Wayne Cease

You have maybe four times the hull value of a C. The other thing I don't see is the amount of liability people are carrying. That can make a big difference in the cost. Sent from my SM-G950U using Tapatalk

Are you sure you were in a Cirrus? I'm 6' tall and I can push the seat back to where I can't reach the rudder pedals. The cabin is wide enough that there is an arm rest with storage in it. I've never had a shoulder space issue, even with two guys in the front seats. Now, it doesn't have the control feel of a Mooney, but the cabin size?

Dauphin Island is 4R9. 49R is in Texas.

And they do the job today. That's from "Dial a Hitman" by Big Audio Dynamite; formed by Mick Jones, from The Clash. Sent from my SM-G950U using Tapatalk

Passengers don't want to fly at 3 am just to space things out. Plus with hub-and-spoke passengers come into the hub and then back out again, and they prefer to no have too long a lay-over. And then there's Memphis, which has peaks due to FedEx moving packages.

Wow! I've been there two or three times and never run into that. It's been a few years though since our last stop there. We had a great experience every time. When we flew down to Disney we flew to KISM and went to Kissimmee Jet Center every time.

Hopefully he'll post some pics here. He sent me some in email and the interior looks really nice. I was hoping it would work for us as it looks nice and has nice avionics, but the useful load is too low for Steve and I. We both travel with up to four people, so a high useful load is important to both of us. Sent from my SM-G950U using Tapatalk

Sorry to hear that, but priorities change. Good luck with the sale. Nice looking pics in the ad. I didn't see the useful load. You may want to update it with that.

By flying IFR. Beats the summer. Pop-up thunderstorms are no fun. Even when there are no thunderstorms the convection gets the cumulus tops up quite high. And yet this can be true. I was going to shoot some approaches in IMC on Saturday. Unfortunately it was OVC002 and 1/4 mi visibility at my home field and the ILS is only good for 343' and 7/8 mi. It stayed like that for most of the day. Some times the visibility got better or the ceiling, but even when both did it was just too close to being below minimums and could drop back down at any time.

This is coming back home to PDK after "playing in the clouds" this morning; ILS 21L. Too bad the buildings are not too clear in the background. In the plane I could see them quite clearly.

Good, but not great pictures of the wing, but from what's there it certainly doesn't look too bad. In fact, from what it shows I'd be much more concerned about whether the prop was spinning when it went into the tree branches. The engine inspection will take some time and money even if everything is fine. If it wasn't spinning then that part is gone and it's just the wing and controls on that side and possibly the fuel tank. Some work, but shouldn't be too bad. It certainly has some nice avionics.

NTSB brief report Another article with a news video including the plane at the site of the impact.

Back up dials? We don't need no stinkin' back up dials!

They could, but the Dynon SkyView system is a bit more complicated. It could be done. Homebuilders do it. I would be surprised if both the FAA and Dynon thought shipping a box of that much stuff for a STC in a certified plane is a good idea though. Wouldn't be the first time I was wrong though.

The FAA would have something to say about that in certified planes. We just have to be happy the FAA is now allowing what they are with the Exp avionics. Sent from my SM-G950U using Tapatalk

That's my understanding. They may not even include the approach data to keep people from skipping the IFR certified GPS. I don't know. I did talk with them a couple of years ago at Sun-n-Fun and they claimed to work with all "big boys" certified GPS; GNS, GTN, IFD. And that you needed one of those at least for legal purposes. Maybe their system has the approach data for "back-up". I didn't dig into that much. They are really nice systems. If I were building an experimental a Dynon is what I'd want in it.

The GPS in the Dynon is not certified for approaches. Oddly the GPS for the ADS-B is certified for that. Dynon systems are tied with a GNS, GTN or IFD GPS for approaches, and then rest of the flight plan too. I believe if you just want VFR (experimental) you can use the Dynon GPS and don't need another GPS.

That's a sign that you live too far north. Keep moving south until you don't hear anyone having that trouble. Some good suggestions are above. Also, you can heat whatever you apply to add in the melting. Warm-up the anti-freeze, or whatever you apply, and that can help. Unfortunately the concrete slab is a huge heat sink. This will work against you right now. Is the hangar insulated? Does air leak in/out easily? Another option to help with the others is to put a space heater in there before you get started. But if it's not insulated and it leaks (air) easily that won't help much. Good luck!

All of my flying is cross country except recurrent training. Sometimes when I'm doing approach practice I may toss in a landing, if I go far enough away, to count it as cross country. I usually don't go that far though, so I shoot some approaches and then back home. One take-off, one landing, multiple approaches. Otherwise we're going somewhere or I'm doing an Angel Flight mission. The vast majority of my flying is IFR, but most of that is VMC.

