M20F

I have an AXC. The weight is minimal and aft CG makes you go fast. The real reason though is you can never have a big enough battery or too much gas.

What do you intend to fix or are you capable of fixing?

Spinal Taps AMP's go to 11, you should have gotten the Mooney that went to F ;-)

Mineral spirits and this

If I can get home 2 minutes faster I am willing to have my fillings knocked out (tongue in cheek reply, within the bounds of safety) on the ride home. Weather breaks down into perfect, terrible, and will kill you. The first 2 are ok, the 3rd is a little rougher.

What are the time on all they cylinders? Is the 1300hrs total time or time since last overhaul?

So to give an example of how this works. I had phone calls for 10am EDT so I block 5hrs+1hr for time change, cheap gas stop, and drive to office. This means an 0300 launch this morning. Via the airlines it is a 0600 launch and I don't have to pre-flight plus have WIFI (and I generally Uber to ORD versus drive myself to KDPA so that is 30 mins of sleep). 0200 when I spring from my slumber there is a hard frost and I park outside, no go till sunlight. I do emails, move afternoon calls to next day. Sit at home In Chicago and do 10am calls (9am Chicago time) can't leave at dawn when the frost is gone because it would cause me to miss calls I can't reschedule. Depart around 1130 EDT. 9000ft was he definite sweet spot by about 15kts over 7000. Scrap base of clouds with no sun -3C and a lousy heater. Wear emergency sweater and enjoy the light and 2 whacks of moderate chop and trace ice. Land just before 1700 for first evening call. Eat at 47N pizza place. Do 1800 conference call on way to hotel in car. At 1852 decide to get up at 0400 to do email instead of working tonight, celebrate with Pinot Noir. 15hr and change day and I am 4hrs behind in the week because I had to fly during the prime of my day. So I play catch up all week and hope that I can burn enough hours to get out by 1800 on Friday for the 5hr flight back. While you can be somewhat work productive at altitude/IFR/autopilot it isn't like sitting in 2B. Had it not been for my NJ car being at 47N and the need to carry stuff back to IL it would have been an airline week. It is nice though smoking when you fly :-)

When I come from the south I give them the option of me canceling and going over the top or sticking with them and going direct SBJ when the weather is good. Generally the chose to capitulate.

Personally my view is vacuum gauges are cheap and a nice back up if the electrical system takes a dump. Nobody has ever really made a compelling argument to me why taking all the vacuum out does something for you.

I commute between 47N and KDPA and up/down the east coast/south coast. Aside from ice no issues about 200hrs last year (not much flying though NOV-FEB). Thunderstorms for the most part can be navigated around/above/wait to pass. There was a few times I left earlier or later due to weather but it was planned. I wouldn't personally reccomend it as a new pilot or even a new IMC pilot if you absolutely have to be there. You also have the joys of ownership to contend with and things break/go wrong in inconvenient places (oil cooler leak and alternator for me in 2016). If I can be more productive flying (last week did PIT/MDT/BDL) then I do it myself. If it is ORD-ATL then just easier and less of a hassle to take the airline. Flying for work I would add is work. After you string together a 60hr work week plus 10-15hrs of flying together a couple of times it losses its luster.

This is the correct answer a lot of people never see carb ice because they do not fly in conditions that will create it. Carb ice is a fickle thing.

You asked a question and N6758N answered and now you are going to debate with him? If you believe it unreasonable then argue with the mechanic. Don't ask for feedback and challenge it though, not clear the point on that.

A guy I work with know a guy who owns one near BWI that I am going to try to get and see/ride in this year. I like to look just like Clarence's 400, the cost to operate gives me nightmares.

Anyone got real life performance charts on the beast? I have always been curious what one of these would do FL190+ based on reality not people guessing.

Turbo F or E.

Hangers don't slow mice down in fact your odds are probably better getting mice in a hanger as opposed to the ramp. Especially true if you or one of your neighbors leaves any food around.

What is the 1481 all the way to the right on the JPI indicate?

I understand my question was is that where his is peaking at, nothing more.

What is your EGT peaking at 1481?

Where did they find it I can tell from the picture where it is.

Just hold it off till it quits flying. All the ASI indicates is how many feet of runway you need. If you force it down or land with excessive sink (you can hold 85mph with 2000 FPM sink or with 100 FPM of sink which is another reason why ASI fixation is bad for landing). You also should consider upgrading to an F. A C is a ranger and thus lands like a bucking bronco. A F is an Executive which like a Cadillac offers a much smoother ride with a fine retractable step and cigar lighter.

Better room, better useful load, non-retract. My opinion but sales figures support that people like them and it isn't because of the chute though that is a nice thing to have.

Adjusted for inflation Modern airplanes (sans radios) are just about the same as they were in the 60's when you compare like for like. Liability is certainly a part of it but it gets over played quite a bit. It almost costs me less to insure my plane then my car and the coverage is much better. Cirrius has been successful largely because their manufacturing costs are very low in comparison to a Mooney. It also is a much better plane minus 15kts which for most isn't even noticeable.

I think it is called Syria ;-)

Their 2016 income statement indicates otherwise.