviation Consumer and in an article about retrofit de-icing is a part on a company named Kelly Aerospace that makes ThermaWing, an electric de-icing system that uses a thin laminate that attaches to the leading edges of the wing and tail. It's very intriguing but not available on Mooney aircraft. This is the first I've heard of it but after reading about it I agree with the writer that this seems like the next logical step in de-icing. Wondering what others think of this. Here's a link to their website that explains how it works; not as simple as just heating the laminate. http://kellyaerospace.com/thermawing-aircraft-deice.html

My vacuum system has been removed and I have no second alternator. Aspen PFD with Sandia 340 as backup. I think that article you're referring to was in AOPA Pilot a couple years ago and I believe he added a second alternator.

We have a local guy who retired from NetJets. Flew a Falcon 2000 I believe and then some variant of a Citation. Anyway, he told me that one of the fractional owners was checked out in the jet and flew left seat when he travelled. He used one of the NetJet pilots as his safety pilot / babysitter. The NetJet pilot I know said he did a really good job flying the jet. Perhaps this is the way to do it; let the pros fly the fast complex jets but if you have the financial resources and burning desire to fly such a ship (which we all do), have a one of these guys sit right seat with you. Seems to me the way to do it. Anyway, just a thought. Still feel terrible for the families....Can't imagine. God bless. Sent from my iPhone using Tapatalk

I have this in my IO360 and very happy. I've posted details in previous posts that you can search for. On an IO550N? Hmmm...Not sure if I'd do that or not. Sent from my iPhone using Tapatalk

Richard, I've bounced my plane twice since I've owned it and both times i was coming in a little fast and light on fuel and payload; both were also early in ownership of my Mooney. I think it's something every Mooney pilot should experience so you know what to expect and how to handle it. Nice work handling yours. As you know a bounce occurs when there is too much airspeed so I now fly precisely 70 knots over the numbers when heavy, -5 knots when 300 lbs or more under gross and +5 in gusty wind conditions. I learned this from Don Kaye after I purchased his landing DVD and materials that came with it. I've never bounced a landing since. My CFI still thinks 70 is too slow but I think that's a common mistake some CFIs that are unfamiliar with Mooneys make. Kevin

I always use approach flaps. I slow to about 120 using 20" and 2400 rpm. Sometimes 18" if I'm coming in a little fast. When the glideslope indicates a dot and a half I drop the gear. This slows the plane to about 100 by glideslope intercept which happens about 10 seconds later and at this point it's flaps to approach and power to 15" which puts me at 90 knots on the approach. Then gumps, full flaps when I breakout and touchdown. Sent from my iPhone using Tapatalk

I have the Sandia SAI 340 as backup to my Aspen and it works the same way. I've seen it in degraded mode and it still works very well.

Wouldn't a 28V bulb in a 14V system be dimmer than a 14V bulb and therefore not as hot? There's a somewhat pricey solution to this...LEDs. Brighter, cooler, look better and a 5 lb. gain in useful load.

When I had LEDs installed last year I gained almost 5 lbs of UL. It's well worth doing.

Before making an off airport landing such as a frozen lake I would sure take a close look at your insurance policy. If memory serves, I don't think my policy would cover a loss that occurred landing anywhere but an airport (other than a forced landing). I could be wrong but I seem to remember reading something about this in my policy. Perhaps you just need a rider.

I found the ad on Trade-a-plane and based on the limited info I think you're looking at a $40K plane. The ad reads $57,900 "or best offer". I would take up Lance on his offer to look at it for you.

