M016576

That’s the answer. Monopoly. if I had to wager... and I have no objective proof of this... both companies are not really competing with one another- or anyone else (due to airframe certifications w/ each certain type of motor). As a result- their business practices are probably not as aggressive as they could be to get A) new engines out in the field (rather than practically endorsing field overhauls by their high pricing) and B ) the company many be carrying “extra weight” in their admin, operations and engineering departments... because they can. I don’t think anybody wins long term in a situation like this (total monopoly).

Or they can’t compete. Because what the market demands is a new design- one that mooney can’t/won’t build and certify... How are those M10’s coming along anyway (and I’m not saying that’s what the market wants- just that’s their last new design... that’s even more vapor ware than the KI-300)

Does flying over the top of these places in an American warplane count? just kidding! Kind of....

Yeah- seriously... I was trying to fly a low level route that starts up near northern Phoenix, winds up towards Prescott, then works west and south past havasu... the taf’s said it all... OVC005 -sn fzfg. Ended up just flying down to the sells airspace and was able to work below 5000 after entering the AAHL complex. Coming back was a treat... ice between 170-110... and the rain in Phoenix dropped the vis down nice and low.. not to mention the standing water on the runway. this is NOT what I expected when I moved to Phoenix!

This is the failure mode I was describing above. It’s well documented on other forums, too (beechtalk, poa, etc)

Any handheld devices in the cockpit lose reception too? If so- suspect your WAAS antenna. The 430W antenna has a failure mode that can disrupt/jam the gps signal for about a 15’ sphere. I found this out the hard way, which resulted in me shooting an ils approach using my obs/vor-> kns80 ils. Keep those old vor skills handy, just in case all your gps’s get knocked out by a bad antenna!

Don’t have to go to China to find Chinese pilots training... every pilot mill in the country is cranking them out. I know the pattern at DVT is often full of students with thick Chinese accents.

Standard Garmin.... 1200 bucks for a 20 dollar chip. Then a sweet $200 upcharge so it’s “certified”

I’m pretty sure that this guy was full deflection on both needles when he “broke out” on that Oakland approach.... it was a little hard to see exactly what he had dialed up... but it was at the very least a “non stable, 2+ degrees off” approach in IMC. I’m fairly certain he had lost total situational awareness of where he was on the approach until he broke out, below glideslope, and nose down. He should have gone around well prior to that point. This second approach is a classic “there it is!” Below mins and inside the VDP. His mains didn’t touch down until he was half way down the (remaining) runway.... and that runway looked wet to me. He taxied off at the end... and he was still trucking pretty good. He probably got on the binders pretty hard to make that happen. He’s lucky he didn’t bullseye a tire (maybe he did). He *needs* more practice. And instruction. Preferably on a VMC day with a well seasoned Instructor. he also needs to stop video taping himself. He certainly does NOT need that distraction.

Yes- I love this- especially as I get close to my destination- as traditionally, I find that I get “penalty vectors” in busy airspace... probably because the mooney is so fast, I keep catching up to jets on final

In my experience, rarely is IFR more convenient, when VFR can safely accomplish the flight. Normally filing IFR into busy areas on days where commercial flights are stacked up (kind of like what you described) will result in major delays, which you can avoid entirely by being VFR. Where IFR is “nice” in VMC.... and what keeps me filing IFR in terminal environments that are busy (also like you describe), is when I’m not 100% familiar with the VMC/VFR special traffic rules or airspace shelves. It’s nice to have a controller vector me through- so I don’t unintentionally violate the airspace. Of course, if you’re VMC, no matter what type of Flight Rules you’re under- safe separation of aircraft is always the PIC’s responsibility.... so busy airspace still requires ones head to be on a swivel, no matter what.

The GA fleet kind of reminds me of the auto situation on Cuba.... some REALLY cherry, fully restored ‘57 chevy’s and fords over there... and some others.. well... that run. But not a whole lot in the newer model years.... i suppose that’s changing now, though (Cuba, not GA...)

Ok... i’ll Swing the bat here... as a pro-pilot (well... someone that gets paid to fly as my primary job, anyway)... It sounds to me like the plan was adequate- and let me know if I’m missing something... the pilot planned an IFR flight in VMC. The terminal area had a layer between 5-9K, but with VMC prevailing for ~4500’ below said layer. Freezing layer was forecast just below the tops of the clouds. Gusty winds, but nothing outside the relm or workable if they were down the runway (0 crosswind component). No sigmets/airmets for icing. No pireps for icing. I would have made this trip- with the “escape plan” being a descent to warmer air should I pickup ice (unforecast!) on the approach. Which is exactly what the OP did. Things that would cause me to cancel this flight: known ice in the terminal area (pireps showing ice and altitudes associated with them). A freezing layer to the ground (ie- no “out” either below, or geographically). In this case, the pilot was legal, and had mitigated risk by having a plan to get out of any icing should it occur. Seriously- this particular case is pretty cut and dry in my mind and probably the limit of how I personally employ my own light civil in the winter (and mine has tks-anti ice)... but I don’t think it was anything crazy, unsafe or illegal. The key here being that the pilot is VMC for the majority of the flight, The cloud exposure time is exceptionally small, the freezing layer is all the way up at the top of the cloud deck, and a safe, warm escape exists in the 3-4K’ of VMC conditions below the lowest decks (and probably throughout the lower cloud mass as well below the FL) JMHO