^This. Speed is options. Not only range or not having to stop as John points out. It's also a way around weather. A few years ago we went to see our niece graduation from the University of Wisconsin; we live in Atlanta. I was flying a SR22 at the time, which cruised at 170 kts. Well, as we got to the date cold weather came in and there was ice potential over most of Illinois and even snow between Rockford and Chicago, DIRECTLY IN OUR FLIGHT PATH! I found a route going to St Louis, the up just west of Illinois then turning east to Madison. We basically flew around the state of Illinois. It was over a 100 nm deviation from the route we would have taken without the weather. No big deal at 170 kts, that was only about 35-40 more minutes. Yawn. Speed means running to the beach for the day with my youngest daughter is just a fun thing to do. We don't have to get up early and we're back for dinner. We went to a college bowl game a few years ago, for the game. We left after breakfast, flew to Tampa International (from Atlanta), because the game was at the Tampa Bay Buccaneer's stadium which is in walking distance from the FBO at TPA. We had lunch at the game and flew home afterwards. We had dinner at home at our regular dinner time. Speed means that not stopping for a bathroom break is possible. Or with two 2-2:30 legs means you are a long way from home. Speed means having options. Happy plane shopping!

Yep. Best part was flying into the airport to pick up an Angel Flight passenger and the automated weather was reporting overcast at 100'. ATC asks what my intentions were and I said, "I plan to do the ILS XX". The plane's owner was riding with me to see about Angel Flight and that got his attention. I told him we'd shoot it and if the automated weather was right we'd go missed and go to Columbus, GA. Columbus was reporting 300', so I knew we could go there on the missed if needed to wait it out. I didn't tell him I'd do a few more laps in that for some good practice though. Didn't want to wig him out too much. He later said he didn't like to go below 400' or 500'. I'll fly whatever's on the plate, but not another foot. We broke out at ~280' AGL with a 200' AGL limit. Visibility under the ceiling was well beyond visibility minimums. Gotta get the full value of that instrument rating. I'm not sure why he doesn't like to go down that low. I've flown safety pilot for him and he hand flew an ILS like it was on rails.

Midtown and downtown Atlanta. I've got another one somewhere with the Hartsfield tower sticking out and a commercial airliner climbing just above the clouds; same day.

Four wheels fit in the luggage area of the SR22 fine, but I had to put them in through the front doors. The luggage door was too small. Then I put the frames on the back seat. Fortunately both bike have quick release, so it was easy to take them apart and put them back together again. I think I released some air pressure too, just to make sure there was no problems at altitude; my road bike tires are typically at 120 psi. I was bringing a pump anyway, so no big deal.

So I hear. If it's working great for KLRDMD that's great. I wish it worked that well for me, but it's not. Different plane, different set-up, different costs. Got a $150/hr dry rate, plus fuel and this one won't run LOP, so figure another $150/hr, less if I get some cheaper fuel. Plus a monthly fixed fee. And it will only do 190 kts down low (and then 30-32 gal/hr), not up at 10k like KLRDMD's plane does. Even with cheap fuel I'm running about $270/hr for variable costs alone, and that doesn't always work out, so sometimes I'm $300+/hr. The SR22 I flew was ~$220/hr all-in, about $135/hr for the variable at the high end, less when I could manage to pick up cheaper fuel. The Mooney would be somewhere around $105/hr for the variable costs, less than that if I pick up cheap fuel. Flying somewhere looks a lot more appealing at that rate. Flying is just transportation to my wife. If it's $600 for a trip versus $1800 she's much happier. She's happy then I get to fly more. Then I'm happy too. My fixed costs would be pretty much the same (fewer people sharing the plane), but my variable costs would only be 1/3 that of what I have now. Yeah, I'll lose about 25-30 kts. I won't be able to put 6 people in the plane, which I've only done once, nor be able move my daughter out of her dorm, which I doubt I'll ever do again. I'll have to see how well my bike fits in a Mooney for going to a triathlon. Not that I do that a lot, typically I drive to those. I can put it in a SR22. I put two in it a few years ago when my daughter went with me to one of them. Pull the back two seats in the Baron and there's a huge space there.

It's all about how you slice the data. A twin shouldn't be twice as much, but it will definitely be more. I was flying a SR22 and it cost me all-in around $220/hr depending upon fuel prices at ~90 hrs/year. The Baron 58 I'm flying now runs ~$380/hr for the same conditions. Now, this Baron has a bad temp spread on the engines, so I can't run it LOP; I wish I could. But that would knock off only about $20-25/hr. The Baron will haul a heck of a lot more than the SR22, but it only flies 10 kts faster ROP than the SR22 did LOP at the same altitude. It costs more in handling and parking fees even though it's about the same size as the SR22; yeah, it's a little bigger and definitely heavier, but still. The Baron KLRDMD has will run fine LOP, so that helps. Sounds like it's running better than the Baron 58 I'm flying too. I'm looking to get back into a SR22 or a Mooney. The cost of flying the Baron I'm flying is just too high. Looking like the Mooney option may come together sooner; and it would be really nice to only feed 4 cylinders again. Only two or maybe three times in two years have I used the Baron where the SR22 would not have been able to handle the flight (seats and/or weight). A M20F or M20J with a good useful load could do them as well.