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You might want to keep that fried shunt and frame it. I suspect it saved your aircraft from becoming M20Firestorm.

Congrats! And further, congrats on a great attitude in your post. Continue to learn, be cautious, and take your time diving into more challenging situations. Sounds to me like you will do fine. Harrumph!

It is all about the airlines, military, and business aircraft. We are just along for the ride.

After enough experience, it is.

We can discuss and analyze vertigo and it's causes until the cows come home. We can minimize it, and yes, head movement and inner ear is what it is all about. Try to minimize the onset best you can. If you think you need to look down, then by all means, look down! The fact is, vertigo can set in at any time, and we need to be ready regardless of when or why. Trust the instruments, cross check to make sure nothing is wrong with the instruments, and ignore the false signals from your brain telling you to do otherwise. Fly the airplane according to the instruments.

This thread is like a breath of fresh air on this forum. Oh, that must be where your air went?

Sounds great. The K model is an awesome performer. Congrats!

If you have a vertical card compass, how do you check to see if your air has been stolen. I am deeply concerned...

Every FIRC I have attended has reminded us that most midair collisions occur in CAVU conditions. You can never be careful enough.

Congratulations! Now, be careful out there...

Great job, and glad you are OK. Minor events that are not always in our control can make such difference. Such as, a failure a second later, or a second earlier. We just have to do the best we can with the hand we are dealt. You did AWESOME! I have been through a few engine failures, and more than a few other memorable events. I feel lucky to still be alive. Depending on the exact circumstances, there may be little or no time to think about all the things you need to do. You just have to act, and especially, fly the plane. You were clearly in one of these situations. Not much need for hindsight on this one. Just be glad for being in a situation you could deal with, and having the skills to do so. Didn't unlatch the door? Really? I had to chuckle on that one. You had your hands, feet, and brain full of plenty to deal with, and you did great. FWIW, no matter what I am flying, and no matter how long the runway is, I always use all of it for take off. I just imagine explaining to the FAA why I didn't use it all, especially if that additional 200 or 500 feet would have made a huge difference in outcome. How do you spell uncomfortable? Again, excellent pilotage and stick/rudder skills. And, you saved a great Mooney!

Nice. Thanks George!

Note that they do not start with the T-6. The 25 hours in a DA20 is primary, and key. IMHO etc... my views on this topic are well recorded on other threads.

+1 Check front main seal on engine/prop shaft. It may be prop blade seal, but the oil pattern looks unusual to me. Good A&P could quickly determine where it is coming from. May not be prop at all. Good luck!

Far better to forget a nose chock than forget the tow bar... OUCH!

I have taken several FAA exams, and don't remember many questions that required a calculator. Just get all the easy questions right,and you will pass with flying colors.

Crap... I am left handed. Now I have one more thing to worry about!

Now that's funny, I don't care who you are!!!

Does anybody have a video for sale that explains flying in icing conditions? Just kidding.

I'm pretty sure I have been nominated biggest prick on this forum, and I don't plan on giving that title away to anybody!

Wow... This thread doesn't need a how to land video, it needs a how to return to planet earth video.

Helicopters don't create wake turbulence and downwash... but helicopter pilots do.

I did my private pilot training in the early 1970's in one of the original AA-1 Yankees. I heard all of the horror stories from the local pilot crowd, and being quite new to flying airplanes I asked my instructor about the concerns. We put that airplane through all kinds of conditions and my fears were erased. The AA-1's are very honest aircraft, they do exactly what you tell it to do with the controls, stalls are not unusual, and overall to me they are very similar to Mooneys. Flying an AA-1 is actually great preparation for flying Mooneys. I have flown all of the Grumman models, and none of them were the boogie man that some claim them to be. Quite the contrary. I even owned an AA-1B for several years, because I liked them so well for their flying characteristics. Really fun airplane! I eventually traded it for a Mooney C model. That's food for thought on the current aircraft market, isn't it. I have no good explanation for this accident. I did not know the CFI, although I spend a fair amount of time in Llano (I will be there later this week). Instructing is very dangerous. Too easy to get distracted, trust the student too much, high work load with several aircraft in the pattern, etc. As a CFI, I've been there before. As CFI's, we learn to fly from the right seat with reference to outside attitude, other sensory inputs, and not instruments. The instruments are there for the student. A bug in the pitot tube would not be an issue for a CFI. This accident reminds me of the report of the accident that took the life of Don Maxwell's best friend and a Mooney test pilot. It just makes me try to be careful to never get casual about flying any aircraft, even if it is "just" a trainer. They can all kill you.

Icing can be no big deal, or it can accumulate rapidly and bring you down like a snowball. And forecasts are not always correct. If you feel lucky and push it enough, you will eventually get caught. I speak from considerable experience, and consider myself lucky to be alive. After one very memorable event of getting caught in an aircraft that was not FIKI, I went out and bought a Beech 58TC with everything. No way I would fly any aircraft without serious FIKI capability anywhere near potential icing. FWIW YMMV For those of you that are smarter and better pilots than I am, good luck.

I agree with you. I said "IF".