Ask Garmin my aspen PFD has proven to be far more reliable over the past 5 years than the KI-256 it replaced.

This is true- every tactical jet I’ve flow (5 total) says this for icing: “engine anti ice- on. Speed up.”

*Mojave (KMHV)... spelled with a J, but has a H sound... and the identifier uses an H. Crazy... I know...

Get the 540- the free transponder makes it worth it. I have a 440- it’s great- I got it for 8500 used... but if I’d found a 540 for 10500 used I would have bought that instead. The install should be cheap if you have a 430W already installed, too- probably only 2-3 hours- mount a new tray, switch the connectors on the backplate and fill out the paperwork. your best source for good deals on avionics (other than maybe eBay), is Avionics source. Chase Is on this board- I’d do a search for avionics source, then PM him and see what he can do for you.

Yes. this is the problem of describing something like “stall characteristics” or “spin recovery” on a forum like this: we have people of all different backgrounds and experience levels using the same words to describe situations in non-controlled environments... that may or may not be the topic of interest. Yes- one pilots “deep stall” could just be the initial entry for another. Other variables that we don’t know- outside of just the perceptions of the pilot: instrumented aircraft entry conditions, pressure, altitude, weather, rigging, instrument error tolerance, angle of attack rate of change through the critical AoA, power setting, p-factor.. Cg loading of each aircraft... and of course the intangibles- pilots actual actions as opposed to what they “think” they did. Trust me on this- what one “thinks” or “remembers” they did in an airplane can be far off from what actually happens (the joys of flying test instrumented aircraft!) in short- nothing that we have posted yet on this thread is in any way conclusive. that said.... my first J exhibited a 45-50 degree roll off to the right when held in a deep stall. My current J (missile modification) has a further forward CG... it exhibits this characteristic- but it’s far less severe... it might be that I’m anticipating the rolloff, though now- and applying more rudder when I feel it coming: I haven’t instrumented the mooney- so I cant be sure!

Unless you have an EA100 autopilot adapter installed along with your Aspen- your previous autopilot was actually being “flown” by your KI-256. Basically- the “HSI/DG/course” inputs will come from the Aspen, and the roll/pitch inputs will come from the G5. Shouldn’t be a problem so long as the unit is certified for it.

Sounds like you’ve spent some time on Corbets!

Nothing “Junior” about the M20S. Finest NA longbody mooney out there if you ask me.

All TKS systems (FIKI and inadvertent) have that strip. It’s a spray bar that sprays TKS on the windshield.

GTN750, loaded (install kit, fs510), retail- $~$16000+ ~$2500 for install... plus garmin/FF subscriptions to take advantage of the flight stream ($200/yr). Database/chart updates are more expensive than the IFD for this unit as well. IFD440, retail- ~$10.5+ $350 install. No subscriptions required for ifd100 app, and Bluetooth/WiFi works with all the major efb’s (except probably Garmins app ) It’s a no brainer alright if any sort of budget is in the picture. Capability wise- both units allow for you to file for the exact same waas navigation and approaches. The GTN750 has a bigger screen and can display approach plates. If these two things are important to you then your options are the 750 or the IFD540/550. The 550 has its own internal AHRS, which the 750 does not have. The 550/540 use the same connectors on the backplate as a 430/530, but you’d need a new tray and backplate- cost would likely be an additional 800-1000 for install, base unit is roughly the same as a 750. Overall install on a 540/550 would probably come out 1-2K cheaper than a 750 install. Subscription prices would then be comparable, as now you’d be paying for a chart subscription as well for your gps. subjectively- take a look at the interfaces and ask yourself which you find most comfortable- that may sway you one way or the other too. finally- if you’re trying to eliminate portables from your cockpit (for some reason)- that would also influence your decision (primarily between a small screen and a large screen, not really a brand IMO).

So is Vladimir Putin.

An even more compelling reason to go with an avidyne IFD440 with WiFi and BT... you wouldn’t lose nearly as much when you sell, and have pretty much all the same capability/functionality.