mooneyspeed

Interesting. I had something similar my last flight. I was flying to a waypoint on GPSS and given a vector from ATC. Selected HDG only mode and the command bars went to a right turn when I wanted a left turn. Resetting the FD wouldn’t do anything so I just left the autopilot off for the remainder of the flight. No AHARS fail light for me though. I’ll see what it’s doing after annual is complete. Have to test fly the new intercooler install as well. Mike Sent from my iPhone using Tapatalk

But at the very least make sure you Facebook live the attempt. The more angles the better. Sent from my iPhone using Tapatalk

I’ve had my 231 for about two years now. No complaints. Very pleased with the performance and efficiency. I have the Turboplus Intercooler going on this week but here was a peek at my eastbound flight with cowl flaps in trail at 75% Power. Oil around 180F and CHT around 380F. Was around 2650 lbs when I took those pics. Sent from my iPhone using Tapatalk

We seem to make it work. Myself and the Mrs up front. The 2 kids are young so they are still in car seats in the rear. In the back we toss in the large bag, on top of that is the dog bed followed by a 75 lbs chocolate labs and an 18 lbs Boston Terrier. It’s crowded but it all fits. Some light items on the hat rack. Full fuel and we are still 20-30 lbs under gross. Those dogs are getting older so that weight will be regained in a few years. Soon we can ditch 50 lbs worth of car seats too. The wife had an adjustment packing lighter but it’s been great for when we go commercial or a road trip. Hasn’t changed my life much since I live out of a bag for work. Space is an issue at Christmas time though. We fly an ‘81 K model. I’d be down for a Malibu though. Sent from my iPhone using Tapatalk

I’ll finally be getting around to having mine installed in February. Finally have the downtime for it. I’m excited to the the results. Sent from my iPhone using Tapatalk

With a good preheat (oil runs nicely off the dip) and a decent battery your start should go well. I fired up the other day in CYYN after the plane had been plugged in for 3 days of -32C nights and -26C daytime highs. Starts just fine on a decent battery. Get up into some warmer and thinner air and the temps run nicely with the cowl flaps closed. 10-15 degrees warmer is not uncommon only 4-6K above the ground. Depends on your air mass though. The oil cooler congealing can be a concern. You may need to tape up half of it. A sign of this is usually high oil temp and low oil pressure on those -25C days. Talk to your AME. For what it’s worth when I flew Navajos up north we had a -35C cutoff for anything piston powered. On a side note I didn’t trust those damn janitrol heaters one bit but hey I was 20 and getting paid to fly! Sent from my iPhone using Tapatalk

Were you going somewhere or just seeing if it would do it? Sent from my iPhone using Tapatalk

Yeah. It’s your teeth they’d be picking out of thedash Sent from my iPhone using Tapatalk

Hah, yeah and all the potential drunks, road conditions, small kids in the back, stopping for diapers, feedings...all went a long way for reasoning behind us buying a plane. Sent from my iPhone using Tapatalk

Statistics probably aren’t going to be in your favour so stay clear of that altogether. That being said stressing the professional standards and regard for safety that you hold yourself to may help. The rigours of training, maintenance requirements, weather limits. General Aviation doesn’t get a lot of good press and the general public is far from educated on what it involves so good luck. Being open to questions and answering what you can is your best bet. Remember they aren’t necessarily questioning you personally because they probably just don’t know. Or maybe they just don’t like you

ah, you probably see me parked in YYN often then, the inlaws are out there so we frequent the area. Being nice and flat out there those ceilings are usually high enough to go VFR even on the marginal days, with lots of room to turn back if it craps out on ya. This last week as been pretty dismal though. Once the air masses get settled in about a month its going to be clear and cold 85% of the time too. It'd be interesting to see how much the days allow you to go/scrub if you end up keeping track.

You are starting to run into the realm of piston twins and turbines at that point and all with a price tag on acquisition, insurance and operating cost. Being mountainous out your way I’m doubting you’d want to be going the single engine engine IFR route however the Malibu or C210 family would suit your needs. A C310 does well in the winter as does the Navajo workhorse. If you can find one with an STC for the heat off the exhaust instead of the janitrol even better. If you have the cash my choice in twin would be the C340A, for the speed, FIKI, and pressurized comfort. The bigger Cessna become pricy but also present themselves with leasing opportunities. The 421’s have geared engines = $$$ come overhaul time or with hamfisted operators. Nice machine though. Where are you typically flying for work? Mike Sent from my iPhone using Tapatalk

