Wayne Cease

Depends upon the kids. We did with ours; they are now in college. Two girls, one 5'6" and a distance runner and the other 5'3" (on a good day ) and a tennis player. My wife plays tennis and I run 5k/10k and triathlons. We're under 600 lbs combined. When we were all in peak sports shape we were around 600 lbs including luggage.

What I've read is it is pretty much 100%. For the engine, but not the rest of the work involved. Although there is some concern about a recently rebuilt engine, combination of infant mortality and quality of the work (more so for local shop versus big name rebuilder).

In the SR22 I flew for 4.5 years the owner backed his SR22 into his convertible Jaguar. Put a small bend in left flap. Worse it was just before I was going to fly to Cape Cod from Atlanta. Ended up having to take an Arrow instead.

Looks like both the TruTrak and Trio Avionics Pro Pilot use GPS exclusively. That's a bummer for those of us that fly IFR. I know I get lots of vectors on departure and arrival. Fortunately I live near the zero magnetic deviation line, but winds will still throw things off. I suppose one could fly manually to the heading, get the ground track for that heading and then set that. Or flip it and start the track with a good approximation, then adjust the track to match the given heading. Looks, from the documentation, like both will engage on the current track, so you could get there manually then engage. Vector updates from there could be adjusted and the AP will turn to track that new track/heading. Not as simple as setting the heading bug and punching Heading, but doable. Plus these won't track an ILS. Not all are overlaid with GPS. I looked at my home field and while the GPS Z has the same heading/track as the ILS, it does not have an LPV and is 170' higher than the ILS. Meaning there are ILS approaches that will have to be flown by hand. Fortunately I practice both autopilot and manual approaches. Either of these would be a big step up from Positive Control and a huge step up from no autopilot. Both are significantly more affordable than certified autopilots.

With the list Garmin has already probably them. If Dynon can get their work wrapped up they'll dominate the market. The GFC w/ required G5 and 3-axis is ~$10k, plus STC, plus installation. The Dynon is $16k, plus STC, plus installation. Now, if one has a good autopilot and/or Aspen/nice HSI the GFC 500 is the cheaper route. But if you don't have ADS-B out, have no or a weak AP then you get all sorts of things resolved going the Dynon route. The Dynon route won't be cheap, but it will cover a lot. Look at all the C/E/F and even J models out there with antique avionics in them. Limited AP or maybe the Positive Control, old radios, a DG, maybe a KT 76 transponder. If Dynon gets their STC in place those planes can all be fully updated. Might take $35-40k for some of them (without a 430W already in them), but it would then be a completely different machine. Dynon missed the planned date for their first set of planes in the STC, so don't hold your breath though.

I thought he already has a 430W in the plane.

Too bad Dynon has not gotten their STC work completed yet. Their current goal is to have the hardware, STC and installation in the low to mid 20's. That would give you a lot of gear for ~$25k. Two displays and it should be around $30k.

The FAA certification is definitely a big hurdle in that. The other is the dis-economies of scale. Apple has sold 32 million iPhone 8/8+. Samsung has sold over 20 million Samsung S8 phones. Garmin has sold 125,000 GNS 430 units. That's less than half of what Samsung sells daily for just their S8 phone (278,000/day).

Any updates?

Heck, even a piston plane could do it. That would be especially true if the pilot talking with ATC and cleared for the outer ring. The 9-11 terrorists had some flight training. Enough knowledge to ask to go to an airport in the outer ring and you'd be too close for anyone to react to the problem unless a fighter was already in the air and nearby. Sent from my SM-G950U using Tapatalk

Good. Putting on the g-suit just in an emergency just seemed wrong to me when I watched that video. I immediately thought, "why aren't they they wearing it already, so they can get going faster." But then I wasn't sure about how fast/slow it goes on or how hanging around in it for hour might be. Sent from my SM-G950U using Tapatalk

"Over 5,000 possible threats." True by definition, but really 5,000 clueless pilots.

I'm wondering if there's a market for "better than new" J and pre-J models if they get added to the Dynon SkyView STC. Take an C/E/F rip out all of the avionics and replace with SkyView and 650 or 440. Then put on a sloped windshield and new aero cowl and paint. Probably new interior too. They would put most of the current J's to shame, plus the E/F models should keep up with the J's speed-wise. Yeah, it wouldn't be a $45k plane anymore, but it would also be worth a lot more. You'd have a glass panel with engine monitoring, high-end AP, ADS-B in/out and J speeds with more useful load. Not the cheapest way to go, but it's gotta be cheaper than a factory brand new J.

