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Wrong ID.. Have to report this. Dr.BILL

Thats not me!!!!! AGH Im logged in as someone else SORRY.

Believe me, there is no one that loves these airplanes more than me....... I'm on my 3rd one. I just pray they stay in business.

agreed

Quote: orangemtl It rarely escapes my attention: for purposes of reinforcing humility: to review accident reports, and see "The pilot, who was IFR and multi-qualified had 1700 hours, with 800 in type...", followed by a description of what occurred that happend to kill him. It's not simply low timers that have incidents, although we lead the pack; it can also be those with plenty of experience that 'blink' mentally at just the wrong time. I was taking off from KMYF a few weeks ago: had everything set up correctly (I thought), and upon leaving the ground the nose went up like a rocket, with the stall lady starting to chant in my ear. Looked down to see the trim on full UP; pushed the nose down to something less than vertical and trimmed down like crazy with the other hand (FORGET electric trim in that circumstance). All's well, but: how'd it happen? Inadvertent electric trim pressure? Didn't look the THIRD time before departure? All's I know is that it was just one of those instantaneous educations, that one occasionally runs into---and should NEVER require repetition. And a great reminder that checklists have no shortcuts. Ever. Thanks for your initial post.

I've had this happen before, but it's not normal. The O3 and 310 Acclaim have a lot of engine vibration that the O2 and Acclaim don't have. As stated before, I believe that the engine vibe have something to do with it - either the vibe making the switch indicate a false door position or the vibe shaking the magnetic keeper loose and the door actually opens. DOn't know which. Hard to track down since it takes a full power run to introduce the problem.

Quote: Skyatty Actually, the landing before was one of my best ever; an FAA inspector who happened to be trailing us in the pattern even remarked "excellent landing" after touchdown, so I don't think I jarred anything loose.

Well that isn't my name so even more reason to help out, Steve (fastbyk)

I'm in

They all fly about the same. I've got time in all 3 generations. I prefer the longbody, but that's also what I have the most time in, and what I flew first. That may have something to do with it, who knows.

Quote: flyboy0681 Let's try to stay on topic here fellas.

It's about time they update this product. The technology is 20 years old. No Victor airways and no holds - come on, guys.

Seen it a million times. Do what rbharvey said. It isn't worth not doing.

If this ends up happening I might be in. Depends on the roads. Makes more sense to drive than fly from where I live.

Quote: Piloto That's why I love my 201, simple and reliable. Jose

It's cheaper to spend a couple grand weeding out the dregs than buying a piece of junk and trying to bring it up to par.

The 480 is my favorite navigator. That said, I wouldn't mix it with a 530 or a 430 because the logic is so different. You might be able to use either one fine when things are going well but toss a few wrenches in the gears and having to know two sets of "GPS languages" might be quite a stumbling block. If you want two units, I'd get a 430/430 or 530/430. The 480/MX20 is a good combo until the single GPS quits. I had a 430 quit in a Cirrus one day - got my attention for sure.

Quote: Piloto On one ocassion the IAS went to zero and the airplane started to shake and an alarm sounded off. At first I thought I was in a stall but it turn out I was not. The shaking was due to prop icing and the alarm was the landing gear alarm that comes up when IAS speed is low. Turn on pitot heat and problem resolved. I also found that if you have ice on the windshield open the defrost and cabin heat to max and it will clear a small area above the glareshield enough for landing. Just make sure the hoses are connected to the louvers.

Did you turn on the TKS before entering the icing conditions? It's good for anti-ice but not so good at de-ice. It can de-ice small amounts but it takes a lot of fluid and a lot of time. I would think that with ice accreting and the TKS not keeping up I would have declared an emergency straight away.

Tejas in San Marcos, TX.

Straight from the POH: Above 30.5 inHg of manifold pressure only full rich mixture is permitted. At altitudes above 22,000 feet, power settings above 2300 RPM must be operated at 1675o F TIT or richer. The best economy charts top out at FL220. It's interesting that the POH and the TCM manual use different verbiage to describe the same thing. You'd think it would be a CYA for Mooney POH to use the exact same language as the TCM manual.

Cost?

Quote: rbharvey Add me to the list of people who would like some clarification on this point--I suspect it's incorrect, but I'd like to hear some explanation of why you believe it to be the case.

Quote: Kwixdraw I could see things getting pretty hairy if you had sort of a split speed brake situation with one deployed and one retracted. Or is it no big deal?

I was happy with the guys in Nashua, NH. Can't remember their name. Infinity, maybe? They did a good job on an Acclaim for a friend of mine a few years back.