I love my J but I have to admit reading this thread really makes me want to step up to long body. The Ovation would be perfect for me as I don't need a turbo. It would be really nice to quickly climb up to 12K feet and enjoy the speed, smooth air, etc. I can do it in my J but it's a workout. OK, back to reality...I'm keeping what I have...for now. Sent from my iPhone using Tapatalk

The GoPro is a very good idea and i do have one. The first shop to look at it was a MSC in Willmar, MN (Not the new guys, the old ones). Then a local guy who claims he's familiar with Mooneys and performs annuals on a few. The last guy is my current A&P up in Benson, MN. I'm going to have him take another crack at it during annual in April/May. I've suspected it might be out of adjustment but out of fear of snapping it off I haven't tried to bend it. My TKS is an inadvertant, non-FIKI system so I don't believe it's heated. On another note I contacted Aspen in regard to an AOA audible alert and here's what I received: Kevin, Thank you for contacting Aspen. In the current version of the display hardware, there is no option for an audio warning. I will pass your thoughts onto our hardware designers and sales department for possible future incorporation into a future hardware revision. Best Regards, Charlie Reiche Field Service Engineer Aspen Avionics 5001 Indian School Road NE Albuquerque, NM 87110

I researched it shortly after I bought it and it's not available. Aspens reason for this is they didn't want an AOA alerting the pilot while the stall horn is sounding as they thought this would be confusing. I think they should make it an option which i think would be easy to do in a software update. There are other audible alerts already such as MDA, preset altitude, etc so the ability is currently there. The main reason I want it is because my stall horn doesn't work; never has. Works on the ground if you manually lift the stall tab but not in flight. I've had three different A&Ps look at it and no one can seem to get it to work. I think the TKS panel is playing a part in the problem.

I've had one for about a year now and it works well. My avionics guy gave me a little break on it. I paid $1800 for it. It comes on at slow speeds (takeoff and approach) and disappears during cruise. I find I watch it closely on climb out versus only the ASI but also on approach as well. After flying with it a while I know where it should be in a normal stabilized approach and I find that helpful. My only complaint is I wish an audible alarm would sound when approaching a stall. Sent from my iPhone using Tapatalk

If that's the case, install the EFIS, pull the vacuum system and enjoy the 20 lb increase in useful load. Sent from my iPhone using Tapatalk

Interesting. Did not know that. I always thought the reason the Stec 30 was in the tc was purely for installation convenience. Replace the tc with an AP control that includes it. Always learning... Sent from my iPhone using Tapatalk

What drives the S-tec 30 in George Perry's Screaming Eagle? I didn't see a second AI in his pics. Sent from my iPhone using Tapatalk

Every pilots worst nightmare. News like this puts knots in my stomach. Prayers to the families. Sent from my iPhone using Tapatalk

I really like my Aspen but if you're trying to keep cost down and are looking for something simpler I would take a hard look at a Garmin G5. The M20S that is for sale on this forum has one installed and I think it looks great. I wouldn't overhaul a legacy AI; days are numbered for vacuum driven instruments as solid state ones are safer and more reliable. Sent from my iPhone using Tapatalk

I have the EA100 adaptor and a Century 21 / S-Tec 60PSS. About a year and a half ago my AP just kicked off and I wasn't able to re-engage it for the rest of the flight. AHARS light was on. I landed and shutdown then flew it the next day and everything worked perfect. Avionics guy suspected a EA100 failure and to watch it. If it happened again he would replace it. It never happened since but I lost a lot of trust in it. I watch it like a hawk in IFR. Sent from my iPhone using Tapatalk

If that's true Hector I think we are all thinking the same thing. A night IFR flight in a jet with 24 months of PIC. Sounds crazy but possible I suppose with the resources. Sent from my iPhone using Tapatalk

You're probably right. That doesn't sound like icing unless the FlightAware data is incorrect. As far as I know there was no distress call which complicates this even more. Medical issue possibly? Sent from my iPhone using Tapatalk

Just read about a Citation C525 that took off from KBKL heading for Columbus after the Cavaliers game last night. Went down shortly after takeoff and it's believed to be in Lake Erie. Very sad. Pilot was a CEO of a beverage company and also onboard was is wife and two teenage sons plus a neighbor and his daughter. Some are already speculating icing. Registration appears to be N614SB and the flightaware info is here. http://flightaware.com/live/flight/N614SB/history/20161230/0330Z/KBKL/KOSU.