Jerry 5TJ

The Piper P46T does about 23:1 glide up high and 15:1 near sea level, but only with the prop feathered. With the prop flat it will glide about like a Robinson.

Yeah, that’s one idea, but it leaves you looking up at the brick.

Nice that the proposed fix is a software upgrade.

Looks as if the trend of your curve is still decreasing at 130 knots, suggesting you can slow more and further improve your mileage. Try the power setting from the C model’s POH that’s around 1900 RPM and 18” and I think you will get about 100 KTAS at <5 GPH. That’s around 0.05 on your scale. At that power setting you are still faster than a Cessna 150. Which isn’t saying much.

PROTE is also featured at Sun n Fun and Oshkosh every year. I’ve been through the course (20 minutes) twice in recent years, each time taking along a “newbie” or two who haven’t been exposed to the hypoxia training. Great use of half an hour. Advise it for anyone flying on O2 or in pressurized planes.

Yes, Clearview 2W2 is a fairly short field here in Maryland and it has somewhat challenging surroundings. I used to fly in to the airport in my E model fairly often, but only solo, with no more than half fuel, and when the winds were favorable. Don’t forget to look left and right for cars as you pass over the road at the approach end of 32.

Replacement of the KC191 bulbs is a straightforward task for a basic avionics shop. The bulbs are incandescent and plug into the display board, accessible once the front panel is removed.

Plan is for the October 2023 PPP to be held at Tupelo Regional in Tupelo, MS.

The last three new owner / older Mooney transitions I’ve instructed were in planes where each was inspected by a different MSC. Each inspection had found some items and missed a few other things. A good A&P with general aviation knowledge and reasoning ability would probably have done as well, IMO. As @M20Doc says, it comes down to the skill of the individual who is doing the bulk of the inspection.

A number of Mooneys flew in for the training. A clear morning with a bit of frost on the wings greeted us for the first flight of the day.

Wait, you’re saying that in adults lead poisoning doesn’t affect us as our brains are already deteriorating?

I’m scheduled to be there as one of the CFI.

I still vividly recall changing those oil cooler hoses in my E model, even though it was close to 30 years ago. It was awful.

I have my late father’s 1943 Caterpillar Club membership certificate. There’s no equivalent Second Door Club.

If you still have one of these, yes you can remove it.

If you follow the acquisition and California business use test rules exactly and you document that >50% of the use in the test period (first 6 or 12 months) is for interstate business use the CA sales tax may be permanently waived. You can hire a specialist tax firm to assist you with the application. BUT BEWARE as there are strict requirements that apply starting with the location of the sale and to the very first post-purchase flight. I went through the process while living in CA a decade ago in the purchase of my first P46T. Ultimately successful but it was an exacting 18 month process. If you pay the sales tax initially and then succeed in your application you will be refunded the tax. If you defer paying the sales tax, make your application and are ultimately denied you are assessed for the tax, interest and late payment penalties. For a <$200K airplane it is likely to be cheaper to pay the tax than to hire a tax firm. If you do it yourself you will spend many dozens of hours of your time. You also have to be very careful about “just going for a flight” in your new plane as every tenth of an hour has to be balanced by at least another tenth in interstate business use. When you buy yourself that new G650ER, definitely use the tax accountant. Carusoam Warning: Not a tax attorney or CPA.

Nah, full autoland, please.

Yes, quite a few markers remain. I heard one last week on the ILS26 at KMRB.

The profile view of icing on ForeFlight Pro is a good planing tool. If the proposed flight’s profile in a FIKI GA airplane passes through any areas of forecast icing greater than light I reconsider. If it doesn’t appear I will be able to climb above all icing areas I generally don’t go.

PT6A is already approved to burn gasoline, albeit with a greatly reduced TBO. A few gallons of gasoline mixed into the JetA tanks isn’t even noticeable. Don’t try that mix in your IO-550.

You have been stuck with one high priced option for decades.

Jeez, you guys, you can envision a dark cloud wrapped around any silver lining. After decades of not much action there’s finally an approved alternative to 100LL. If that doesn’t cheer you up at least some, well, I suggest therapy. Me, I’m out looking for a nice vintage rag wing taildragger to burn some of that GAMI juice.

I flew a Yak-11 that had an R-2000 installed We did not switch to high blower, but it did not lack for power. With twice again the HP and clipped wings Czech Mate must have been impressive indeed.

I’ve heard that said many a time - but never outside GA.

For years we feared the EPA would ban leaded avgas before any replacement was available. Now there is an alternative: Time to heave a sigh of relief. If the sole supply of TEL shuts down, or the refiners decide their liability exceeds the value, or if the EPA finally follows their mandate, we can still get a legal fuel for our internal combustion engines and fly our Mooney planes.