jrwilson

I fly a TBM at work and it’s crazy fast and the useful load is surprising. Fill all the seats, bags and still put in 220 gallons which will get you a LONG way. the landing/ramp/handling fees at airports are what get me. Much higher than the Mooney. Plus of course the fuel burn of 65 gph in the TBM is much worse than the 12gph in my Mooney.

I have a 231 with low oil temps, 150-160 in the winter. I have started using a winterization plan with some aluminum tape on the oil cooler. It brings the oil up to about 170.

That does help, thank you! That’s the type of info I’m looking for since I’m in California I really don’t know anything about the specifics of each area in Va. I had no idea Richmond was rough. I’ll take a look at culpeper.

Sorry, edited my post. Williamsburg itself will probably be too close to the school, she will want some distance I’m sure :)

I’ll be moving to Virginia in a couple years and am hoping to get an idea of some good airports to base my Mooney. I was thinking the Petersburg or Chester area but really I’d just like to be within 2 hours driving of Williamsburg, but not right in Williamsburg (daughter will be going to college there, and she probably won’t want us right there…) so I’m pretty open to any ideas. Hopefully I can get a hangar before I move. Any ideas?

I think you guys are saying the same thing…sounds like you both go full flaps on short final, ie, minimums. But the majority of the approach, through the FAF, with only partial flaps (takeoff setting).

That’s great, thank you!

Does anyone have a picture of the de-ice slip ring installation for the 231? like a picture of it installed on the plane. thanks!

I also had a C with a 3 blade prob and upgraded to a K (231) with a 2 blade. My shortest runway limit is about 2,400’ with the 231 and that’s fine most days. Weight can be a factor of course. Something that’s not considered is the 231 throttle is finicky, you can’t just go full throttle like on a 252. So my takeoffs eat up a bit more runway because that initial acceleration is slower and I’m being careful with the throttle throughout the takeoff roll so I don’t overboost. I’d say 1,800’ is much too short of a runway.

Sounds like it might be beneficial for some to try a tailwind takeoff or landing during their next flight review. As mentioned above there are times when you’re stuck with a tailwind, whether it’s terrain, ATC, prevailing traffic or something else. Trying it with an instructor and getting comfortable is a better alternative than just a blanket policy of “no tailwinds for me…”

Really? No tailwind? Not even a little wind? What about on a 5,000’ runway? Still not tolerating a tailwind? That’s just silly.

I called, sounds like there’s been changes but thanks for the suggestion!

Thanks! You liked him? Seemed fair?

Anyone have a lead for a DPE they would recommend for a commercial check ride in CA/OR/WA/NV or AZ? Bit of a shortage in northern CA. doesn’t need to be Mooney specific. It’s for my commercial student at work and it will be in a Cessna 210. Thanks!

Supposedly 57241 was destroyed in a windstorm. So maybe that one wasn’t his fault.