milotron

I looked at this awhile ago also. It was more expensive for parts then, but may be viable now. I think there was a thread on this a while ago. If I recall, the functionality of the various KAS units are all different and may not provide as much control as hoped. I am not sure that it does as much as the KFC 225 as far as functions for vertical control. Watching this thread though...

I have this preference also. I can dial in the ILS on the second NAV and CDI as a backup to the HSI and VOR/GPS signal. It is helpful as I have been known to not switch from GPS to VLOC on the GNS 430 on occasion also.... iain

I get that grey dust washed from the TKS on the prop slinger also. I get it all over the engine. Maybe just airflow is making it look like from the alternator?

Aerostar! Congrats. I finished my commercial earlier this year and was mostly through multi engine training til the left prop and engine timed out on the club plane....back on that horse in January.

nice looking panel. What is the item noted as 'Rad' ?

I have my shadin fuel flow transducer connected to the EDM and the Shadin fuel computer providing the fuel flow signal to both devices. The EDM has to have the FF option. It works great for me.

Thanks Greg. Mission accomplished. The BK numbers exists as old stock and I found one for a couple of dollars.

I use one of those wider elastic bands to keep my prop vernier in place. Less drama involved! I have enough things to explain to the wife.

Maybe so, but also half the alcohol content!

KLAW runways are 17/35. Presumably active would be 17. It would make for an exciting cross wind turn or climb through 1000'!

I am in Victoria BC, similar weather I think. Lots of rain. I tie down outdoors all year due to hangar space being $750 or more per month if you can find it. I have one of the sunbrellla canopy covers, bruces' cowl plugs and it works fine. Most importantly, I have a small heater and humidifier in the cabin that keeps the moisture out. Heater is 100 watts; dehumidifier is about 20 watts, so low power draw. Makes a huge difference. I had some condensation issues and electronic issues until I did this.

No blinking but ATC sees me just fine. I understand that these lamps fail. Anybody know the part number for a replacement? Not ready to commit to ADS-B yet... iain

PM sent. thanks,

I started looking at T310s seriously and ended up looking at 340s, etc. Pretty easy to do for sure. I still like the size of the 310, not as big as an almost-cabin class, but roomier than Mooney or most other singles. I keep trying to convince myself that I don't need to upgrade, but keep coming back to this

Thanks Clarence. Is there anything that you don't know

Is the Malibu a turbine or the 350HP lycoming? I heard those like to cook themselves.

I like the idea of a turbo twinkie with boots. I could keep the Mooney with that price range. I have seen a couple around, but most are pretty rough. Not sure what the single engine ceiling is on them. If I go twin I want (prefer) something that can stay over the Rockies at least in the drift down. I have heard the same for those aircraft and seen the invoices on some of the 340As I have looked it, quite shocking really. I would hate to end up with only one plane that is too expensive or I am afraid to just fly around the area for fun.

I was thinking of that too. Go experimental! I was even looking at P210s, but they are not fast. Sadly, a pressurised Cirrus, if it existed might suit the bill.

Did the Canadian CPL in my K/262 this summer. No chandelles in Canada. It went well. Keep the speed around Va ( 118ish ) and it goes well. The 180 engine out forced approach is too easy in a Mooney. Instructor got nervous when I held off dropping the gear until 500', but plopped it right on the target. Steep turns became y friend after doing dozens of them; that was one thing I had some trouble with, mostly with maintaining altitude. I loved the little bump when flying through your own wake when you get them right! iain

That is what I am seeing. Most the well priced aircraft have a story or two tell and the new owner gets to find out what it is! I wonder what insurance would be like for a 46T.... There was an interesting thread on Beechtalk about the twin market; there are deals to be had but unless someone puts a ton of money into it, they never get better, they just degrade somewhat slower until something big turns them into beer cans. Dukes look huge and I have 'heard' that they are more maintenance intensive than others. Not biased either way. All of these are far larger than I really need, but to get pressure, redundancy and speed this is what is the options are. iain

@carusoam Long time to respond but still mulling this over. I do enjoy training and staying current, I like all aspects of flying! I think it really comes down to: Pressurization - headaches, fatigue, etc Comfort at night, IFR over mountains - there must be a lot of pilots doing these flights in single engine aircraft, but there really seems to be a stigma against this. Yet several on this site do long over-water trips with appropriate preparation. A bit more cabin space would be nice, as would the speed. P-46T would be fantastic and just about perfect to be honest, but well above my pay grade. Lurking in the back is the fact that even with the bargain prices twins are going for now, will they keep declining, assuming a similar condition? I have been seeing very reasonable aircraft going for very cheap, in fact far less than the low time engine overhauls would have cost, let alone avionics, etc. Hardly seems like a prudent route to go. Sigh.... iain

My cowl plugs have little flags that stick up in the front and can be seen from the cockpit. Also, I always pass the cord UNDER to the prop as the cord can fall between the spinner and cowl and has gotten caught and bent the TKS nozzle.

The way that I was told was to use the enhanced IR satellite page and determine the 'color' of the temperature at that point. Using winds aloft, find that temperature accompanying a wind data barb and that altitude would be the tops. This is an inexact and tedious process and of all of the things Foreflight needs is a better, quicker way of showing this information.

Thanks @ilovecornfields he twin vs single aspect comes from me deciding if/what I might need to upgrade to. KLRDMDs comment on lots of HP feeds that. Reading comments on the [gasp] Cirrus forum is similar to your procedure. The turbo is a given for myself in any case. I tend to do the same realizing the TKS has a minimum recommended speed of 120KIAS if I recall.

Question for those with suitably equipped aircraft: When climbing or descending through conditions that are likely to produce ice do you climb with TKS running and a higher rate of climb ( lower air speed ) or higher speed and more modest vertical speed? More powerful twins will climb through the icing layers at 2000fpm or more minimizing exposure, but we can't go that fast. Same question for descent, but more often than not we are committed to a fixed glide slope so don't have the latitude. Interested to hear the strategies for going through these layers. Still weighing the twin vs single dilemma. Thanks!