BradB

Piper has begun to gauge interest in G1000 to 1000 NXi upgrades. They just sent out a survey to PA46 owners. I've have no knowledge of Mooney's plans, but I thought the information in the introduction was interesting. Looks like equipment cost of around 60k plus installation. Piper MMOPA G1000 NXi Survey.pdf Brad

Thanks @M20Doc . There was a very kind lady in the tower providing traffic advisories. She did cancel my IFR once I was on the ground. She let me know that I could call her on the radio after start-up Sunday when I leave and she could get my clearance for me. She was very helpful. Brad

Hello to our Canadian friends. I have to meet some work friends at Niagara on the Lake this weekend. I'll fly into CYSN from Erie (KERI). I have done the towered Billy Bishop (CYTZ) many times, but this will be my first trip to a non-towered Canadian airport. I will file IFR, I have CANPASS, and will do the eAPIS stuff. My Questions: 1) When I land, do I have to call and close my IFR flight plan? Do this with FSS? 2) Can I close in the air? Do I still have to call and report landing? 3) On departure, what is the best way to pick up my clearance? London rdo? Toronto approach from the ground? FSS? 4) Anything that I haven't though of? Thanks for the help! Brad

I was going to try to talk him into an Acclaim.

What kind of Mooney are you looking for? Short body, mid, or long body? Turbo or non-turbo? What are you flying now? what are you looking to do that you can't do now? brad

Erie to Nairobi, Kenya. First leg is done. The rest of the flying will will be done by Air Canada. Drink time

How about this:

Sorry, I am out of town this weekend, so can't be of much help. but KJHW is a Mooney service center and not that far from you. They take good care of my plane if you want to give them a call. 716-665-4800 sorry to hear about the trouble. Brad

Love the Marilyn Manson and Johnny Depp cover of that song. Seeing Manson in Boston on October 2. Maybe doing one of his Vegas shows with my friend Mickey Avalon (a google search is not for the faint of heart). But back on topic, I am not working that day. The plan is to check and see where the weather is best in the 100% occlusion band and head that way. At this point, I plan to watch from the air with my girlfriend and daughter. And then grab lunch somewhere and head back to Erie that day. I am sure that I overpaid for some paper glasses to protect our vision during the viewing. But at least I did the responsible parent thing on the vision preservation. My daughter knows Mickey Avalon and likes Marilyn Manson. Not winning any awards for those. Like @gsxrpilot, I am thankful that the Mooney makes this a quick lunch run! I'm not sure what to expect in terms of traffic that day. I'll make sure that I am above any clouds The best area to be is likely that no man's land between 12 and 18k. Too low for the turbines and too high for most of the rental 172's that will be out that day . (This picture is at my house. Mooneyspace invited to fly in for the next party) Brad

I have to admit that after this discussion, I am going to have to pull and watch that video and read more about N731CA. I am sure that I have seen it before, but I have much more context now. Thanks to all who are discussing and reminding us about it. I do need to clarify, I asked for FL190 because I saw what was ahead and was going to avoid it if FL190 was available. I fully expected there to be icing in that cloud before I went in it, and had the TKS on as soon as I was told FL190 was not available. At this point I was still outside the cloud. I could have asked for lower or turned around if I didn't have FIKI. After I went in, I did report the ice as required. I knew that the duration of exposure would be very short. Once, reporting the ice, I did not ask for any further deviation as the TKS was working and I would be soon be in the clear. A short blast on MAX and then back to normal kept things reasonable clear with no performance hit. In the back of my mind I had 3 good outs if I had to use them. If I felt the safety of the flight wass in question, I would have initiated one of my outs and informed ATC of my situation and actions. I wouldn't hesitate to use the emergency word if the safety of the flight was at all in question. Flying straight and level through ice, it is probably easier to notice a performance degredation. Climbing though ice on an autopilot can probably delay detection based on the autopilot and mode being used. For those unfamiliar, in Vertical Speed mode, the autopilot will attempt to hold a desired climb rate (500ft/per minute or whatever you put in) no matter what the airspeed. If not watched, it will fly you right into a stall. Pay attention to the airspeed for degredation in performance. Some autopilots have a FLT (Flight level change mode). In this mode, the autopilot will climb at a certain speed and you get the climb rate that you get. I always climb in FLT mode. In this mode, you have to watch your climb rate for a degredation in performance as it will hold the airspeed that you have set. Many sources suggest handflying in icing conditions so that you can notice the first changes in the required control inputs. Not a CFI. Just things that I have seen and heard. When in doubt, chose the safe option. I have left my plane at another airport and gone commercial or rental car. There is always a way to get your bird home. And getting it home is often a good excuse for another day of flying. Thanks all for the good discussion. Brad

You will find out very soon.