Yesterday afternoon on descent into CYVR Sent from my iPhone using Tapatalk

Here’s an example of just how much water content you can be dealing with on the nortwest coast in winter. And that’s a heated windscreen. Sent from my iPhone using Tapatalk

While the plane may be perfectly capable of takeoff with contamination on the wing (deice/anti-ice fluid is considered a contaminant hence Vr restrictions on the fluid types for shedding) thanks to an accident you may recall in Dryden (1990’s I think) you cant take off with snow or ice adhering to the critical surfaces of the aircraft (Wings, empennage, top of fuselage for aircraft with rear mounted engines). Many times it’s a waste of $$$ and fluid, a PR spray if you will but that’s the letter of the law. If it’s cold, fuel in the wings is cold and the snow flakes are just some sprinkles on the wing, you probably won’t see a spray. An above post is correct in that the outboard slat, empennage and winglet are unprotected surfaces so any leading edge ice would have to be removed for a spray. CSFF (cold soaked fuel frost is a different situation altogether and not something the Mooney would have an exemption for. The 737 anti-ice equipment (engine TAI/ and wing anti-ice are on for taxi at 10C and below during icing conditions, the wings automatically turnoff when setting T/O thrust, engine TAI remains on. You wouldn’t see the boots being used until after some accumulation had taken place, personally I’d prefer a good 1/4 inch to 1/2 before blowing them to ensure a clean break. NASA testing says blow em when ever you want. My experience in Navajos, King airs, 1900’s says otherwise. I’m not familiar with DASH-8 limitations. We use the wing ice anti-ice on the ground and de-ice in the air on the 737NG/MAX Sorry this went away from Mooney discussion but I just wanted to answer the question. Mike Feel free to PM Sent from my iPhone using Tapatalk

Keep in mind the GFA has a cover your ass statement (read cover the forecaster’s ass) that says NIL-LGT ICGIC ABV FZLVL UNL OTWZ NOTED. If near a Center try call FSS or the nearest IFR and get a PIREP. They could call the departure/arrival controller and ask if any recent traffic has reports of icing in the climb. Faster traffic with thinner wings, likely to have a better collection efficiency then you. Ice should show up on the horizontal stab before it shows up on the wing. If I recall correctly TC considers forecast ice to be known ice and as such that caveat limits you from a legal and enforcement standpoint so the pirep would be your out. Should you encounter ice at that point just leave that altitude. -15C and below you are not likely to see much but there still are occurrences. That being said if you have the HP (hot prop is nice) climbing is sometimes a better option then descending in the winter. That’s where knowing your layers comes into play. Often 2000 Ft is all you need. Keep note of a previous statement regarding a layer at your destination. Especially if the temperatures are in the 0 to -10 range. You’ll probably see ice on the wings, prop and windshield. Not good on a hard IFR day (everyone has personal limits). The wing seems to be pretty good at clearing ice once you leave the condition. I was coming back from Reno to Calgary at night in September. We started picking up some ice at 17000 around Boise, made a climb to FL190 and was good for the rest of the trip. Now all that being said, and not to toot my own horn, but those are my experiences as an ATPL with 11,000+ hours over multiple types and actively employed on 737’s with monthly GA flying, winter included. Your experiences may differ. Sent from my iPhone using Tapatalk

Same setup as me minus the intercooler and I'll do 160-164 TAS at 8-9000. Was -9C at 9000 ft cruise today and about 2800lbs. Burn was 10.4 gph. So I'd take a look at those power setting gauges. Sent from my iPhone using Tapatalk

Could have moved those rear seats back a tad too. Ah well Sent from my iPhone using Tapatalk

Welcome and congrats! Nice looking rocket there!

beat me to it!

Are you filing the way-points individually in your route or are you specifying an airway? When you pick up a clearance it will typically be Cleared to the "destination" airport via "departure" ( if applicable), as filed/flight plan route, any other altitudes/headings as initially needed. If they have to change your route for ATC requirement then you'll more then likely be giving a readback as per the ammended route.

Picked up my Turboplus Intercooler at KTIW today on the way down to Reno. The quality shows in the craftsmanship. I can't wait to have it installed. Thanks for coming out for a personal delivery Jeff. Sent from my iPhone using Tapatalk

I agree. How often do you fly or how long do you go in between flights?

I'm paid in full Sent from my iPhone using Tapatalk

Right on! Enjoy the bird! Sent from my iPhone using Tapatalk