Ugh. Sorry to hear that. I manage our investments. Not because I'm a super financial expert, but that I don't trust others to have my best interests at heart. I've had experience with that. Our investments have done very well. You have to stay engaged or have someone you trust will have your best interests in mind and not theirs; fiduciary duty. Sent from my SM-G950U using Tapatalk

Really? *sigh* The 231 is not developing 100 HP less at 10k altitude. The 231 can still develop 210 HP and the Cirrus is developing a lot less than 310 HP even at full throttle. The Cirrus is bigger and heavier. Bigger - wider and taller cabin, so more frontal area. Even with all the aerodynamic fairings the gear is still down. So of course the Mooney is going to be more efficient. That's some basic fundamentals there. In the Cirrus there's an arm rest between the two front seats with storage room in it. Of course an arm rest would be a problem in the 231, with its one door and sliding across the seats. Heck, getting into the back seats of a Cirrus is easy. I like the interior space, two door and nice avionics. My wife and many Angel Flight passengers loved not having a yoke in front of them. They like that in the Baron 58 with the throw-over yoke too. Not having to worry about the gear going down; had an Arrow give me a little grief with that on a couple of occasions. The Arrow's gear ended up extending both times without having to do it manually, but it gets your attention. If things go really bad there's the chute to fall back on if other options aren't available. Have fun with your new-to-you Baron. They are nice planes. The ~$370/hr is bugging me as I'm not getting much for it. I was flying the Cirrus for ~$210/hr. The Baron is only 10 knots faster, and while it will haul more I rarely exceed what the Cirrus will handle (seats & weight). Both numbers include fixed and variable costs. If I had to fly over mountains or large amounts of water I might have a different opinion on twin vs single, but I live in the southeast. Even with the Appalachians I cross them versus fly along them. In cruise I'm in glide range of a public paved runway for the vast majority of my flights. I've been working on putting a 3 or 4 person partnership together for a SR22. Got interest but not commitment; i.e. dollars. Now working on two person partnership for a Mooney. This may actually come together as we're looking at a couple of planes.

Ugh. Yep, forgot it was Continental 6 cylinder TSIO-360. Thanks.

It should. It's 500 lbs lighter, narrower & shorter (smaller frontal area), has retractable gear and is a turbo charged 4 cylinder. I like Mooneys. I'm looking at a couple with a partner now.

It has Gami's but they are not balanced. Earlier one of the probes on each engine wasn't working. I don't own it. I flew a 2002 SR22 for 4+ years, ran it LOP all the time. It did 170 knots at ~12.5 gph. Sent from my SM-G950U using Tapatalk

That works great until you have a bunch of "stuff" with you. I run into this at Lexington; our daughter is attending UK. Most of the time we get her to pick us up now. If it's just my wife and I and a couple of "carry-on" bags we'll do that and get a ride from the FBO. Sorry, I'm not paying double for the car for multiple days. A trip to Charleston the car at the FBO was so more expensive that a ride from Uber to and from the hotel and then getting a rental car a couple of blocks from the hotel was significantly cheaper. Not a little cheaper, a lot.

There's a gentleman here in Atlanta that is 81 and flew the most Angel Flight missions for anyone in Georgia last year; 50 missions! He owns and flies a 2001 SR22. I sure do hope my health allows for that.

I'm working on putting together a partnership on a plane and three of the people I've talked to so far are retired. Retirement is no reason to stop flying.

Nice looking plane and a spiffy panel. I'm flying a Baron 58 now, but looking to get back to a single. The 28-30 gal/hr fuel burn is nuts. If you have the need though, a twin is great. I moved my daughter out of her dorm room with the Baron at the end of her freshman year. I've only needed the seats/load on maybe 3 trips in 2 years though, and two of those were Angel Flight missions.

Looking at a M20F in the Chicago area and would appreciate some recommendations for a shop to do the prebuy inspection. Thanks, Wayne

Yep. Did just that a few years ago in a SR22. Layers of clouds, some down low with freezing temps and even snow between Rockford and Chicago. We were flying to Madison, WI from Atlanta for a niece's graduation. We instead of crossing a chunk of IL we flew around IL. We flew to St Louis, had lunch, stretched our legs and may have gotten some fuel, then up over MO and IA, west of IL and then turned northeast after the cloud cover broke. Only added about 40-45 min of flying and avoided lots of icing potential.

I have yet to be stranded with an IR. I have had to spend the night in FL midway due to a line of thunderstorms from the Gulf into the Atlantic. There were 3 or 4 biz jets doing the same. This year I canceled for mod to heavy turbulence and high winds (~35 knots and gusting) at the destination. Largely though it’s deviations around thunderstorms and avoiding ice. That limits planning trips out too far in the winter. Cold and clear is fine, not so much for cold and cloudy. I’ve only flown a rental SR22 with TKS, and it is not FIKI, plus I don’t know if about it to use that, so I treat it like one without TKS. Living in the southeast I could never use a GA plane as much as I do without the IR.