Acclaim POH. It is placarded, as well. other tidbits: The placard says minimum speed of 120kts when carrying ice. But there is a maximum speed in icing conditions. Starting at 173 kias at 11k decreasing to 140 kias at 22k and above. Starting at 11k decrease 3kts for every 1000 feet.

In my case, I did know the forecast. And I did see the narrow wall in front of me. It was the top of a build-up. As @kortopates commented, that is very commonly where you will find ice. I full expected it and had the TKS on when I went in. I asked for 190 to be proactive and stay out of it, but I knew that it was a very short distance through for me. A little flip of the switch to max on the TKS took care of the problem. A few key points about ice: 1) TKS is great for when you need it, but I would never plan on using it to fly in sustained icing conditions 2) Always have an out. In this case, I knew that 2000 above was clear air and I could have it if I really needed it. 4000 below me was plenty warm, but in bumpy clouds. 180 turn was also available to me. 3) Forcasts are good. Combine with Skew-T charts for an even better picture of what to expect. 4) Moderate ice on a B737 is probably more than what I would call moderate on my Mooney. View Pireps with a little perspective. 5) Icing is where you find it. 6) Communicate. Don't Panic. Brad Not a CFI or even an experienced pilot. Just thoughts of a PPL that still has more to learn.

No more than takeoff flaps in the Acclaim.

+1

Probably true of @Brian Scranton post that started this thread.

Sometime it is obvious when the guy on the other side of the radio is a pilot. That is usually very helpful. Sometimes, ATC will not know what kind of plane I am. When we fly at those altitudes and with a good tail wind, we can hit turboprop speeds. On several different occasions I have been called a Mitsubishi, once a Meridian, and even once was called Pilatus 8PJ. I double checked to make sure that my aircraft designation was correct. I use 'Mooney' in front of my call sign every time to try to help. And when I am really high and have passengers, I'll give a reminder that we are an unpressurized piston and need a little more time for a decent. New York and Boston center have always been very good and helpful to me My mention in the post was not meant to be a complaint at all I have no doubt that I would have gotten whatever I needed if I had pushed the issue. I asked for 19000 before I got in the ice as that would have put me above the clouds. Once I was in it, I did report the ice, but it was a quick trip through it. 4000 lower would have put me well above freezing, but would have greatly extended the ride in the clouds. Brad.

You mean the world doesn't revolve around me?

The denial was for crossing traffic descending into the New York area. I did report moderate ice. If I did feel like it was going to be a safety issue I would not have hesitated to ask for lower or use the e word and go higher. It really was just a short trip through so I didn't push the issue. Putting the TKS on max took care of the issue, too.

That is where I was. But I knew that it would be for only a short time. I asked for 190, which was unavailable. That would have put me above it. I knew that just a few thousand down was above freezing. Straight through it was only 2-3 minutes and I knew I'd be in the clear on the back side. So I decided to ride it out rather than go lower earlier than I wanted to. If I needed it down was the way I was going to go.

Here is some summer ice at 17000 last Friday. This took about 30 seconds to accumulate (sld?) and was right before I switched the TKS to max. Once on max, it cleared pretty easily. I was only in that for a few minutes. But if I had boots and not TKS, the stuff behind the leading edge would not have cleared so quickly for me. And no, I was not in a vertical climb The Acclaim climbs well, but not that well. Stupid sideways pictures

@Yooper Rocketman I had to avoid a similar storm yesterday on the way to Boston. Residual from yours? Thanks. I am headed to LA right now with my butt planted in a United seat. I flew my daughter to Boston so that we could pick up one of her friends to take to LA with us for the weekend. Sunday we'll fly back to Boston and then my daughter and I will head home in 8PJ. Parked next to a nice looking O2 on the ramp at Signature (KBED). Brad

I've tried the POH and flooded start when hot with varying degrees of success. Lately, I have had very good luck with just turning the key. The second that it starts to want to turn on its own, hit the high boost for a quick shot to clear the fuel line. Brad

Recent poll: 90% of pilots feel they are above average - that is only slightly below the number of neurosurgeons who feel that way. (I just made that up, but seems right) brad.

Planning on heading somewhere and watching from the air or ground depending on weather. Location will be a game time decision.